Bu Samra Cargo Operating Manual

CARGO OPERATING MANUAL Section 2: Properties of LNG 3.2.2b Cargo IAS System Screen Shot (ii)
3.2.2c Controller Faceplate
LIST OF CONTENTS 3.2 3a IAS Extension Alarm Panel
2.1 Properties of LNG
ISSUE AND UPDATE CONTROL 3.2 3b Cargo Duty Selection Calling System Screen Shot
2.1.1 Physical Properties and Composition of LNG
CARGO AND MACHINERY SYMBOLS AND COLOUR
SCHEME Illustrations 3.3 Custody Transfer System (CTS)
ELECTRICAL AND INSTRUMENTATION SYMBOLS 2.1.1a Physical Properties of LNG 3.3.1 Radar Primary System (Radar Gauges and Custody
INTRODUCTION 2.1.1b Composition of Typical LNG Transfer System)
2.1.1c Variation of Boiling Point of Methane with Pressure 3.3.2 Float Level Gauge
2.1.1d Properties of Methane 3.3.3 Independent High Level Alarm System
2.1.1e Relative Density of Methane and Air 3.3.4 Trim and List Indicator
Section 1: Design Concept of the Vessel
3.3.5 Loading Computer
2.2 Characteristics of LNG Illustrations
1.1 Principal Particulars

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2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures 3.1.1a CTS Radar Monitor Display
1.1.1 Principal Particulars of the Ship
2.2.2 Supplementary Characteristics 3.3.1b TankRadar System
1.1.2 Principal Particulars of Cargo Equipment and Machinery
Illustrations 3.3.1c Custody Transfer System
1.1.3 General Arrangement
3.3.1d Cargo Tank Level
1.1.4 Tank Capacity Plans 2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures 3.3.1e Example of Custody Transfer Data
Illustrations 2.2.2a Structural Steel Ductile to Brittle Transition Curve 3.3.1f Certificate of Loading
1.1.3a General Arrangement 3.3.2a Whessoe Gauge System
1.1.3b Accommodation Upper and A Deck Arrangement 2.3 Health Hazards 3.3.2b Whessoe Float Level Gauge
1.1.3c Accommodation B and C Deck Arrangement 3.3.3a High Level and Overfill Alarm System

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1.1.3d Accommodation D and Navigation Deck Arrangement Illustrations 3.3.4a Trim and List Indicators
3.3.4b Trim and List Sensor
2.3a Methane Safety Card
3.3.5a Loading Computer Set-up
1.2 Rules and Regulations 2.3b Nitrogen Safety card
3.3.5b SM88 Load Panel
3.3.5c GZ Graph and GM Curve Screen Shot
3.3.5d Ship Manager Screen
1.3 Cargo System Technology
Section 3: Integrated Automation System (IAS)
1.3.1 Cargo Containment System Principle
1.3.2 GTT Mark 3X Cargo Containment
3.1 Cargo Control Room Arrangement Section 4: Cargo and Ballast System
Illustrations
Illustrations
1.3.1a Cargo Tank Lining Reinforcement 4.1 Cargo Manifold
1.3.2a Membrane Cargo Containment (GTT Mark 3X) 3.1a Arrangement of Cargo Control Room
1.3.2b Triplex Membrane 3.1b Cargo Control Room Console 4.1.1 Cargo Manifold System
1.3.2c Interbarrier Space (IBS) - Insulation Space (IS) Flat Panel 4.1.2 Cargo Strainers
Junction Illustrations
3.2 Integrated Automation System (IAS)
1.3.2d Pump Column Base Support
3.2.1 IAS Overview 4.1.1a Cargo Manifold System
1.3.2e IBS IS Section of Longitudinal Corner
3.2.2 IAS Control Station Operation 4.1.1b Cargo Manifold Screen Shot
1.3.2f Hull Steel Grades
3.2.3 Extension Alarm System 4.1.2a Cargo Strainer

1.4 Hazardous Areas and Gas Dangerous Zone Plan Illustrations

4.2 Cargo Piping System
3.2.1a IAS Main Menu
Illustration 4.2.1 Cargo Piping
3.2.1b IAS System
1.4a Gas Hazard Area Plan 3.2.2a IAS Integrated Keyboard 4.2.2 Cargo Pipe Insulation
3.2.2b Cargo IAS System Screen Shot

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 Bu Samra Cargo Operating Manual
Illustrations 4.7 Reliquefaction Plant 4.11 Cargo, Ballast, Bunkering and Ship Side Valve Remote Control
System
4.2.1a Cargo System Overview Screen Shot
Illustrations
4.2.1b Cargo Piping System (With Reliquefaction Plant)
Illustrations
4.2.1c Cargo Piping System (Without Reliquefaction Plant) 4.7a Reliquefaction Flow Process
4.2.1d No.4 Cargo Tank Arrangement 4.7b Reliquefaction Plant 4.11a Cargo Ballast Valve Hydraulic System
4.2.1e Cargo Tanks 1, 2, 3,4 and 5 Screen Shots 4.7c Full Reliquefaction 4.11b Cargo Valve Remote Control System
4.2.2a Pipe Insulation 4.7d Full Reliquefaction - Excess BOG 4.11c Ballast, Fuel Oil and Ship Side Valve Remote Control
4.7e Partial Reliquefaction System
4.7f Nitrogen Compander 4.11d Valve Remote Control Starter Panels
4.3 Cargo Pumps
4.7g Reliquefaction Plant
4.3.1 Main Cargo Pumps 4.7h Nitrogen Boost Compressors and Dryers
4.12 Emergency Shutdown Systems
4.3.2 Stripping/Spray Pumps 4.7i Boil-Off Gas Compressor
4.3.3 Emergency Cargo Pump 4.7j Nitrogen Compander 4.12.1 Emergency Shutdown and Tank Protection Systems
4.7k Cargo Machinery Fresh Water Cooling System 4.12.2 Pneumatic Emergency Shutdown System
Illustrations
4.7l Reliquefaction Overview

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Illustrations
4.3.1a Main Cargo Pumps 4.7m Cargo Gas Management System
4.3.1b Cargo Pump Start Flow Chart 4.7n Nitrogen System Screen Shot (i) 4.12.1a Control Flow for ESD and Tank Protection System
4.3.2a Stripping/Spray Pumps 4.7o No.1 Nitrogen System Screen Shot (ii) 4.12.1b Control Flow for Reliquefaction System
4.3.2b Stripping Pump Start Flow Chart 4.7p BOG & GCU Screen Shots 4.12.1c Emergency Shutdown System Architecture
4.3.2c Operation Guide - Stripping Pump Start Screen Shot 4.7q Nitrogen Screen Shots 4.12.1d Fibre-Optic/Electric System Configuration Module
4.3.3a Emergency Cargo Pump 4.12.1e Emergency System Control Panels
4.12.1f Emergency Shutdown System Screen Shot
4.8 Nitrogen Generator 4.12.1g Emergency Shutdown Panel on Cargo Control Room
4.4 Cargo Compressors
Console

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Illustrations
4.4.1 High Duty Compressor 4.12.2a Emergency Shutdown Pneumatic System
4.4.2 Boil-Off Gas Compressor 4.8a Nitrogen Generator System Screen Shot 4.12.2b Control Flow Chart for Pneumatic Ship/Shore Link
4.8b Nitrogen Generator 4.12.2c Emergency Air System
Illustrations
4.8c Nitrogen Generator Control Panel
4.4.1a High Duty Compressor Screen Shot
4.13 Cargo Relief Valves
4.4.1b High Duty Compressor
4.9 Inert Gas Generator
4.4.2a BOG Compressor Process Screen Shot 4.13.1 Cargo Tank Relief Valves
4.4.2b Boil-Off Gas Compressor 4.13.2 Insulation Space Relief Valves
Illustrations
4.13.3 Pipeline Relief Valves
4.9a Inert Gas Generator Screen Shot
4.5 Boil-Off/Warm-Up Heaters Illustrations
4.9b Inert Gas Generator Control Panel
4.5.1 High Duty and Boil-Off Gas Heaters 4.9c Inert Gas Generator Water Chiller Control Panel 4.13.1a Pressure Relief Valve Operation
4.5.2 Off-Gas Heater 4.9d Inert Gas Generator Regenerative Dryer Control Panel 4.13.2a Pilot Operated Safety Relief Valve
4.9e Inert Gas Generator Sea Water System 4.13.2b IBS and IS Pressure Control Table
Illustrations 4.9f Inert Gas Generator Fuel Oil Service System 4.13.2c Cargo Tank Pressure Table
4.5.1a High Duty and BOG Heater Screen Shot 4.13.3a Typical Pipeline Relief Valve
4.5.1b High Duty Heater 4.10 Fixed Gas Sampling and Gas Detection Systems
4.5.1c Boil-Off Gas (BOG) Heater 4.14 Ballast Level and Ship’s Draught Gauging System
4.5.2a Reliquefaction Overview Illustrations
4.14.1 Ballast Piping System
4.6 LNG Vaporiser 4.10a Cargo Gas Detection 4.14.2 Remote Level and Draught Indicating System
4.10b Fire and Gas Detection System Architecture 4.14.3 Ballast Exchange System
Illustration 4.10c SW2020 Gas Detection Panels
Illustrations
4.6a LNG Vaporiser Screen Shot 4.10d Cargo Area Gas Detection System (i)
4.10e Cargo Area Gas Detection System (ii) 4.14.1a Ballast/Deballast Screen Shots
4.14.1b Ballast System

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 2 of 13

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 Bu Samra Cargo Operating Manual
4.14.2a Remote Level and Draught Indicating System 5.4.1b Fire Fighting Techniques - Fire Hoses 5.4.10j Fire Fighting Equipment - D Deck
Architecture 5.4.1c Fire Fighting Techniques - Portable Extinguishers 5.4.10k Fire Fighting Equipment - Navigation Deck
4.14.2b Remote Level and Draught Indicating System 5.4.2a Fire, Bilge and General Service System 5.4.11a Lifesaving Equipment and Escape Routes - Engine Room
4.14.3a Ballast Exchange Screen Shots 5.4.2b Fire Hydrant System in the Engine Room Floor Plan and 4th Deck
4.14.3b Recommended Draught Envelope 5.4.2c Deck Fire Main System 5.4.11b Lifesaving Equipment and Escape Routes - Engine Room
5.4.2d Accommodation Fire Main System 3rd and 2nd Deck
5.4.3a Fire and Deck Spray System 5.4.11c Lifesaving Equipment and Escape Routes - Upper Deck
5.4.3b Water Spray System 5.4.11d Lifesaving Equipment and Escape Routes - Side
Section 5: Cargo Auxiliary and Deck System 5.4.4a Deck Dry Powder System Elevation
5.4.4b Dry Powder Fire Extinguishing System 5.4.11e Lifesaving Equipment and Escape Routes - A Deck
5.1 Temperature Monitoring System 5.4.5a NOVEC 1230 Fire Fighting System 5.4.11f Lifesaving Equipment and Escape Routes - B Deck
5.4.5b NOVEC 1230 Fire Suppression System 5.4.11g Lifesaving Equipment and Escape Routes - C Deck
Illustrations 5.4.5c NOVEC 1230 Fire Extinguishing Typical System 5.4.11h Lifesaving Equipment and Escape Routes - D Deck
5.1a Temperature Sensors in Secondary Barrier 5.4.6a Engine Room High Expansion Foam System 5.4.11i Lifesaving Equipment and Escape Routes - Navigation
5.1b No.1 Cargo Tank and Barrier Temperature Screen Shot 5.4.6b Deck Fire Main and High Expansion Foam Sea Water Deck

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5.1c Temperature Sensors in Cofferdams, Trunk Deck and Duct Supply Pump
Keel 5.4.6c High Expansion Foam Control Panel (Fire Station)
5.5 Cargo Machinery Fresh Water Cooling System
5.4.7a Emergency Quick-Closing Valves and Fire Dampers
5.4.7b Quick-Closing Valves and Fire Dampers Illustrations
5.2 Interbarrier Space and Insulation Space Pressure Control 5.4.8a Local Fire Fighting System
5.4.8b Engine Room Water-Based Fire Fighting System 5.5a Cooling Fresh Water System
Illustrations 5.4.8c Local Fire Fighting Control Panel (Fire Control Station) 5.5b Cargo Machinery Fresh Water Cooling System
5.2a Insulation Space Pressure Control Screen Shot 5.4.8d Local Fire Fighting Control Panels (Bridge and Local)
5.4.8e Fire Alarm Control Panel and Menu Tree

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5.2b Nitrogen Pressurisation and Control System (Tank No.5) 5.6 Passageways and Forward Bilge Systems
5.4.8f Local Fire Fighting Diesel Engine Control Panel
5.4.9a Fire Detection System Architecture Illustrations
5.3 Cofferdam Heating System
5.4.9b Fire Detection Panel
5.6a Water Drain and Bilge System
5.3.1 Cofferdam Heating and Control 5.4.9c Fire Detection and Alarm Equipment - Engine Room
5.6b Passageways and Forward Bilge Systems
5.3.2 Hull Ventilation Floor Plan and 4th Deck
Illustrations 5.4.9d Fire Detection and Alarm Equipment - Engine Room
3rd and 2nd Deck 5.7 Mooring and Anchoring
5.3.1a Glycol Water Heater System 5.4.9e Fire Detection Equipment - Cargo Machinery/Electric 5.7.1 Mooring Arrangement
5.3.1b Cofferdam Temperature Control Motor Room 5.7.2 Anchoring Arrangement
5.3.2a Hull Ventilation 5.4.9f Fire Detection Equipment - A Deck 5.7.3 Forward Emergency Towing Equipment
5.4 Fire Fighting Systems 5.4.9g Fire Detection Equipment - B Deck 5.7.4 Aft Emergency Towing Equipment
5.4.9h Fire Detection Equipment - C Deck
5.4.1 Introduction 5.4.9i Fire Detection Equipment - D Deck Illustrations
5.4.2 Engine Room and Deck Fire Main Systems 5.4.9j Fire Detection Equipment - Navigation Deck 5.7.1a Typical Mooring Arrangement
5.4.3 Water Spray System 5.4.10a Fire Fighting Equipment - Engine Room Floor Plan and 5.7.1b Windlass and Winch Controls
5.4.4 Deck Dry Powder System 4th Deck 5.7.1c Fire Wire Reel
5.4.5 NOVEC 1230 Fire Extinguishing System 5.4.10b Fire Fighting Equipment - Engine Room 3rd and 2nd 5.7.1d Brake Test Kit
5.4.6 High Expansion Foam System Deck 5.7.2a Cable Stopper
5.4.7 Quick-Closing Valves, Fire Dampers and Emergency Stops 5.4.10c Fire Fighting Equipment - Side Elevation 5.7.2b Anchor Arrangement
5.4.8 Engine Room Water-Based Fire Fighting System 5.4.10d Fire Fighting Equipment - Cargo Machinery/Electric 5.7.3a Forward Emergency Towing Arrangement
5.4.9 Fire Detection System Motor Room 5.7.4a Aft Emergency Towing Arrangement
5.4.10 Fire Fighting Equipment 5.4.10e Fire Fighting Equipment - Accommodation Upper Deck
5.4.11 Lifesaving Equipment and Escape Routes 5.4.10f Fire Fighting Equipment - Upper Deck
Illustrations 5.4.10g Fire Fighting Equipment - A Deck
5.4.10h Fire Fighting Equipment - B Deck
5.4.1a Fire Control Station Arrangement
5.4.10i Fire Fighting Equipment - C Deck

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 3 of 13

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual
5.8 Lifting Equipment Illustrations 6.6.3 Sloshing Inside the Cargo Tanks
6.3.1a Preparations for Loading Illustrations
Illustrations
6.3.1b Operation Plan Screen Shots
6.6a Ballast Voyage
5.8a Hose Handling Crane 6.3.2a Cargo Lines Cooling Down
6.6.1a Ballast Voyage With Reliquefaction
5.8b Cargo Machinery Room Crane 6.3.2b Cooling Down and Loading Flow Chart
6.6.1b Ballast Voyage With Partial Reliquefaction
5.8c Crane Operation Levers 6.3.3a Cargo Loading Screen Shots
6.6.2a Cargo Tanks Cooldown Control Screen Shot
5.8d Provisions Crane 6.3.3b Loading With Vapour Return to Shore
6.6.2b Spraying During Ballast Voyage
6.3.3c Cargo Machinery Screen Shots
6.3.3d Loading With Reliquefaction
6.3.4a Manifold - Shore Lines Draining 6.7 Pre Dry Dock Operations
Section 6: Cargo Operations
6.3.5a Ballast/Deballast Screen Shots 6.7.1 Stripping and Line Draining
6.3.5b Deballasting 6.7.2 Tank Warm-Up
6.1 Interbarrier Space and Insulation Space Inerting 6.3.5c Deballasting - Educting 6.7.3 Gas Freeing
6.1.1 Insulation Space Inerting 6.7.4 Aerating

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6.1.2 In-Service Test 6.4 Loaded Voyage with Boil-off Gas Reliquefaction Illustrations
Illustrations 6.4.1 Loaded Voyage with BOG Reliquefaction 6.7.1a Stripping
6.1.1a Insulation Space Pressure Control Illustrations 6.7.1b Manifold Draining
6.1.1b Nitrogen System 6.7.2a Warming-Up - GCU (1st Step)
6.4.1a Reliquefaction Overview
6.1.1c Insulation Spaces Evacuation 6.7.2b Warming-Up - GCU (2nd Step)
6.4.1b Loaded Voyage with Boil-Off Gas Reliquefaction
6.1.2a IBS and IS Piping Arrangement on Liquid Dome 6.7.2c Line Flow - Warm-Up Screen Shot
6.4.1c Loaded Voyage with Boil-Off Gas Reliquefaction - Excess
6.7.2d Warming-Up - Venting (1st Step)
BOG
6.7.2e Warming-Up - Venting (2nd Step)
6.2 Post Dry Dock Operation

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6.7.3a Gas Freeing - Venting (At Sea or to Shore)
6.2.1 Drying Cargo Tanks 6.5 Discharging and Ballasting 6.7.3b Line Flow - Inert Before Dock Screen Shot
6.2.2 Inerting Cargo Tanks 6.7.3c Gas Freeing (Through the Gas Combustion Unit)
6.5.1 Preparation for Discharging
6.2.3 Gassing-Up Cargo Tanks 6.7.3d Gas Freeing (Spray Line)
6.5.2 Liquid Line Cooldown Before Discharging
6.2.4 Cooling Down Cargo Tanks 6.7.3e Gas Freeing (Machinery Room 1st Step)
6.5.3 Arm Cooldown Before Discharging
Illustrations 6.7.3f Gas Freeing (Machinery Room 2nd Step)
6.5.4 Discharging With Vapour Return from Shore
6.7.4a Line Flow - Aeration Screen Shot
6.2.1a Drying Cargo Tanks (Summer) 6.5.5 Discharging Without Vapour Return from Shore
6.7.4b Aerating
6.2.1b Drying Cargo Tanks (Winter) 6.5.6 Ballasting
6.2.2a Operation and Line Flow Screen Shot Illustrations
6.2.2b Inerting Cargo Tanks Prior to Gas Filling 6.8 One Tank Operations
6.5.1a Operation Flow - Unloading Screen Shot
6.2.2c Inerting Cargo Tanks with Nitrogen 6.8.1 Warm-Up
6.5.1b Preparations for Discharging
6.2.3a Gassing-Up Cargo Tanks - Venting 6.8.2 Gas Freeing
6.5.2a Liquid Line Cooldown Before Discharge
6.2.3b Gassing-Up Cargo Tanks - To Shore 6.8.3 Aerating
6.5.3a Arms Cooldown Before Discharge
6.2.3c Gassing-Up Cargo Tanks - To Gas Combustion Unit 6.8.4 One Tank Drying/Inerting
6.5.4a Cargo Unloading Monitor
6.2.4a Cargo Tank Cooldown Control 6.8.5 One Tank Gassing-Up and Cooling Down
6.5.4b Cargo Tank 1, 2, 3, 4 and 5 Overview
6.2.4b Initial Cooldown - Return to Shore
6.5.4c Discharge With Vapour Return from Shore Illustrations
6.2.4c Initial Cooldown - Gas Combustion Unit
6.5.4d Discharge Without Vapour Return from Shore
6.8.1a One Tank Warming-Up - Step 1
6.5.6a Ballasting Screen Shot
6.8.1b One Tank Warming-Up - Step 2
6.3 Loading and Deballasting 6.5.6b Ballasting
6.8.2a One Tank Gas Freeing
6.3.1 Preparations for Loading 6.5.6c Ballasting Aft Peak
6.8.3a One Tank Aerating
6.3.2 Cargo Line Cooldown 6.8.4a One Tank Drying
6.3.3 Loading Cargo with Vapour Return to Shore via the High 6.6 Ballast Passage 6.8.4b One Tank Inerting
Duty Compressor 6.8.5a One Tank Gassing Up
6.6.1 Ballast Voyage With Reliquefaction
6.3.4 Draining and Inerting Manifold Pipes and Loading Arms 6.8.5b One Tank Cooldown
6.6.2 Cooling Down Cargo Tanks Prior to Arrival
6.3.5 Deballasting

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Section 7: Emergency Procedures 7.8 LNG Jettison

Illustration
7.1 LNG Vapour Leakage into Barrier Spaces
7.8a LNG Jettison
Illustration
7.1a Interbarrier Space Purge 7.9 Vent Mast on Fire

7.2 LNG Liquid Leakage into the Interbarrier Spaces (IBS)

Illustrations
7.2a LNG Leakage to the IBS
7.2b Interbarrier Space Stripping
7.2c Portable Liquid Level Gauge

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7.3 Water Leakage to Insulation Space (IS)

Illustrations
7.3a Water Evacuation from Insulation Space
7.3b Leakage Pipe

7.4 Emergency Cargo Pump Installation

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Illustrations
7.4a Emergency Cargo Pump Davit Assembly
7.4b Emergency Cargo Pump Installation Sequence (i)
7.4c Emergency Cargo Pump Installation Sequence (ii)

7.5 Fire and Emergency Breakaway

7.6 Ship-to-Ship Transfer

7.6.1 General Safety
7.6.2 Pre-Mooring Preparations
7.6.3 Mooring
7.6.4 Transfer Operations
7.6.5 Unmooring

7.7 Cold Spots on Inner Hull

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 5 of 13

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 Bu Samra Cargo Operating Manual
Issue and Update Control This manual was produced by: Item Issue 1 Issue 2 Issue 3
Text
This manual is provided with a system of issue and update control.
WORLDWIDE MARINE TECHNOLOGY LTD. 1.1 Principal Particulars Dec 2009
1.1.1 Principal Particulars of the Ship Dec 2009
Controlling documents ensures that: 1.1.2 Principal Particulars of Cargo Equipment and Machinery Dec 2009
For any new issue or update contact:
1.1.3 General Arrangement Dec 2009
• Documents conform to a standard format; 1.1.4 Tank Capacity Plans Dec 2009
The Technical Director
Illustrations
• Amendments are carried out by relevant personnel; Dee House 1.1.3a General Arrangement Dec 2009
Zone 2 1.1.3b Accommodation Upper and A Deck Arrangement Dec 2009
• Each document or update to a document is approved before Parkway 1.1.3c Accommodation B and C Deck Arrangement Dec 2009
issue; Deeside Industrial Park 1.1.3d Accommodation D and Navigation Deck Arrangement Dec 2009

• A history of updates is maintained;

CH5 2NS Text
1.2 Rules and Regulations Dec 2009
UK

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1.3 Cargo System Technology Dec 2009
• Updates are issued to all registered holders of documents; 1.3.1 Cargo Containment System Principle Dec 2009
E-Mail: [email protected] 1.3.2 GTT Mark 3X Cargo Containment Dec 2009
• Sections are removed from circulation when obsolete.
Illustrations
1.3.1a Cargo Tank Lining Reinforcement Dec 2009
Document control is achieved by the use of the footer provided on every page
1.3.2a Membrane Cargo Containment (GTT Mark 3X) Dec 2009
and the issue and update table below.
1.3.2b Triplex Membrane Dec 2009
1.3.2c Interbarrier Space (IBS) - Insulation Space (IS) Flat Dec 2009
In the right-hand corner of each footer are details of the pages section number Panel Junction

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and title followed by the page number of the section. In the left-hand corner of 1.3.2d Pump Column Base Support Dec 2009
each footer is the issue number. 1.3.2e IBS IS Section of Longitudinal Corner Dec 2009
1.3.2f Hull Steel Grades Dec 2009
Details of each section are given in the first column of the issue and update Text
control table. The table thus forms a matrix into which the dates of issue of the 1.4 Hazardous Areas and Gas Dangerous Zone Plan Dec 2009
original document and any subsequent updated sections are located. Illustration
1.4a Gas Hazard Area Plan Dec 2009
The information and guidance contained herein is produced for the assistance Text
of certificated officers who by virtue of such certification are deemed 2.1 Properties of LNG Dec 2009
competent to operate the vessel to which such information and guidance refers.
2.1.1 Physical Properties and Composition of LNG Dec 2009
Any conflict arising between the information and guidance provided herein and
Illustrations
the professional judgement of such competent officers must be immediately
2.1.1a Physical Properties of LNG Dec 2009
resolved by reference to the Qatar Gas Technical Operations Office.
2.1.1b Composition of Typical LNG Dec 2009
2.1.1c Variation of Boiling Point of Methane with Pressure Dec 2009
2.1.1d Properties of Methane Dec 2009
2.1.1e Relative Density of Methane and Air Dec 2009
Text
2.2 Characteristics of LNG Dec 2009
2.2.1 Flammability of Methane, Oxygen and Nitrogen Dec 2009
Mixtures
2.2.2 Supplementary Characteristics Dec 2009
Illustrations
2.2.1a Flammability of Methane, Oxygen and Nitrogen Dec 2009
Mixtures
2.2.2a Structural Steel Ductile to Brittle Transition Curve Dec 2009

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 6 of 13

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Text Text 4.5.1c Boil-Off Gas (BOG) Heater Dec 2009
2.3 Health Hazards Dec 2009 4.1 Cargo Manifold Dec 2009 4.5.2a Reliquefaction Overview Dec 2009
Illustrations 4.1.1 Cargo Manifold System Dec 2009 Text
2.3a Methane Safety Card Dec 2009 4.1.2 Cargo Strainers Dec 2009 4.6 LNG Vaporiser Dec 2009
2.3b Nitrogen Safety card Dec 2009 Illustrations Illustration
Text 4.1.1a Cargo Manifold System Dec 2009 4.6a LNG Vaporiser Screen Shot Dec 2009
3.1 Cargo Control Room Arrangement Dec 2009 4.1.1b Cargo Manifold Screen Shot Dec 2009 Text
Illustrations 4.1.2a Cargo Strainer Dec 2009 4.7 Reliquefaction Plant Dec 2009
3.1a Arrangement of Cargo Control Room Dec 2009 Text Illustrations
3.1b Cargo Control Room Console Dec 2009 4.2 Cargo Piping System Dec 2009 4.7a Reliquefaction Flow Process Dec 2009
Text 4.2.1 Cargo Piping Dec 2009 4.7b Reliquefaction Plant Dec 2009
3.2 Integrated Automation System (IAS) Dec 2009 4.2.2 Cargo Pipe Insulation Dec 2009 4.7c Full Reliquefaction Dec 2009
3.2.1 IAS Overview Dec 2009 Illustrations 4.7d Full Reliquefaction - Excess BOG Dec 2009

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3.2.2 IAS Control Station Operation Dec 2009 4.2.1a Cargo System Overview Screen Shot Dec 2009 4.7e Partial Reliquefaction Dec 2009
3.2.3 Extension Alarm System Dec 2009 4.2.1b Cargo Piping System (With Reliquefaction Plant) Dec 2009 4.7f Nitrogen Compander Dec 2009
Illustrations 4.2.1c Cargo Piping System (Without Reliquefaction Plant) Dec 2009 4.7g Reliquefaction Plant Dec 2009
3.2.1a IAS Main Menu Dec 2009 4.2.1d No.4 Cargo Tank Arrangement Dec 2009 4.7h Nitrogen Boost Compressors and Dryers Dec 2009
3.2.1b IAS System Dec 2009 4.2.1e Cargo Tanks 1, 2, 3, 4 and 5 Screen Shots Dec 2009 4.7i Boil-Off Gas Compressor Dec 2009
3.2.2a IAS Integrated Keyboard Dec 2009 4.2.2a Pipe Insulation Dec 2009 4.7j Nitrogen Compander Dec 2009
3.2.2b Cargo IAS System Screen Shot (i) Dec 2009 Text 4.7k Cargo Machinery Fresh Water Cooling System Dec 2009
3.2.2b Cargo IAS System Screen Shot (ii) Dec 2009 4.3 Cargo Pumps Dec 2009 4.7l Reliquefaction Overview Dec 2009
3.2.2c Controller Faceplate Dec 2009 4.3.1 Main Cargo Pumps Dec 2009 4.7m Cargo Gas Management System Dec 2009

QGTC
3.2 3a IAS Extension Alarm Panel Dec 2009 4.3.2 Stripping/Spray Pumps Dec 2009 4.7n Nitrogen System Screen Shots Dec 2009
3.2 3b Cargo Duty Selection Calling System Screen Shot Dec 2009 4.3.3 Emergency Cargo Pump Dec 2009 4.7o No.1 Nitrogen System Screen Shots Dec 2009
Text Illustrations 4.7p BOG and GCU Screen Shots Dec 2009
3.3 Custody Transfer System (CTS) Dec 2009 4.3.1a Main Cargo Pumps Dec 2009 4.7q Nitrogen Screen Shots Dec 2009
3.3.1 Radar Primary System (Radar Gauges and Custody Dec 2009 4.3.1b Cargo Pump Start Flow Chart Dec 2009 Text
Transfer System) 4.3.2a Stripping/Spray Pumps Dec 2009 4.8 Nitrogen Generator Dec 2009
3.3.2 Float Level Gauge Dec 2009 4.3.2b Stripping Pump Start Flow Chart Dec 2009 Illustrations
3.3.3 Independent High Level Alarm System Dec 2009 4.3.2c Operation Guide - Stripping Pump Start Screen Shot Dec 2009 4.8a Nitrogen Generator System Screen Shot Dec 2009
3.3.4 Trim and List Indicator Dec 2009 4.3.3a Emergency Cargo Pump Dec 2009 4.8b Nitrogen Generator Dec 2009
3.3.5 Loading Computer Dec 2009 Text 4.8c Nitrogen Generator Control Panel Dec 2009
Illustrations 4.4 Cargo Compressors Dec 2009 Text
3.1.1a CTS Radar Monitor Display Dec 2009 4.4.1 High Duty Compressor Dec 2009 4.9 Inert Gas Generator Dec 2009
3.3.1b TankRadar System Dec 2009 4.4.2 Boil-Off Gas Compressor Dec 2009 Illustrations
3.3.1c Custody Transfer System Dec 2009 Illustrations 4.9a Inert Gas Generator Screen Shot Dec 2009
3.3.1d Cargo Tank Level Dec 2009 4.4.1a High Duty Compressor Screen Shot Dec 2009 4.9b Inert Gas Generator Control Panel Dec 2009
3.3.1e Example of Custody Transfer Data Dec 2009 4.4.1b High Duty Compressor Dec 2009 4.9c Inert Gas Generator Water Chiller Control Panel Dec 2009
3.3.1f Certificate of Loading Dec 2009 4.4.2a BOG Compressor Process Screen Shot Dec 2009 4.9d Inert Gas Generator Regenerative Dryer Control Panel Dec 2009
3.3.2a Whessoe Gauge System Dec 2009 4.4.2b Boil-Off Gas Compressor Dec 2009 4.9e Inert Gas Generator Sea Water System Dec 2009
3.3.2b Whessoe Float Level Gauge Dec 2009 Text 4.9f Inert Gas Generator Fuel Oil Service System Dec 2009
3.3.3a High Level and Overfill Alarm System Dec 2009 4.5 Boil-Off/Warm-Up Heaters Dec 2009 Text
3.3.4a Trim and List Indicators Dec 2009 4.5.1 High Duty and Boil-Off Gas Heaters Dec 2009 4.10 Fixed Gas Sampling and Gas Detection Systems Dec 2009
3.3.4b Trim and List Sensor Dec 2009 4.5.2 Off-Gas Heater Dec 2009 Illustrations
3.3.5a Loading Computer Set-up Dec 2009 Illustrations 4.10a Cargo Gas Detection Dec 2009
3.3.5b SM88 Load Panel Dec 2009 4.5.1a High Duty and BOG Heater Screen Shot Dec 2009 4.10b Fire and Gas Detection System Architecture Dec 2009
3.3.5c GV Graph and GM Curve Screen Shots Dec 2009 4.5.1b High Duty Heater Dec 2009 4.10c SW2020 Gas Detection Panels Dec 2009
3.3.5d Ship Manager Screen Dec 2009

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 7 of 13

Produced by: WMT Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
4.10d Cargo Area Gas Detection System (i) Dec 2009 4.14.2b Remote Level and Draught Indicating System Dec 2009 5.4.4a Deck Dry Powder System Dec 2009
4.10e Cargo Area Gas Detection System (ii) Dec 2009 4.14.3a Ballast Exchange Screen Shots Dec 2009 5.4.4b Dry Powder Fire Extinguishing System Dec 2009
Text 4.14.3b Recommended Draught Envelope Dec 2009 5.4.5a SeptEC 1230 Fire Fighting System Dec 2009
4.11 Cargo, Ballast, Bunkering and Ship Side Valve Dec 2009 Text 5.4.5b SeptEC 1230 Fire Suppression System Dec 2009
Remote Control System 5.1 Temperature Monitoring System Dec 2009 5.4.5c SeptEC 1230 Fire Extinguishing Typical System Dec 2009
Illustrations Illustrations 5.4.6a Engine Room High Expansion Foam System Dec 2009
4.11a Cargo Ballast Valve Hydraulic System Dec 2009 5.1a Temperature Sensors in Secondary Barrier Dec 2009 5.4.6b Deck Fire Main and High Expansion Foam Sea Water Dec 2009
4.11b Cargo Valve Remote Control System Dec 2009 5.1b No.1 Cargo Tank and Barrier Temperature Screen Shot Dec 2009 Supply Pump
4.11c Ballast, Fuel Oil and Ship Side Valve Remote Control Dec 2009 5.1c Temperature Sensors in Cofferdams, Trunk Deck and Dec 2009 5.4.6c High Expansion Foam Control Panel (Fire Station) Dec 2009
System Duct Keel 5.4.7a Emergency Quick-Closing Valves and Fire Dampers Dec 2009
4.11d Valve Remote Control Starter Panels Dec 2009 Text 5.4.7b Quick-Closing Valves and Fire Dampers Dec 2009
Text 5.2 Interbarrier Space and Insulation Space Pressure Dec 2009 5.4.8a Local Fire Fighting System Dec 2009
4.12 Emergency Shutdown Systems Dec 2009 Control 5.4.8b Engine Room Water-Based Fire Fighting System Dec 2009
4.12.1 Emergency Shutdown and Tank Protection Systems Dec 2009 Illustrations

SAMSUNG
5.4.8c Local Fire Fighting Control Panel (Fire Control Station) Dec 2009
4.12.2 Pneumatic Emergency Shutdown System Dec 2009 5.2a Insulation Space Pressure Control Screen Shot Dec 2009 5.4.8d Local Fire Fighting Control Panels (Bridge and Local) Dec 2009
Illustrations 5.2b Nitrogen Pressurisation and Control System (Tank No.5) Dec 2009 5.4.8e Fire Alarm Control Panel and Menu Tree Dec 2009
4.12.1a Control Flow for ESD and Tank Protection System Dec 2009 Text 5.4.8f Local Fire Fighting Diesel Engine Control Panel Dec 2009
4.12.1b Control Flow for Reliquefaction System Dec 2009 5.3 Cofferdam Heating System Dec 2009 5.4.9a Fire Detection System Architecture Dec 2009
4.12.1c Emergency Shutdown System Architecture Dec 2009 5.3.1 Cofferdam Heating and Control Dec 2009 5.4.9b Fire Detection Panel Dec 2009
4.12.1d Fibre-Optic/Electric System Configuration Module Dec 2009 5.3.2 Hull Ventilation Dec 2009 5.4.9c Fire Detection and Alarm Equipment - Engine Room Dec 2009
4.12.1e Emergency System Control Panels Dec 2009 Illustrations Floor Plan and 4th Deck
4.12.1f Emergency Shutdown System Screen Shot Dec 2009 5.3.1a Glycol Water Heater System Dec 2009 5.4.9d Fire Detection and Alarm Equipment - Engine Room Dec 2009
3rd and 2nd Deck

QGTC
4.12.1g Emergency Shutdown Panel on Cargo Control Room Dec 2009 5.3.1b Cofferdam Temperature Control Dec 2009
Console 5.3.2a Hull Ventilation Dec 2009 5.4.9e Fire Detection Equipment - Cargo Machinery/Electric Dec 2009
4.12.2a Emergency Shutdown Pneumatic System Dec 2009 Motor Room
Text
4.12.2b Control Flow Chart for Pneumatic Ship/Shore Link Dec 2009 5.4.9f Fire Detection Equipment - A Deck Dec 2009
5.4 Fire Fighting Systems Dec 2009
4.12.2c Emergency Air System Dec 2009 5.4.9g Fire Detection Equipment - B Deck Dec 2009
5.4.1 Introduction Dec 2009
Text 5.4.9h Fire Detection Equipment - C Deck Dec 2009
5.4.2 Engine Room and Deck Fire Main Systems Dec 2009
4.13 Cargo Relief Valves Dec 2009 5.4.9i Fire Detection Equipment - D Deck Dec 2009
5.4.3 Water Spray System Dec 2009
4.13.1 Cargo Tank Relief Valves Dec 2009 5.4.9j Fire Detection Equipment - Navigation Deck Dec 2009
5.4.4 Deck Dry Powder System Dec 2009
4.13.2 Insulation Space Relief Valves Dec 2009 5.4.10a Fire Fighting Equipment - Engine Room Floor Plan and Dec 2009
5.4.5 NOVEC 1230 Fire Extinguishing System Dec 2009 4th Deck
4.13.3 Pipeline Relief Valves Dec 2009 5.4.6 High Expansion Foam System Dec 2009 5.4.10b Fire Fighting Equipment - Engine Room 3rd and 2nd Dec 2009
Illustrations 5.4.7 Quick-Closing Valves, Fire Dampers and Emergency Dec 2009 Deck
4.13.1a Pressure Relief Valve Operation Dec 2009 Stops 5.4.10c Fire Fighting Equipment - Side Elevation Dec 2009
4.13.2a Pilot Operated Safety Relief Valve Dec 2009 5.4.8 Engine Room Water-Based Fire Fighting System Dec 2009 5.4.10d Fire Fighting Equipment - Cargo Machinery/Electric Dec 2009
4.13.2b IBS and IS Pressure Control Table Dec 2009 5.4.9 Fire Detection System Dec 2009 Motor Room
4.13.2c Cargo Tank Pressure Table Dec 2009 5.4.10 Fire Fighting Equipment Dec 2009 5.4.10e Fire Fighting Equipment - Accommodation Upper Deck Dec 2009
4.13.3a Typical Pipeline Relief Valve Dec 2009 5.4.11 Lifesaving Equipment and Escape Routes Dec 2009 5.4.10f Fire Fighting Equipment - Upper Deck Dec 2009
Text Illustrations 5.4.10g Fire Fighting Equipment - A Deck Dec 2009
4.14 Ballast Level and Ship’s Draught Gauging System Dec 2009 5.4.1a Fire Control Station Arrangement Dec 2009 5.4.10h Fire Fighting Equipment - B Deck Dec 2009
4.14.1 Ballast Piping System Dec 2009 5.4.1b Fire Fighting Techniques - Fire Hoses Dec 2009 5.4.10i Fire Fighting Equipment - C Deck Dec 2009
4.14.2 Remote Level and Draught Indicating System Dec 2009 5.4.1c Fire Fighting Techniques - Portable Extinguishers Dec 2009 5.4.10j Fire Fighting Equipment - D Deck Dec 2009
4.14.3 Ballast Exchange System Dec 2009 5.4.2a Fire, Bilge and General Service System Dec 2009 5.4.10k Fire Fighting Equipment - Navigation Deck Dec 2009
Illustrations 5.4.2b Fire Hydrant System in the Engine Room Dec 2009 5.4.11a Lifesaving Equipment and Escape Routes - Engine Room Dec 2009
Floor Plan and 4th Deck
4.14.1a Ballast/Deballast Screen Shots Dec 2009 5.4.2c Deck Fire Main System Dec 2009
5.4.11b Lifesaving Equipment and Escape Routes - Engine Room Dec 2009
4.14.1b Ballast System Dec 2009 5.4.2d Accommodation Fire Main System Dec 2009 3rd and 2nd Deck
4.14.2a Remote Level and Draught Indicating System Dec 2009 5.4.3a Fire and Deck Spray System Dec 2009 5.4.11c Lifesaving Equipment and Escape Routes - Upper Deck Dec 2009
Architecture 5.4.3b Water Spray System Dec 2009

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 8 of 13

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
5.4.11d Lifesaving Equipment and Escape Routes - Side Dec 2009 6.1.2a IBS and IS Piping Arrangement on Liquid Dome Dec 2009 Text
Elevation Text 6.5 Discharging and Ballasting Dec 2009
5.4.11e Lifesaving Equipment and Escape Routes - A Deck Dec 2009 6.2 Post Dry Dock Operation Dec 2009 6.5.1 Preparation for Discharging Dec 2009
5.4.11f Lifesaving Equipment and Escape Routes - B Deck Dec 2009 6.2.1 Drying Cargo Tanks Dec 2009 6.5.2 Liquid Line Cooldown Before Discharging Dec 2009
5.4.11g Lifesaving Equipment and Escape Routes - C Deck Dec 2009 6.2.2 Inerting Cargo Tanks Dec 2009 6.5.3 Arm Cooldown Before Discharging Dec 2009
5.4.11h Lifesaving Equipment and Escape Routes - D Deck Dec 2009 6.2.3 Gassing-Up Cargo Tanks Dec 2009 6.5.4 Discharging With Vapour Return from Shore Dec 2009
5.4.11i Lifesaving Equipment and Escape Routes - Navigation Dec 2009 6.2.4 Cooling Down Cargo Tanks Dec 2009 6.5.5 Discharging Without Vapour Return from Shore Dec 2009
Deck
Illustrations 6.5.6 Ballasting Dec 2009
Text
6.2.1a Drying Cargo Tanks (Summer) Dec 2009 Illustrations
5.5 Cargo Machinery Fresh Water Cooling System Dec 2009
6.2.1b Drying Cargo Tanks (Winter) Dec 2009 6.5.1a Operation Flow - Unloading Screen Shot Dec 2009
Illustrations
6.2.2a Operation and Line Flow Screen Shot Dec 2009 6.5.1b Preparations for Discharging Dec 2009
5.5a Cooling Fresh Water System Dec 2009
6.2.2b Inerting Cargo Tanks Prior to Gas Filling Dec 2009 6.5.2a Liquid Line Cooldown Before Discharge Dec 2009
5.5b Cargo Machinery Fresh Water Cooling System Dec 2009
6.2.2c Inerting Cargo Tanks with Nitrogen Dec 2009 6.5.3a Arms Cooldown Before Discharge Dec 2009
Text

SAMSUNG
6.2.3a Gassing-Up Cargo Tanks - Venting Dec 2009 6.5.4a Cargo Unloading Monitor Dec 2009
5.6 Passageways and Forward Bilge Systems Dec 2009
6.2.3b Gassing-Up Cargo Tanks - To Shore Dec 2009 6.5.4b Cargo Tank 1, 2, 3, 4 and 5 Overview Dec 2009
Illustrations
6.2.3c Gassing-Up Cargo Tanks - To Gas Combustion Unit Dec 2009 6.5.4c Discharge With Vapour Return from Shore Dec 2009
5.6a Water Drain and Bilge System Dec 2009
6.2.4a Cargo Tank Cooldown Control Dec 2009 6.5.4d Discharge Without Vapour Return from Shore Dec 2009
5.6b Passageways and Forward Bilge Systems Dec 2009
6.2.4b Initial Cooldown - Return to Shore Dec 2009 6.5.6a Ballasting Screen Shot Dec 2009
Text
6.2.4c Initial Cooldown - Gas Combustion Unit Dec 2009 6.5.6b Ballasting Dec 2009
5.7 Mooring and Anchoring Dec 2009
Text 6.5.6c Ballasting Aft Peak Dec 2009
5.7.1 Mooring Arrangement Dec 2009
6.3 Loading and Deballasting Dec 2009 Text
5.7.2 Anchoring Arrangement Dec 2009
6.3.1 Preparations for Loading Dec 2009 6.6 Ballast Passage Dec 2009

QGTC
5.7.3 Forward Emergency Towing Equipment Dec 2009
6.3.2 Cargo Line Cooldown Dec 2009 6.6.1 Ballast Voyage With Reliquefaction Dec 2009
5.7.4 Aft Emergency Towing Equipment Dec 2009
6.3.3 Loading Cargo with Vapour Return to Shore via the High Dec 2009 6.6.2 Cooling Down Cargo Tanks Prior to Arrival Dec 2009
Illustrations Duty Compressor 6.6.3 Sloshing Inside the Cargo Tanks Dec 2009
5.7.1a Typical Mooring Arrangement Dec 2009 6.3.4 Draining and Inerting Manifold Pipes and Loading Arms Dec 2009 Illustrations
5.7.1b Windlass and Winch Controls Dec 2009 6.3.5 Deballasting Dec 2009 6.6a Ballast Voyage Dec 2009
5.7.1c Fire Wire Reel Dec 2009 Illustrations 6.6.1a Ballast Voyage With Reliquefaction Dec 2009
5.7.1d Brake Test Kit Dec 2009 6.3.1a Preparations for Loading Dec 2009 6.6.1b Ballast Voyage With Partial Reliquefaction Dec 2009
5.7.2a Cable Stopper Dec 2009 6.3.1b Operation Screen Shots Dec 2009 6.6.2a Cargo Tanks Cooldown Control Screen Shot Dec 2009
5.7.2b Anchor Arrangement Dec 2009 6.3.2a Cargo Lines Cooling Down Dec 2009 6.6.2b Spraying During Ballast Voyage Dec 2009
5.7.3a Forward Emergency Towing Arrangement Dec 2009 6.3.2b Cooling Down and Loading Flow Chart Dec 2009 Text
5.7.4a Aft Emergency Towing Arrangement Dec 2009 6.3.3a Cargo Loading Screen Shots Dec 2009 6.7 Pre Dry Dock Operations Dec 2009
Text 6.3.3b Loading With Vapour Return to Shore Dec 2009 6.7.1 Stripping and Line Draining Dec 2009
5.8 Lifting Equipment Dec 2009 6.3.3c Cargo Machinery Screen Shots Dec 2009 6.7.2 Tank Warm-Up Dec 2009
Illustrations 6.3.3d Loading With Reliquefaction Dec 2009 6.7.3 Gas Freeing Dec 2009
5.8a Hose Handling Crane Dec 2009 6.3.4a Manifold - Shore Lines Draining Dec 2009 6.7.4 Aerating Dec 2009
5.8b Cargo Machinery Room Crane Dec 2009 6.3.5a Ballast/Deballast Screen Shots Dec 2009 Illustrations
5.8c Crane Operation Levers Dec 2009 6.3.5b Deballasting Dec 2009 6.7.1a Stripping Dec 2009
5.8d Provisions Crane Dec 2009 6.3.5c Deballasting - Educting Dec 2009 6.7.1b Manifold Draining Dec 2009
Text Text 6.7.2a Warming-Up - GCU (1st Step) Dec 2009
6.1 Interbarrier Space and Insulation Space Inerting Dec 2009 6.4 Loaded Voyage with Boil-off Gas Reliquefaction Dec 2009 6.7.2b Warming-Up - GCU (2nd Step) Dec 2009
6.1.1 Insulation Space Inerting Dec 2009 6.4.1 Loaded Voyage with BOG Reliquefaction Dec 2009 6.7.2c Line Flow - Warm-Up Screen Shot Dec 2009
6.1.2 In-Service Test Dec 2009 Illustrations 6.7.2d Warming-Up - Venting (1st Step) Dec 2009
Illustrations 6.4.1a Reliquefaction Screen Shots Dec 2009 6.7.2e Warming-Up - Venting (2nd Step) Dec 2009
6.1.1a Insulation Space Pressure Control Dec 2009 6.4.1b Loaded Voyage with Boil-Off Gas Reliquefaction Dec 2009 6.7.3a Line Flow - Inert Before Dock Screen Shot Dec 2009
6.1.1b Nitrogen System Dec 2009 6.4.1c Loaded Voyage with Boil-Off Gas Reliquefaction - Dec 2009
6.1.1c Insulation Spaces Evacuation Dec 2009 Excess BOG

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 9 of 13

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3

6.7.3b Gas Freeing - Venting (At Sea or to Shore) Dec 2009 7.6 Ship-to-Ship Transfer Dec 2009
6.7.3c Gas Freeing (Through the Gas Combustion Unit) Dec 2009 7.6.1 General Safety Dec 2009
6.7.3d Gas Freeing (Spray Line) Dec 2009 7.6.2 Pre-Mooring Preparations Dec 2009
6.7.3e Gas Freeing (Machinery Room 1st Step) Dec 2009 7.6.3 Mooring Dec 2009
6.7.3f Gas Freeing (Machinery Room 2nd Step) Dec 2009 7.6.4 Transfer Operations Dec 2009
6.7.4a Line Flow - Aeration Screen Shot Dec 2009 7.6.5 Unmooring Dec 2009
6.7.4b Aerating Dec 2009 Text
Text 7.7 Cold Spots on Inner Hull Dec 2009
6.8 One Tank Operations Dec 2009 7.8 LNG Jettison Dec 2009
6.8.1 Warm-Up Dec 2009 Illustration
6.8.2 Gas Freeing Dec 2009 7.8a LNG Jettison Dec 2009
6.8.3 Aerating Dec 2009 Text
6.8.4 One Tank Drying/Inerting Dec 2009 7.9 Vent Mast on Fire Dec 2009

SAMSUNG
6.8.5 One Tank Gassing-Up and Cooling Down Dec 2009
Illustrations
6.8.1a One Tank Warming-Up - Step 1 Dec 2009
6.8.1b One Tank Warming-Up - Step 2 Dec 2009
6.8.2a One Tank Gas Freeing Dec 2009
6.8.3a One Tank Aerating Dec 2009
6.8.4a One Tank Drying Dec 2009
6.8.4b One Tank Inerting Dec 2009
6.8.5a One Tank Gassing Up Dec 2009

QGTC
6.8.5b One Tank Cooldown Dec 2009
Text
7.1 LNG Vapour Leakage into Barrier Spaces Dec 2009
Illustration
7.1a Interbarrier Space Purge Dec 2009
Text
7.2 LNG Liquid Leakage into the Interbarrier Spaces Dec 2009
(IBS)
Illustrations
7.2a LNG Leakage to the IBS Dec 2009
7.2b Interbarrier Space Stripping Dec 2009
7.2c Portable Liquid Level Gauge Dec 2009
Text
7.3 Water Leakage to Insulation Space (IS) Dec 2009
Illustrations
7.3a Water Evacuation from Insulation Space Dec 2009
7.3b Leakage Pipe Dec 2009
Text
7.4 Emergency Cargo Pump Installation Dec 2009
Illustrations
7.4a Emergency Cargo Pump Davit Assembly Dec 2009
7.4b Emergency Cargo Pump Installation Sequence (i) Dec 2009
7.4c Emergency Cargo Pump Installation Sequence (ii) Dec 2009
Text
7.5 Fire and Emergency Breakaway Dec 2009

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 10 of 13

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual

Cargo and Machinery Symbols and Colour Scheme

Globe Valve Storm Valve with Handle Mud Box Orifice Flexible Hose Joint Spring

LNG Liquid*
Angle Globe Valve Storm Valve without Handle Simplex Water Strainer Overboard Discharge Centrifugal Pump Float
LNG Vapour*

Nitrogen*
Gate Valve 2-Way Cock Discharge/Drain Gear or Screw Type Pump Weight
Inert Gas* Duplex Water Strainer

Gas Line* Butterfly Valve 3-Way Cock (L Port) Observation Glass Piston Pump Not Connected
Crossing Pipe
Stripping* and Spray Line
Screw-Down Non-Return 3-Way Cock (T Port) Separator Sight Glass Diaphragm Pump Connected Crossing Pipe
Steam
Valve

SAMSUNG
Sea Water*
Non-Return Valve 3-Way Cock (T Port) Air Filter / Regulator Flow Meter Hand Pump T Pipe
Ballast Water

Hydraulic Oil* Swing Check Valve Ball Valve Drain Trap (Disc) Suction Bellmouth Ejector (Eductor Injector)

Fresh* / Distillate /
F
Technical / Potable Water
Swing Check Valve (Flap) 3-Way Ball Valve (L Port) Drain Trap (Ball Float) HB Fire Hose Box Hydraulic Control
Condensate*
Feed Water

QGTC
Safety / Relief Valve 3-Way Ball Valve (T Port) Y-Type Strainer HR Fire Hose Reel Hydraulic Control (Air)
Fire/Deck Water
CO2 Piping
Safety / Relief Valve Ball Float Valve Hopper without Cover FB Foam Box Diaphragm Membrane
Marine Diesel Oil*

Heavy Fuel Oil* Safety / Relief Valve (Flap) Quick-Closing Valve Hopper with Cover Horn Diaphragm Membrane
with Positioner
Lubricating Oil*

Self-Closing Spring Valve Quick-Opening Valve Scupper Liquid Level Gauge M Electric Motor Driven
Compressed Air*
(Flat Glass)

Bilges*
Regulating Valve Remote Operated Valve Scupper with Water Seal Liquid Level Gauge A Air Motor Driven
Waste Oil (Glass)

Sewage Discharge
Hose Valve Ball Float Check Valve Air Vent Pipe Spool Piece S Solenoid Driven
Refrigeration

Glycol Water Line* Pressure Reducing Valve Back-Flow Preventer Air Vent Pipe with Deck Stand W Wax Driven
Air Pipe Head
Electrical Signal

Instrumentation Breather Valve 3-Way Soil Branch Valve Air Vent Pipe with Air Pipe Spectacle Flange Hand Operated
Head (Flame Screen) ( Open, Shut)
LNG Condensate
Needle Valve Flow Regulating Valve Sounding Head Tank Penetration Hand Operated
Waste Gas
with Self-Closing Device (Locked Close)

Foot Valve Rose Box Sounding Head Blind (Blank) Flange Hand Operated
with Cap/Filling Cap (Locked Open)

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 11 of 13

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 Bu Samra Cargo Operating Manual

Electrical and Instrumentation Symbols

6600V AC Making Contact

Rectifier Equipment DP Differential Pressure VI Vacuum Indication
Auxiliary
Relay DPS Differential Pressure Switch VX Vacuum Transmitter
Contact DPX Differential Pressure Transmitter VR Viscosity Indication
440V AC Earth Breaking DPI Differential Pressure Indicator VC Viscosity Controller
DIS Displacer VAH Viscosity Alarm (High)
EM Electromagnetic Flow Meter VAL Viscosity Alarm (Low)
220V AC Transformer Making Contact FA Flow Alarm
With Time FC Flow Controller
Limit in FX Flow Transmitter Function is Locally
Closing XXX
P Direct On-line ZBK Zener Barrier Box FI Flow Indication Available
Breaking
Motor Starter (with UVP) FS Flow Switch
FCO Flow Counter XXX Functions are Available
R Direct On-line BZ FLG Float Type Level Gauge XXXX in Control Room
Buzzer Making Contact
Motor Starter (with UVR) With Time HY Hydrazine Detector/Meter

SAMSUNG
Limit in H2O Hydrometer
S Opening LAH Level Alarm (High) XXX Functions are Available
AT R Auto Transformer Starter Solenoid Valve Breaking XXXX on a Local Panel
LAL Level Alarm (Low)
LC Level Controller
LCG Local Content Gauge H
Soft Starter Trip Automatic Trip Making Contact LI Level Indication XXX Letters outside the circle
SFT
Flicker LR Level Recorder XXXX of an instrument symbol
Relay L indicate whether high (H),
VCS LS Level Switch/Limit Switch
200A Vacuum Contact Switch Breaking MS Microswitch high-high (HH), low (L)
Overcurrent Relay
with Fuse or low-low (LL) function
PAH Pressure Alarm (High)
is involved
PAL Pressure Alarm (Low)

QGTC
O = Open
Gas Circuit-Breaker Pushbutton Switch PAHLI Pressure Alarm High/Low Indicator C = Closed
Normally Open Switch
GCB (Draw-out Type) (Alternative) PX Pressure Transmitter
PC Pressure Controller
Air Circuit-Breaker PR Pressure Recorder
Normally Closed Switch
(Draw-out Type) PI Pressure Indication
PS Pressure Switch
Air Circuit-Breaker PD Pressure Displacement Meter
(Fixed Type) 10A Fuse PH PH Detector/Meter
RI RPM Indicator
RCO RPM Counter
Moulded Case
RL Indicator Lamp RX Revolution Transmitter
Circuit-Breaker
RC Revolution Controller
DS SA Salinity Alarm
Disconnecting Switch Variable Resistor SI Salinity Indication
SX Salinity Transmitter
SM Smoke Indication
Resistor
DG Diesel Generator SMX Smoke Transmitter
TR Temperature Recorder
TC Temperature Control
Emergency Stop
EG Emergency Generator Pushbutton Box TI Temperature Indication
TAH Temperature Alarm (High)
TAL Temperature Alarm (Low)
Pushbutton TAHLI Temperature Alarm High/Low Indicator
Inverter (Start/Stop/Running) TS Temperature Switch
TH Turbine Meter
Pushbutton (Start/Stop) TM Torque Meter
Battery
VA Vacuum Alarm

Pushbutton Switch
Battery Charger (Rectifier) (Alternative)

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 12 of 13

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 Bu Samra Cargo Operating Manual
Introduction Safe Operation Details of valves which are OPEN during the different operations are provided
in-text for reference.
The safety of the ship depends on the care and attention of all on board. Most
General safety precautions are a matter of common sense and good housekeeping
and are detailed in the various manuals available on board. However, records
Illustrations
Although this ship is supplied with shipbuilder’s plans and manufacturer’s
show that even experienced operators sometimes neglect safety precautions
instruction books, there is no single document which gives guidance on All illustrations are referred to in the text and are located either in-text where
through over-familiarity and the following basic rules must be remembered at
operating complete systems as installed on board, as distinct from individual sufficiently small or above the text, so that both the text and illustration are
all times.
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform accessible when the manual is laid face up. When text concerning an illustration
and guide competent ship’s staff, and trainees in the operation of the systems covers several pages the illustration is duplicated above each page of text.
1 Never continue to operate any machine or equipment which
and equipment on board and to provide additional information that may not
appears to be potentially unsafe or dangerous and always report
be otherwise available. In some cases, the competent ship’s staff and trainees Where flows are detailed in an illustration these are shown in colour. A key of
such a condition immediately.
may be initially unfamiliar with this vessel and the information in this manual all colours and line styles used in an illustration is provided on the illustration.
is intended to accelerate the familiarisation process. It is intended to be used in Details of colour coding used in the illustrations are given in the colour
2 Make a point of testing all safety equipment and devices regularly.
conjunction with shipyard drawings and manufacturer’s instruction manuals, scheme.
Always test safety trips before starting any equipment. In

SAMSUNG
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing
particular, overspeed trips on auxiliary turbines must be tested
Orders, and in no way replaces or supersedes these publications, all of which Symbols given in the manual adhere to international standards and keys to the
before putting the unit into operation.
take precedence over this manual. symbols used throughout the manual are given on the following pages.
3 Never ignore any unusual or suspicious circumstances, no matter
Information pertinent to the operation of the vessel has been carefully collated
how trivial. Small symptoms often appear before a major failure Notices
in relation to the systems of the vessel and is presented in two on board volumes
occurs. The following notices occur throughout this manual:
consisting of the CARGO OPERATING MANUAL and the MACHINERY
OPERATING MANUAL.
4 Never underestimate the fire hazard of petroleum products,
WARNING

QGTC
The Cargo Operating Manual and the Machinery Operating Manual are designed whether fuel oil or cargo vapour.
Warnings are given to draw reader’s attention to operations where
to complement MARPOL 73/78, ISGOTT and the Company Regulations. DANGER TO LIFE OR LIMB MAY OCCUR.
In the design of equipment and machinery, devices are included to ensure that,
The vessel is constructed to comply with MARPOL 73/78. These regulations as far as possible, in the event of a fault occurring, whether on the part of the
can be found in the Consolidated Edition, 1991 and in the Amendments dated equipment or the operator, the equipment concerned will cease to function
1992, 1994 and 1995. without danger to personnel or damage to the machine. If these safety devices CAUTION
are neglected, the operation of any machine is potentially dangerous. Cautions are given to draw reader’s attention to operations where
Officers should familiarise themselves with the contents of the International DAMAGE TO EQUIPMENT MAY OCCUR.
Convention for the Prevention of Pollution from Ships. Description
Particular attention is drawn to Appendix IV of MARPOL 73/78, the form of The concept of this Operating Manual is based on the presentation of operating Note: Notes are given to draw reader’s attention to points of interest or to
Ballast Record Book. It is essential that a record of relevant ballast operations procedures in the form of one general sequential chart (algorithm) which gives supply supplementary information.
are kept in the Ballast Record Book and duly signed by the officer in charge. a step-by-step procedure for performing operations.
If any information in these manuals is believed to be inaccurate or incomplete, Safety Notice
The manual consists of introductory sections which describe the systems and
the officer must use his professional judgement and other information available equipment fitted and their method of operation related to a schematic diagram
on board to proceed. Any such errors or omissions or modifications to the where applicable. This is then followed where required by detailed operating It has been recorded by International Accident Investigation Commissions that
ship’s installations, set points, equipment or approved deviation from published procedures for the system or equipment involved. a disproportionate number of deaths and serious injuries that occur on ships
operating procedures, must be reported immediately to the company’s Technical each year during drills involving lifesaving craft. It is therefore essential that
Operations Office, who should inform WMT so that a revised document may Each operation consists of a detailed introductory section which describes the all officers and crew make themselves fully conversant with the launching,
be issued to this ship and in some cases, others of the same class. objectives and methods of performing the operation related to the appropriate retrieval and the safe operation of the lifeboats, life rafts and rescue boats.
flow sheet which shows pipelines in use and directions of flow within the
pipelines.

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 13 of 13

Produced by: WMT Limited, UK
Email: [email protected]

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Section 1: Design Concept of the Vessel

1.1 Principal Particulars

1.1.1 Principal Particulars of the Ship

1.1.2 Principal Particulars of Cargo Equipment and Machinery

SAMSUNG
1.1.3 General Arrangement

1.1.4 Tank Capacity Plans

1.2 Rules and Regulations

QGTC
1.3 Cargo System Technology

1.3.1 Cargo Containment System Principle

1.3.2 GTT Mark 3X Cargo Containment

1.4 Hazardous Areas and Gas Dangerous Zone Plan

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual
1.1 Principal Particulars Cargo capacity: 266,355.2m3 at 100% (without dome) Main Machinery
Cargo capacity: 262,359.9m3 at 98.5% Main Cargo Pumps
1.1.1 Principal Particulars of the Ship Heavy fuel oil capacity: 9,237.3m3 at 100%
Manufacturer: Ebara International Corporation
Heavy fuel oil capacity: 9,052.5m3 at 98%
Ship’s name: Bu Samra Type: 12EC-24, fixed vertical
Diesel oil capacity: 674.4m3 at 100%
Shipbuilder: Samsung Heavy Industries Co Ltd. Operating temperature: -163°C
Diesel oil capacity: 660.9m3 at 98%
Yard number: 1677 Specific gravity: 0.500
Year built: 2008 Rated flow: 1,400m3/h at 165m differential head
Loadline Draught Freeboard Deadweight Displacement
Flag: Marshall Islands Minimum flow: 511m3/h (continuous)
Metres Metres Tonnes Tonnes
Port of registration: Majuro NPSHR at rated flow: 0.50m
Lightship 3.686 16.874 - 48136.6
Call sign: V7PW4 No. of sets: 10 (2 per cargo tank)
Tropical (FW) 12.749 7.833 134519.6 182656.2
Type of ship: Twin slow speed diesel LNG carrier with Motor rating: 484.7kW, 6,600V, 60Hz, 4-pole
reliquefaction plant Fresh 12.495 8.087 130447.8 178584.4
Motor speed: 1,800 rpm

SAMSUNG
Type of cargo: LNG Tropical 12.476 8.106 134600.6 182737.2
Cargo tanks: 5 tanks, GTT Mark 3X containment system Summer 12.222 8.360 130442.3 178578.9
Winter 11.968 8.614 126299.6 174436.1 Stripping/Spray Pumps
Stem: Bulbous bow
TPC (immersion) = 163.3 at SDWT FWA = 273mm Manufacturer: Ebara International Corporation
Stern: Transom
Type: 2EC-12, fixed vertical
Gross tonnage: 163,922 Suez: 152,070.68
Manifold L-L-V-L-L -ANSI 20" Bridge - Stern 55.0 Operating temperature: -163°C
Net tonnage: 51,596 Suez: 165,197.23
Bow - Manifold 170.356 Bridge - Manifold 119.9 Specific gravity: 0.500
Classification: LLoyds Register
Manifold - Rail 3.50 Stern - Manifold 176.7 Rated flow: 65m3/h at 145m differential head

QGTC
Class notation: +100A1, Liquefied Gas Tanker, Ship Type 2G,
Methane (LNG) in Membrane Tanks, maximum Manifold -U Deck 3.49 Manifold - Tray 1.36 Minimum flow: 21m3/h (continuous)
vapour pressure 0.25 bar, minimum temperature - Manifold - Keel 31.9 Centre - Centre 3.5 NPSHR at rated flow: 0.10m
163°C, ShipRight (SDA, FDA PLUS, CM), *IWS, No. of stages: 1
LI, EP (A,B,O,P), +LMC, UMS, CCS, NAVI, IBS No. of sets: 5 (1 per cargo tank)
Cargo Tanks
+LLOYDS RMC (LG). Motor rating: 429.8kW, 440V, 60Hz, 2-pole
Type: GTT Mark 3X
Descriptive Note: Part Higher Tensile Steel, Motor speed: 3,600 rpm
ShipRight (SERS, SEA (HSS-4), PCWBT
(29.12.2008), SCM), ETA, Green Passport.
Manifold Emergency Cargo Pump
Cargo Shore Connections Manufacturer: Ebara International Corporation
Loaded deadweight: 130,442.3 at summer draught 12.222m
Loaded displacement: 178,578.9 at summer draught 12.222m From To Type Number Type: 8ECR-12, fixed vertical
Ballast deadweight: 88,503 at ballast draught 9.60m 20” 16” Liquid 8 Operating temperature: -163°C
Ballast displacement: 136,640 at ballast draught 9.60m 20” 16” Vapour 2 Specific gravity: 0.500
Rated flow: 550m3/h at 165m differential head
Length: 345.282m (overall) Bunker Shore Connections Minimum flow: 187m3/h (continuous)
Length: 333.730m (between perpendiculars) NPSHR at rated flow: 0.80m
From Type Number
Breadth moulded: 53.8m No. of sets: 1
HFO JIS300 (12”) 2
Depth moulded: 27.0m Motor rating: 223.8kW, 440V, 60Hz, 2-pole
DO JIS100 (4”) 2
Design draught: 12.022m (moulded) Motor speed: 3,600 rpm
Scantling draught: 13.022m

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 1 of 16

Produced by: WMT Limited, UK
Email: [email protected]

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 Bu Samra Cargo Operating Manual
Boil-Off Gas Compressors Main Engine Auxiliary Boiler
Manufacturer: Cryostar Manufacturer: Doosan MAN B & W Manufacturer: Aalborg
Type: CM2-300 Model: 7S70ME-C No. of sets: 2
Quantity: 2 Number of engines: 2 Type: Oil-fired vertical water tube marine boiler
Mass flow: 6,854kg/h Type: Electronically controlled, two-stroke, single-acting, Model: CHB
Design pressure: 103kPa(a) at inlet; 445kPa(a) at outlet direct reversible, crosshead diesel engine operating Evaporation: 8,000kg/h
on uniflow scavenging with constant pressure
Design temperature: -100ºC at inlet; -84ºC at outlet Steam condition: 8.0kg/cm2 at 174°C
turbocharging and air cooler
Motor rated duty: 440kW Feed water temperature: 85 - 95°C
Number of cylinders: 7
Rated speed: 23,351 rpm Steam high pressure: 9.6kg/cm2 (alarm and burner shutdown)
Output (MCR): 25,700 bhp at 91 rpm
Steam low pressure: 5.0kg/cm2 (alarm)
Output (NCR): 21,845 bhp at 86.2 rpm
Boil-Off Gas Condenser Steam dump valve opening: 9.4kg/cm2
Direction of rotation: No.1: Clockwise looking from aft
Manufacturer: Linde No.2: Anti-clockwise looking from aft

SAMSUNG
Heat transfer: 998kW Fuel oil: Maximum specific gravity 0.991 at 15°C Exhaust Gas Economiser
Vapour flow rate: 104,500kg/hr Fuel consumption: 118.6g/bhp per hour at NCR Manufacturer: Aalborg Industries
Design pressure: 9.65 bar No. of sets: 2
Nitrogen temp: -168.4°C at inlet; -140.3°C at outlet Steering Gear Type: Exhaust gas economiser
Model: AQ 7
Manufacturer: Yoowon Industries, Ltd.
LNG Transfer Pumps Evaporation: 2,000kg/h
Type: YDFT-335-2, 4-cylinder, 2-ram
Working pressure: 8.0kg/cm2
Manufacturer: Cryostar

QGTC
Quantity: 2 sets
Water temperature: 175°C
Quantity: 2 Working pressure: 195 bar (maximum)
Circulation flow: 16m3/hr
Type: VS-3x2x7/F-1-1Ch4 Motor: 440V, 80kW, 60Hz, 1,200 rpm
Exhaust gas temperature: 222°C at economiser inlet
Flow rate: 15m³/h Motor rating: 25% - Continuous
Exhaust gas temperature: 192.7°C at economiser outlet
Suction pressure: 3.00 bar(a) 100% - 1 hour
Discharge pressure: 4.82 bar(a) 200% - 60 seconds
Tiller type: Solid, keyed Main Electrical Generation
Nitrogen Companders Rudder angle: 45° maximum operation Manufacturer: Hyundai MAN B&W
Manufacturer: Cryostar Limit rudder angle: 47.5° maximum Type: 9L32/40
Type: TMC3-200/80-A No. of sets: 4
Quantity: 2 Propellers No. of cylinders: 9 in-line
Motor rated duty: 6,000kW Design power: 25,700 BHP x 91 rpm Speed: 720 rpm
Quantity: 2 Exhaust gas temperature: 320~370°C after turbocharger
Type: Fixed pitch Output: 4,500kW at 720 rpm
Inert Gas Generator
Pitch 0.7R: 7,226.0mm Fuel oil consumption: 183g/kWh
Manufacturer: Aalborg Industries-Smit Gas Systems
Material: Ni-Al bronze LO consumption: 0.8~1.0g/kWh
Type: GIn 22,500 - 0.25 BUFD
Overload capacity: 110%
No. of sets: 1
Capacity (IG): 22,500m3/h
Capacity (air): 24,000m3/h
Discharge pressure: 0.25 bar

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 2 of 16

Produced by: WMT Limited, UK
Email: [email protected]

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 Bu Samra Cargo Operating Manual
Main Alternators
Manufacturer: Nishishiba Electric Co. Ltd
Type: NTAKL
Capacity/rating: 6,600V, 3-phase, 60Hz, 4,300kW, 471A, 5,375kVA
0.8pf, 10-pole, IP44
Speed: 720 rpm
Cooling: Closed air circuit with water-cooled air cooler

Emergency Generator Engine

Manufacturer: STX-Cummins
No of engines: 1
Model: KTA38DM

SAMSUNG
Type: Four-stroke, 60° V-type, 12 cylinder, turbocharged
and after-cooled
No. of turbochargers: 2
Output: 1,350 bhp
Speed: 1,800 rpm
Engine capacity: 37.8 litres
Oil capacity: 114 litres

QGTC
Exhaust gas temperature: 524°C
Fuel oil: Marine diesel oil

Emergency Alternator
Manufacturer: Stamford Newage
Type: PM734B
Capacity/rating: 450V, 3ph, 60Hz, 910kW, 0.8pf, IP23
Speed: 1,800 rpm
Space heater: 220V, 210W, 1-phase, 60Hz
Cooling method: Air-cooled

Nitrogen Gas Generator

Manufacturer: ETech Process AS
Type: Hollow fibre membrane
No. of sets: 2
Unit capacity: 150m3/h at 97% nitrogen
Nitrogen dew point: -70°C at atmospheric pressure

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 3 of 16

Produced by: WMT Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual
1.1.2 Principal Particulars of Cargo Equipment No. of sets: 5 (1 per cargo tank) Starting method: Direct on-line
and Machinery Motor rating: 429.8kW, 440V, 60Hz, 2-pole Vacuum pump: Model - HND 200
Motor speed: 3,600 rpm Maximum capacity: 50m3/h
Main Cargo Pumps Starting method: Direct on-line Maximum vacuum: 600mmHgV
Manufacturer: Ebara International Corporation Current: 52A (full load)
Type: 12EC-24, fixed vertical 342A (starting load) No.2 and No.3 Ballast Pumps
Operating temperature: -163°C Starting method: Direct on-line
Manufacturer: Shinko Industries Ltd
Specific gravity: 0.500 Type: Vertical, centrifugal
Capacity Emergency Cargo Pump Model: GVD500-3M
Rated flow: 1,400m3/h at 165m differential head Manufacturer: Ebara International Corporation Capacity: 3,000m3/h at 30mth
Best efficiency point Type: 8ECR-12, fixed vertical Rotation: Clockwise viewed from the coupling
(BEP): 1,460m3/h at 162m differential head Operating temperature: -163°C Maximum power output: 355kW

SAMSUNG
Minimum flow: 511m3/h (continuous) Specific gravity: 0.500 Speed: 1,200 rpm
Power required: 395kW (rated) Starting method: Direct on-line
Capacity
404kW (best efficiency point)
Rated flow: 550m3/h at 165m differential head
443kW (maximum, 120% rated flow) Ballast Stripping Eductors
Best efficiency point: 533m3/h at 169m differential head
NPSHR at rated flow: 0.50m Manufacturer: Ki-Won Industrial Co.
Minimum flow: 187m3/h (continuous)
No. of stages: 1 No. of sets: 1
Power required: 168kW (rated)
No. of sets: 10 (2 per cargo tank) Type: Sea water driven
166kW (best efficiency point)

QGTC
Motor rating: 484.7kW, 6,600V, 60Hz, 4-pole Capacity: 300m3/h
184kW (maximum, 120% rated flow)
Motor speed: 1,800 rpm Drive: 9kg/cm2
NPSHR at rated flow: 0.80m
Starting method: Soft start
No. of stages: 1
Current: 52A (full load)
No. of sets: 1 High Duty Compressors
304A (starting load)
Motor rating: 223.8kW, 440V, 60Hz, 2-pole Manufacturer: Cryostar
Motor speed: 3,600 rpm No. of sets: 2
Spray/Stripping Pumps Starting method: Direct on-line Model: CM 400/60HD
Manufacturer: Ebara International Corporation Current: 348A (full load) Type: Centrifugal, single-stage, fixed speed with
Type: 2EC-12, fixed vertical 2234A (starting load) adjustable inlet guide vanes
Operating temperature: -163°C Starting method: Direct on-line Capacity of oil reservoir: 400 litres
Specific gravity: 0.500 Type: Single speed, asynchronous, 3-phase, water-cooled
Capacity Ballast Pumps
Motor
Rated flow: 65m3/h at 145m differential head No.1 Ballast Pump Manufacturer: Hyundai
Best efficiency point
(BEP): 61m3/h at 151m differential head Manufacturer: Shinko Industries Ltd No. of poles: 2
Minimum flow: 21m3/h (continuous) Type: Vertical, centrifugal - self-priming Insulation: F class
Power required: 23.8kW (rated) Model: GVD500-3MS Motor speed: 11200 rpm
23.2kW (best efficiency point) Capacity: 3,000m3/h at 30mth Rated motor power: 1,120kW, 6,600V, 60Hz
25.8kW (maximum, 120% rated flow) Rotation: Clockwise viewed from the coupling
NPSHR at rated flow: 0.10m Maximum power output: 355kW
No. of stages: 1 Speed: 1,200 rpm

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 4 of 16

Produced by: WMT Limited, UK
Email: [email protected]

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 Bu Samra Cargo Operating Manual
Boil-Off Gas Compressors Nitrogen Gas Generator Dew Point Analyser
Manufacturer: Cryostar Manufacturer: ETech Process AS Manufacturer: Michell Instruments
Type: CM2-300 Package No: U-06439 - Integrated Feed Air Compressor and Model: Easidew
Quantity: 2 Nitrogen Generator No. of sets: 4
Rated speed: 23,351 rpm Type: Hollow fibre membrane Overall range: -80 to +20°C
Drive system: Two speed electic motor No. of sets: 2
Power: 6600V, 60Hz Unit capacity: 150m3/h at 97% nitrogen Nitrogen Buffer Tank
Motor rated duty: 600kW Oxygen content: <3 Vol
No. of sets: 1
Rated speed: 3,580 rpm Nitrogen dew point: -70°C at atmospheric pressure
Capacity: 65m3
Inlet pressure: 1,100/1,200kPa (minimum/maximum)
Design pressure: 1.3Ma
Inlet temperature: 25/64°C (minimum/maximum)
LNG Vaporiser Operating pressure: 1.0MPar (maximum)
Discharge pressure: 500/1,000kPa (minimum/maximum)
Manufacturer: Cryostar Outlet temperature: 35/50°C (minimum/maximum)

SAMSUNG
Type: 65-UT-38/34-6.6 Reliquefaction Plant
No. of sets: 1 Feed Air Compressor
Boil-Off Gas Condenser
Manufacturer: Atlas Copco
Heaters Model:: GA55+. -90 Manufacturer: Linde
Manufacturer: Cryostar Type: Screw type Heat transfer: 998kW
No. of sets: 2 Vapour flow rate: 104,500kg/h
Design pressure: 9.65 bar

QGTC
High Duty Heater Capacity: 528m3/h at 45°C and 80% RH
Oil capacity: 26.5 litres Nitrogen temperature: -168.4°C inlet; -140.3°C outlet
Type: 108-UT-38/34-4.6
Power (total input): 100.2kW
Design temperature: -196°C/+220°C (tube), +220°C (shell)
Shaft power: 87.5kW LNG Flash Drum
Design pressure: 1MPa (tube and shell)
Cooling water: 136 litres/minute Manufacturer: Cryostar
No. of sets: 1
Dew point: 5°C at 700kPa Heat transfer: 998kW
Power: 90kW Operating pressure: 2.99 bar(a)
Boil-Off Gas (BOG) Heater Voltage: 440V/60Hz/3ph Operating temperature: -164.6°C
Type: 21-UT-38/34-2.2
Design temperature: -196°C/+220°C (tube), +220°C (shell) Refrigerant Dryer LNG Transfer Pumps
Design pressure: 1MPa (tube and shell) Manufacturer: Atlas Copco Manufacturer: Cryostar
No. of sets: 1 Type: High pressure refrigerant Quantity: 2
No. of sets: 2 Type: VS-3X2X7/F-1-1Ch4
Off-Gas Heater Capacity: R404a, 2.87kg Fluid: LNG
Manufacturer: Cryostar Power: 3.4kW Number of stages: 1
Model: 21-UT-38/34-2.2 Flow rate: 15m³/h
No. of sets: 1 Oxygen Analyser Suction pressure: 3.00 bar(a)
Manufacturer: SBS Discharge pressure: 4.82 bar(a)
Model: QR310 01 Motor speed: 2,900 rpm
No. of sets: 2 Motor rated: 5.5kW
Range: 0.2 to 21%

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 5 of 16

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 Bu Samra Cargo Operating Manual
Nitrogen Companders Temperature: 30°C (average)/65°C (maximum) Chiller Unit - Evaporator
Manufacturer: Cryostar Dew point: -45°C (maximum) Manufacturer: Bloksma
Type: TMC3-200/80-A Diesel oil consumption: 2,173kg/h (at design capacity) No. of sets: 1
Quantity: 2 Steam consumption Type: Shell and tube
Mass flow: 109,130kg/h at 5,417.4kW (main burner): 6,400kg/h at 7 bar (minimum) and 175°C Model: VCE-20-325-2P-2C
1st Stage compressor: 9.45 to 16.8 barA Capacity: 357dm³ (shell), 210dm³ (tube)
1st Stage compressor: 42.2 to 112.24ºC Blower Units
1st Stage inter-cooler: 2,198kW (rated duty) Manufacturer: Rotodyne Dryer Unit
1st Stage inter-cooler: 109,100kg/h (vapour) No. of sets: 2
Manufacturer: Smit Gas Systems
1st Stage inter-cooler: 125ºC design temperature shell side; 65ºC tube side Type: Single-stage, centrifugal
No. of sets: 1
2nd Stage compressor: 16.6 to 29.5 barA Model: CV630/1360-P577DK10
Type: Adsorption
2nd Stage compressor: 43 to 112.83ºC Capacity (combustion): 25,677m3/h
Media: Activated alumina

SAMSUNG
2nd Stage inter-cooler: 2,242kW (rated duty) (regeneration): 12,000m3/h
Capacity (combustion): 22,500m3/h
2nd Stage inter-cooler: 109,100kg/h (vapour) Motor: 315kW
(air): 24,000m3/h
2nd Stage inter-cooler: 125ºC design temperature shell side; 65ºC tube side
Air fan manufacturer: Rotodyne
3rd Stage compressor: 29.3 to 51.08 barA
Fuel Oil Pump No. of sets: 1
3rd Stage compressor: 43 to 112.19ºC
Manufacturer: Saris Model: CV-450/860-P30
After-cooler: 2,331kW (rated duty)
Model: KSVB4500R3 Motor: 92kW
After-cooler: 109,100kg/h (vapour)
No. of sets: 1 Heater manufacturer: Jevi

QGTC
After-cooler: 125ºC design temperature shell side; 65ºC tube side
Capacity: 2.5m3/h at 25 bar No. of sets: 2
Expander: 50.08 to 10.05 barA
Motor: 4.6kW Power: 565kW
Expander: -103.39 to -165.29ºC
Cooler manufacturer: Recupair
Motor rated duty: 6,000kW
Chiller Unit - Compressor Model: P40-16 AR 10R-25T
Compander shaft: 5,260kW
Manufacturer: Hartford
No. of sets: 2 Dew Point Analyser
Inert Gas Generator
Type: 1218NHF6W4K Manufacturer: Panametrics
Manufacturer: Aalborg Industries-Smit Gas Systems Model: MSC-127 No. of sets: 1
Type: GIn 22,500 - 0.25 BUFD Motor: 205kW Model: MTS 5
No. of sets: 1 Refrigerant: R-404A Probe: M2LR
Capacity (IG): 22,500m3/h
Capacity (air): 24,000m3/h Chiller Unit - Condenser Oxygen Analyser
Discharge pressure: 0.25 bar Manufacturer: Bloksma Manufacturer: Opsis
No. of sets: 1 No. of sets: 1
Inert Gas Composition Type: Shell and tube, fresh water cooled Model: O200
Oxygen (O2): 0.5% by volume (maximum) Model: HCE3-18-335-1KSG Probe: Opsis 502
Carbon dioxide (CO2): 14% by volume (maximum) Capacity: 431dm³ (shell), 202dm³ (tube)
Carbon monoxide (CO): 100ppm (maximum)
Sulphur oxides (SOx): 10ppm (maximum)
Nitrogen (N2): Remainder

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 6 of 16

Produced by: WMT Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual
Glycol Water Heaters Electric Motor Room Supply Electric Motor
.06m2 Glycol Water Heater Manufacturer: Hi Air Korea Co. Ltd. Manufacturer: CEMP
Type: AKA-1400/578 Type: AC30 71B4, V-1
Manufacturer: DongHwa Entec
Quantity: 2 (1 working, 1 redundancy) Pole: 4
No. of sets: 2
Air volume: 95,850m³/h Power: 0.37kW
Type: Shell and tube
Fan speed: 1,185 rpm Revolutions: 1,668 rpm
Model: BEU
Power consumption: 28.2kW Rating current: 1.0A
Electric Motor Starting current: 3.5A
Glycol Water Circulating Pump
Manufacturer: ABB
Manufacturer: Shinko
Type: M2QA225M6B V-6 Duct Keel Space Exhaust
No. of sets: 2
Pole: 6 Manufacturer: Hi Air Korea Co. Ltd.
Type: Horizontal centrifugal
Power: 34.50kW Type: MDA-300/190
Capacity: 35m³/h at 52mlc

SAMSUNG
Revolutions: 1,185 rpm Quantity: 1
Motor rating: 15kW
Rating current: 60.0A Air volume: 22,943m³/h
Motor speed: 1800 rpm
Starting current: 45.3A Fan speed: 1,746 rpm
Power consumption: 6.5kW
Glycol Water Pneumatic Pump Air Lock Supply Electric Motor
Manufacturer: Wilden Manufacturer: CEMP
Manufacturer: Hi Air Korea Co. Ltd.
No. of sets: 1 Type: AC30 132ML4, V-1
Type: AWA-300/190

QGTC
Model: P1SSPPP/TNU/TF/STF/0014 Pole: 4
Quantity: 1
Type: Pump L Power: 8.80kW
Air volume: 188m³/h
Capacity: 2m³/h at 10mth Revolutions: 1,746 rpm
Fan speed: 1,670 rpm
Power consumption: 0.2kW Rating current: 16.8A
Electric Motor Starting current: 116.4A
Fans for Hull Outfitting
Cargo Compressor Room Exhaust Manufacturer: ABB
Type: M2QA71M4B B-3 Passageway Under Trunk Deck Exhaust
Manufacturer: Hi Air Korea Co. Ltd.
Pole: 4 Manufacturer: Hi Air Korea Co. Ltd.
Type: MDA-1400/578
Power: 0.43kW Type: MDA-900/410
Quantity: 2 (1 working, 1 redundancy)
Revolutions: 1,670 rpm Quantity: 2 (1P and 1S)
Air volume: 95,310m³/h
Rating current: 1.1A Air volume: 34,330m³/h
Fan speed: 1,178 rpm
Starting current: 5.7A Fan speed: 1,764 rpm
Power consumption: 39.2kW
Electric Motor Power consumption: 10.5kW
Manufacturer: CEMP Pilot Trunk Spaces (P and S) Exhaust Electric Motor
Type: AC30 280M6, V-1 Manufacturer: Hi Air Korea Co. Ltd. Manufacturer: CEMP
Pole: 6 Type: HCA-300/190 Type: AC30 160L4, V-1
Power: 55kW Quantity: 2 (1P and 1S) Pole: 4
Revolutions: 1,178 rpm Air volume: 860m³/h Power: 15.0kW
Rating current: 99.0A Fan speed: 1,668 rpm Revolutions: 1,764 rpm
Starting current: 465.0A Power consumption: 0.2kW Rating current: 27.3A
Starting current: 161.8A

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 7 of 16

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 Bu Samra Cargo Operating Manual
Bosun Store Exhaust Electric Motor Interbarrier Spaces (IBS)
Manufacturer: Hi Air Korea Co. Ltd. Manufacturer: ABB Manufacturer: Fukui Seisakusho
Type: AKA-710/380 Type: M2QA71M4B, B-3 Type: PORV 2*3
Quantity: 1 Pole: 4 Model: PSL-MD13-131-S1
Air volume: 21,175m³/h Power: 0.43kW Tag No: CN102/202/302/402/502
Fan speed: 1,735 rpm Revolutions: 1,670 rpm CN104/204/304/404/504
Power consumption: 4.3kW Rating current: 1.1A Number of units: 10
Electric Motor Starting current: 5.7A Number per tank: 2
Manufacturer: ABB Set pressure: 3.0kPa(g)
Type: M2QA132M4A, B-3 Steering Gear Room Supply Closing pressure: 1.8kPa(g)
Pole: 4 Blowdown pressure: 1.2kPa
Manufacturer: Hi Air Korea Co. Ltd.
Power: 6.33kW Blowdown %: 40%
Type: AKA-630/380

SAMSUNG
Revolutions: 1,735 rpm Flow rate per valve: 502Nm³/h
Quantity: 1
Rating current: 11.3A Vacuum block: -80kPa(g) (no leakage for 1 minute)
Air volume: 20,197m³/h
Starting current: 75.3A Fan speed: 1,735 rpm
Insulation Spaces (IS)
Power consumption: 4.5kW
Forward Emergency Fire Pump Room Exhaust (Rv type) Electric Motor Manufacturer: Fukui Seisakusho
Type: PORV 2*3
Manufacturer: Hi Air Korea Co. Ltd. Manufacturer: ABB
Model: PSL-MD13-131-S1(B)
Type: AKA-500/280 Type: M2QA132M4A, B-3

QGTC
Tag No: CN101/201/301/401/501
Quantity: 1 Pole: 4
CN103/203/303/403/503
Air volume: 4,032m³/h Power: 6.33kW
Number of units: 10
Fan speed: 1,680 rpm Revolutions: 1,735 rpm
Number per tank: 2
Power consumption: 0.5kW Rating current: 11.3A
Set pressure: 3.5kPa(g)
Electric Motor Starting current: 73.5A
Closing pressure: 2.1kPa(g)
Manufacturer: ABB Blowdown pressure: 1.4kPa
Type: M2QA90S4A, B-3 Safety Valves Blowdown %: 40%
Pole: 4 Cargo Tanks Flow rate per valve: 544Nm³/h
Power: 1.27kW Vacuum block: -80kPa(g) (no leakage for 1 minute)
Manufacturer: Fukui Seisakusho
Revolutions: 1,680 rpm
Type: PORV 10 *12
Rating current: 2.7A
Model: PSL-MD13-131-NS1(B) Insulation Space Pressurisation Header
Starting current: 15.2A
Tag No: CR100/200/300/400/500 Manufacturer: Fukui Seisakusho
CR101/201/301/401/501 Type: Conventional 1.1/2*F*2
Foam Room Exhaust No. of units: 10 Model: REC131-S1(N)
Manufacturer: Hi Air Korea Co. Ltd. No. per tank: 2 No. of units: 1
Type: PVA-12c4 Set pressure: 25kPa(g) Tag No: CN715
Quantity: 1 Closing pressure: 22kPa(g) Set pressure: 60kPa(g)
Air volume: 887m³/h Blowdown pressure: 3kPa Closing pressure: 40kPa(g)
Fan speed: 1,670 rpm Blowdown %: 12% Blowdown pressure: 20kPa
Power consumption: 0.2kW Flow rate per valve: 23,860Nm3/h Blowdown %: 33.3%
Vacuum setting: -1kPa(g) ±25% Flow rate per valve: 237Nm³/h

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 8 of 16

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual
Fixed Gas Sampling System Cargo Machinery Room Crane Moorings
Manufacturer: Oriental Combined Anchor Windlass and Mooring Winches (W1 and W2)
SW2020 System
Model: HPC-170-0616 Manufacturer: TTS Kocks GmbH
Manufacturer: Consilium Marine AB
No. of sets: 1 Model: 1910-5540 L, each with 1 cable lifter, 2 mooring
System: Salwico
SWL: 6 tonnes drums and 1 warping end
Salwico model: SW2020 Radius maximum: 16.5m Electric motor model: 250 M (2 each per windlass)
Type: Sample draw, continuous 24 minute cycle with Radius minimum: 4.6m Rating: 105kW
1 pump and 13 minutes with 2 pumps
Hook travel: 57.0m
Cargo part: 24 - Sample points Hoisting speed at SWL: 12m/min approximately Performance of Cable Lifter
2 - Infrared detectors GD-10, E Exd llC T6, E Exe, Slewing sector: 360 degrees
for methane 0-100% LEL Nominal speed: 12m/min (average speed for 110m of chain below
Slewing speed: 0.5 rpm approximately water level)
2 - Infrared detectors GD-10, E Exd llC T6, E Exe,
Luffing up: 100 seconds approximately Nominal pull: 707kN
for methane 0-100% Vol

SAMSUNG
Luffing down: 90 seconds approximately Maximum pull: 1,060kN
Heel/trim limits: 5/2 degrees Maximum anchor depth: 210m (measured from anchor pocket)
GS3000 System Weight of crane: 8.7 tonnes approximately Brake capacity: 4,495kN (458 tonnes, 45% breaking strength)
Manufacturer: Consilium Marine AB Steel wire rope: 18mm diameter, galvanized non-rotating
Salwico model: GS3000 Performance of Mooring Drum
Detectors: 28 - Infrared Bucom ST600EX-IR EEx d llC T6 Provisions Cranes Winding load: 300kN nominal, 390kN maximum
Sampling range: 0-100% LEL (0-5% vol.) methane + 100%
Manufacturer: Oriental Winding speed: 15m/minute nominal, 23m/min maximum

QGTC
Self-test: Continuous
Model: HPC-0714 Light line speed: 45m/minute
No. of sets: 2 Brake holding load: 1,075kN (109.6 tonnes, 80% MBL)
SWL: 6.5 tons
Deck Equipment Radius maximum: 14.0m Performance of Warping Drum
Hose Handling Cranes Radius minimum: 3.9m Nominal load: 300kN
Manufacturer: Oriental Hook travel: 52m Winding speed: 15m/minute
Model: HHC 320-1020 Hoisting speed at SWL: 12 rpm approximately Light line speed: 45m/minute
No. of sets: 2 Slewing sector: 300° port
SWL: 10.0 tonnes 315° starboard
Anchor
Radius maximum: 20.0m Slewing speed: 0.5 rpm approximately
Luffing up to 75°: 85 seconds approximately Manufacturer: Kum Hwa Cast Steel and Industrial Machinery
Radius minimum: 4.5m
Company Limited
Hook travel: 45.0m Luffing down: 75 seconds approximately
Type: High holding power stockless anchor
Hoisting speed, no load: 24m/minute approximately List/trim limits: 5/2 degrees
No. of sets: 2
Hoisting speed at SWL: 12m/minute approximately Weight of crane: 9.7 tonnes approximately
Weight: 18,375kg each
Slewing sector: 360 degrees Steel wire rope: 18mm diameter, galvanized non-rotating
Slewing speed: 0.6 rpm approximately
Cable Chains
Luffing up to 78°: 110 seconds approximately
Luffing down: 95 seconds approximately No. of sets: 2
List/trim limits: 5/2 degrees Diameter: 122mm
Weight of crane: 20.1 tonnes Length: 13 shackles each side
Steel wire rope: 22mm diameter, galvanized non-rotating Special quality: Steel grade U3

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 9 of 16

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 Bu Samra Cargo Operating Manual
Mooring Winches (M1, M2, M6 and M7) Capstans
Manufacturer: TTS Kocks GmbH
Manufacturer: A tech
Model: 5530, each with 3 mooring drums and
Type: Fixed air motor-driven, vertical
1 warping end
No. of capstans: 4
Electric motor model: 250 M
Rope: 44mm diameter
Rating: 99kW
Winding load: 1,000kg
Winding speed: 25m/minute approximately
Performance of Mooring Drum
Nominal load: 30 tonnes on 1st layer
Air Motor
Winding speed: 15m/minute
Light line speed: 45m/minute light line (1st layer) Manufacturer: A tech
Brake holding load: 1,075kN (109.6 tonnes, 80% MBL) Model: ATP-10P-600S

SAMSUNG
Capacity: 10.4hp x 660 rpm
Working air pressure: 6kg/cm2
Performance of Warping Drum
Total weight: 430kg/set approximately
Winding load: 300kN
Winding speed: 15m/minute
Light line speed: 45m/minute Mooring Rope Storage Reel

Manufacturer: A tech

QGTC
Mooring Winches (M3, M4, and M5) Type: Portable air motor-driven
Manufacturer: TTS Kocks GmbH No. of sets: 2
Mooring winch type: 5530, each with 2 mooring drums and Rope: 44mm diameter x 275m
1 warping end Winding speed: 30m/minute
Electric motor model: 250 M
Rating: 99kW Fire Wire Reel

Performance of Mooring Drum Manufacturer: A tech

Type: Portable air motor-driven
Winding load: 300kN
No. of capstans: 2
Winding speed: 15m/minute
Wire rope: 38mm diameter x 90m
Light line speed: 45m/minute
Winding load: 300kg
Brake holding load: 1,075kN (109.6 tonnes, 80% MBL)
Winding speed: 30m/minute

Performance of Warping Drum

Nominal load: 300kN
Winding speed: 15m/minute
Light line speed: 45m/minute

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 10 of 16

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual

1.1.3 GENERAL ARRANGEMENT

Illustration 1.1.3a General Arrangement Cross-Section

Elevation

27 28 29

No.5 Trunk No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk

7 8 11 34
13 26 No.5 Cargo Tank 26 No.4 Cargo Tank 26 No.3 Cargo Tank 26 No.2 Cargo Tank 26 No.1 Cargo Tank 26 Cargo Tank
30
1 2 3 9 10 12 14 32 31
4 5 35
19 20
6 15 16 17 18 33
No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank

SAMSUNG
AP 10 20 30 40 50 60 66 70 75 80 85 90 95 100 105 110 115 120 130 140 150 160 170

21 22 23 Principal Dimensions
Upper Deck
24 Length (OA) 345.328m
Length (BP) 332.0m
25 Breadth (Mld.) 53.8m
Depth (Mld.) 27.0m
Design Draught (Mld.) 12.0m
Summer Draught (Mld.) 12.2m
36 37 36 37 36 37 36 37 36 37
Deadweight and Tonnage
Design Draught (Mld.) Approx. 125,600 MT
38 38 38 38 38

QGTC
Summer Draught (Mld.) Approx. 128,900 MT
Gross Tonnage (Internat.) Approx. 162,400

27 28 29 Main Engine
Type: MAN-B&W 7S70ME-C
DMCR 2 Sets x 25,700 BHP x 91.0 RPM
NCR 2 Sets x 21,845 BHP x 86.2 RPM

Complement
Persons 44
Tank Top

22 Service Speed
2 Design Draught (Mld.) 19.5 knots
17 24 54 52 50 48 46 32 with Main Engine Running at NCR with 21%
15
Sea Margin
19 33 57
39 Classification
1 45 44 43 42 26 41 26 30 31 35 Lloyd’s Register
26 56 26 26 26
100A1 Liquefied Gas Tanker, Ship Type 2G,
40
21 Methane in membrane tanks, maximum vapour
57
pressure 0.25 bar, minimum temperature
16 20 -163 deg C, ShipRight (SDA, FDA, CM, SEA
18 55 53 51 49 47
(HSS-4)), IWS, LI, LMC, UMS, CCS, NAV1, IBS
3 25
23
Key
1 - Steering Gear Room 11 - No.2 Heavy Fuel Oil Storage Tank (Starboard) 21 - Separation Bilge Tank (Starboard) 31 - No.1 Fwd Heavy Fuel Oil Tank (Centre) 41 - No.1 Cargo Tank 51 - No.3 Water Ballast Tank (Starboard)
2 - Fresh Water Tank (Port) 12 - No.2 Heavy Fuel Oil Storage Tank (Port) 22 - High Sea Chest (Port) 32 - Fwd Water Ballast Tank (Centre) 42 - No.2 Cargo Tank 52 - No.4 Water Ballast Tank (Port)
3 - Fresh Water Tank (Starboard) 13 - Heavy Fuel Oil Service Tank (Port and Starboard) 23 - High Sea Chest (Starboard) 33 - Fwd Pump and Foam Room 43 - No.3 Cargo Tank 53 - No.4 Water Ballast Tank (Starboard)
4 - Aft Peak Tank (Centre) 14 - Heavy Fuel Oil Settling Tank (Port and Starboard) 24 - Low Sea Chest (Port) 34 - Bosun’s Store 44 - No.4 Cargo Tank 54 - No.5 Water Ballast Tank (Port)
5 - Emergency Fire Pump Space 15 - Stern Tube Lubricating Oil Drain (Port) 25 - Low Sea Chest (Starboard) 35 - Void (Centre) 45 - No.5 Cargo Tank 55 - No.5 Water Ballast Tank (Starboard)
6 - Cooling Water Tank (Port and Starboard) 16 - Stern Tube Lubricating Oil Drain (Starboard) 26 - Cofferdam 36 - Liquid Dome 46 - No.1 Water Ballast Tank (Port) 56 - Pipe Trunk
7 - Marine Diesel Oil Service Tank (Starboard) 17 - Main Lubricating Oil Sump Tank (Port) 27 - Cargo Machinery Room 37 - Gas Dome 47 - No.1 Water Ballast Tank (Starboard) 57 - Chain Locker
8 - Marine Diesel Oil Service Tank (Port) 18 - Main Lubricating Oil Sump Tank (Starboard) 28 - Electric Motor Room 38 - Vent Mast 48 - No.2 Water Ballast Tank (Port)
9 - Inert Gas Generator Marine Diesel Oil Tank (Port) 19 - Bilge Holding Tank (Port) 29 - Deck Store 39 - Emergency Exit (Port) 49 - No.2 Water Ballast Tank (Starboard)
10 - Low Sulphur Heavy Fuel Oil Tank (Port) 20 - Clean Bilge Tank (Starboard) 30 - No.1 Aft Heavy Fuel Oil Tank (Centre) 40 - Emergency Exit (Starboard) 50 - No.3 Water Ballast Tank (Port)

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 11 of 16

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual

Illustration 1.1.3b Accommodation Upper and A Deck Arrangement

Upper Deck A Deck

P/D and Electrical

Cable Trunk
Battery Safety Equipment No.2 6.6kV Cargo Switchboard
Room Room Room

Chemical Store
Suez
Emergency Generator and
Boatmen 2 Crew’s Mess Room Crew’s Recreation Room
Switchboard Room

Suez Switchboard
Boatmen 1 WC
Crew’s

SAMSUNG
Changing Galley
Room Store Crew’s
Gas Combustion Economiser TV Room
Fan Room Officers’ Crew’s
Changing Gas Combustion Pantry
Room Fan Room
Lift Machinery Crew’s Duty Store
Mess Room
No.2 AC 440V
Cargo WC
Switchboard
Air Handling Room
Unit Room Lift Lift

QGTC
Electrical
Gas Combustion Unit Galley
Gas Combustion Unit Equipment
Gas Valve Hood Room
Valve Hood Room Room

No.1 AC 440V
Cargo
Switchboard
Waste Management Room Officers’ Duty
Room
Mess Room
Deck Workshop
P/D and Incinerator Room
Dry Electrical Economiser Officers’ Officers’
Deck Store Provisions Cable Trunk Pantry TV Room
Store

Dairy Room

Swimming Pool Swimming Awning

Paint Tank Foam Fish Room Pool Area
Store Room Officers’ Mess Room Officers’ Recreation Room
Vegetable
Cofferdam Room Meat Room

No.1 6.6KV Cargo Switchboard

Room
P/D and Electrical
Cable Trunk

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 12 of 16

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual

Illustration 1.1.3c Accommodation B and C Deck Arrangement

B Deck C Deck

Seaman’s Seaman’s Treatment Third Engineer’s Fire Control Cargo Control

Cabin Cabin Library Room Hospital Cabin Station Room

Seaman’s Trainee
P/D and Electrical Cable Trunk Store
Cabin Officer’s

SAMSUNG
Cabin
Crew’s P/D and
Electrical
Laundry Electrical
Store Seaman’s Drying Cable Trunk
Drying Cabin Room
Room Cadet’s
Cabin
Seaman’s C.G.L Seaman’s C.G.L
Cabin Cabin
General Officer’s Rest
Store Toilet Cadet’s Laundry Toilet
Area
Seaman’s Cabin
Seaman’s
Cabin

QGTC
Lift Cabin Lift

Computer Oiler’s Bonded

Seaman’s Trainee
Server Room Cabin Store
Cabin Officer’s
Cabin

Drying Oiler’s Conference

Room Cabin Room
Chief Petty
Clean Linen Officer’s
Ship’s Locker Machinist’s Cabin P/D and
Laundry Cabin Electrical
Dirty Linen Cable Trunk
Locker
Junior
Machinist’s
P/D and Electrical Cable Trunk Engineer’s
Cabin Training Room
Cabin

Assistant WC
Steward’s
Cabin

Locker
Second Chief Assistant Store Store Fourth Engineer’s Gymnasium General
Cook Cook Steward Cabin Office

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 13 of 16

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 Bu Samra Cargo Operating Manual

Illustration 1.1.3d Accommodation D and Navigation Deck Arrangement

D
C Deck Navigation Deck

Second Engineer’s Third Engineer’s Chief Engineer’s

Day Room Cabin Day Room

P/D and
Second Electrical
Engineer’s Store
Cable Trunk

SAMSUNG
Bedroom
Chief
Engineer’s Electronic Wheelhouse
Bedroom Room and Chart Space
Cargo/Gas
Engineer’s
Dayroom C.G.L Toilet
Battery
Female’s Second Room
Changing Officer’s
Cargo/Gas Toilet
Room Cabin
Engineer’s Safety
Sheave
Equipment

QGTC
Bedroom Lift Room
Locker

Owner’s Store
Bedroom Pilot’s
Third
Officer’s Cabin
Cabin

Owner’s
Day Room

Electric Master’s
Room Bedroom

Chief
P/D and
Officer’s
Electrical
Bedroom
Cable Trunk

Chief Officer’s Electrical Master’s

Day Room Officer’s Cabin Day Room

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 14 of 16

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 Bu Samra Cargo Operating Manual
1.1.4 Tank Capacity plans

CARGO TANKS FRESH WATER TANKS SG: 1.000

Compartment Location Capacities 98.5% Full Max. Free Compartment Location Capacities 100% Full Max. Free
Surface Surface
Frame Moment of Frame Moment of
Volume Volume LCG VCG Inertia Volume Weight LCG VCG Inertia
100% 98.5% from AP from BL m4 100% 100% from AP from BL m4
m3 m3 m m m3 MT m m
No.1 Cargo Tank (C) 115 - 124 31,662.4 31,187.4 277.502 18.796 146,659 Fresh Water Tank (P) 6 - 18 301.2 301.2 10.611 18.255 214
No.2 Cargo Tank (C) 103 - 114 58,578.8 57,700.1 233.508 17.412 426,390 Distilled Water Tank (S) 6 - 18 301.2 301.2 10.611 18.255 214
No.3 Cargo Tank (C) 91 - 102 58,578.8 57,700.1 183.163 17.412 426,390 TOTAL 602.4 602.4
No.4 Cargo Tank (C) 79 - 90 58,578.8 57,700.1 132.818 17.412 426,390

SAMSUNG
No.5 Cargo Tank (C) 67 - 78 58,578.8 57,700.1 82.473 17.412 426,390
TOTAL 265,977.7 261,988.0 HEAVY FUEL OIL TANKS SG: 0.980
Compartment Location Capacities 98% Full Max. Free
Surface
WATER BALLAST TANKS SG: 1.025 Frame Moment
Compartment Location Capacities 100% Full Max. Free Volume Volume Weight LCG VCG of Inertia
Surface 100% 98% 98% from AP from BL m4

QGTC
Frame Moment of m3 m3 MT m m
Volume Weight LCG VCG Inertia No.1 F HFO Tank (C) 133 - 145 2,629.0 2,576.5 2,524.9 308.660 13.706 2,623
100% 100% from AP from BL m4 No.1 A HFO Tank (C)) 125 - 133 2,038.5 1,997.8 1,957.8 301.159 14.473 4,987
m3 MT m m No.2 HFO Tank (P) 50 - 66 1,043.6 1,022.7 1,002.3 48.033 20.725 533
Forward WB Tank (C) 124 - 145 4,453.4 4,564.8 304.052 12.616 73,203 No.2 HFO Tank (S) 34 - 66 2,221.0 2,176.6 2,133.0 41.921 20.043 947
No.1 WB Tank (P) 114 - 124 8,421.5 8,632.1 273.175 12.087 16,783 HFO Service Tank (P) 58 - 62 159.8 156.6 153.5 51.000 17.779 138
No.1 WB Tank (S) 114 - 124 8,421.5 8,632.1 273.175 12.087 16,783 HFO Service Tank (S) 58 - 62 159.8 156.6 153.5 51.000 17.779 138
No.2 WB Tank (P) 102 - 114 7,826.7 8,022.3 231.183 8.304 53,197 HFO Settling Tank (P) 62 - 66 153.9 150.8 147.8 54.378 17.744 119
No.2 WB Tank (S) 102 - 114 7,826.7 8,022.3 231.183 8.304 53,197 HFO Settling Tank (S) 62 - 66 153.9 150.8 147.8 54.378 17.744 119
No.3 WB Tank (P) 90 - 102 8,242.3 8,448.3 181.562 8.020 58,459 Low Sulphur HFO Tank (P) 40 - 50 677.6 664.1 650.8 38.616 19.639 345
No.3 WB Tank (S) 90 - 102 8,242.3 8,448.3 181.562 8.020 58,459 TOTAL 9237.3 9052.5
No.4 WB Tank (P) 78 - 90 8,241.4 8,447.4 131.220 8.020 58,460
No.4 WB Tank (S) 78 - 90 8,241.4 8,447.4 131.220 8.020 58,460
No.5 WB Tank (p) 66 - 78 7,452.4 7,638.7 82,033 8.105 51,601
No.5 WB Tank (S) 66 - 78 7,452.4 7,638.7 82,033 8.105 51,601
Aft Peak Tank (C) -6 - 18 3,849.6 3,945.8 6.984 13.126 127,095
TOTAL 88,671.5 90,888.2

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 15 of 16

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 Bu Samra Cargo Operating Manual

DIESEL OIL TANKS SG: 0.900 MISCELLANEOUS TANKS

Compartment Location Capacities 98% Full Max. Free Compartment Location Capacities 100% Full Max. Free
Surface Surface
Frame Moment Frame Moment
Volume Volume Weight LCG VCG of Inertia Volume LCG VCG of Inertia
100% 98% 98% from from m4 100% m3 from AP from BL m4
m3 m3 MT AP BL m m
m m Cooling Water Tank (P) 7 - 18 84.0 12.232 3.948 19
MDO Service Tank (P) 37 - 44 285.0 279.3 251.3 34.425 23.959 241 Cooling Water Tank (P) 7 - 18 84.0 12.232 3.948 19
MDO Service Tank (S) 34 - 40 244.3 239.4 215.4 31.450 23.959 207 Bilge Holding Tank (P) 59 - 66 76.9 53.453 2.016 296
IGG MGO Service Tank (P) 37 - 40 145.1 142.2 128.0 32.725 17.217 103 Separated Bilge Tank (S) 59 - 66 26.5 53.587 2.347 37

SAMSUNG
TOTAL 674.4 660.9 Clean Bilge Tank (S) 59 - 66 50.3 53.385 1.842 36
Stern Tube LO Drain Tank (P) 30 - 32 2.4 26.357 2.070 0
Stern Tube LO Drain Tank (S) 30 - 32 2.4 26.357 2.070 0
LUBRICATING OIL TANKS SG: 0.900 Purifier Sludge Tank (P) 50 - 62 18.2 47.600 8.091 3
Compartment Location Capacities 98% Full Max. Free Purifier Sludge Tank (S) 50 - 62 18.2 47.600 8.091 3
Surface Fuel Oil Overflow Tank (S) 47 - 50 46.7 41.225 15.570 23
Frame Moment Engine Room Forward Bilge Well (P) 60 - 62 1.7 51.992 2.170 0
Volume Volume Weight LCG VCG of Inertia

QGTC
Engine Room Forward Bilge Well (S) 60 - 62 1.7 51.992 2.170 0
100% 98% 98% from AP from BL m4
Engine Room Aft Bilge Well (P) 19 - 21 1.9 17.024 2.188 1
m3 m3 MT m m Engine Room Aft Bilge Well (S) 19 - 21 1.9 17.024 2.188 1
Main LO Settling Tank (P) 62 - 66 43.0 42.1 37.9 54.400 15.953 6 Incinerator Waste Oil Tank 30 - 32 3.5 26.350 32.675 1
Main LO Settling Tank (S) 62 - 66 43.0 42.1 37.9 54.400 15.953 6
TOTAL 420.2
Main LO Storage Tank (P) 62 - 66 53.9 52.8 47.5 54.400 15.953 11
Main LO Storage Tank (S) 62 - 66 53.9 52.8 47.5 54.400 15.953 11
Generator LO Storage Tank (P) 62 - 66 18.3 17.9 16.1 54.400 16.725 1
Generator LO Storage Tank (S) 62 - 66 18.3 17.9 16.1 54.400 16.725 1
Cylinder Oil Storage Tank (P) 62 - 66 36.9 36.2 32.5 54.390 16.711 11
Cylinder Oil Storage Tank (S) 62 - 66 36.9 36.2 32.5 54.390 16.711 11
Cylinder Oil Storage Tank (P) 62 - 66 36.9 36.2 32.5 54.390 16.711 11
- for Low Sulphur
Cylinder Oil Storage Tank (S) 62 - 66 36.9 36.2 32.5 54.390 16.711 11
- for Low Sulphur
Main LO Sump Tank (P) 44 - 58 37.8 37.1 33.4 43.976 1.308 30
Main LO Sump Tank (S) 44 - 58 37.8 37.1 33.4 43.976 1.308 30
TOTAL 453.6 444.5

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1.2 Rules and Regulations Gas Carriers Built Between 1976 and 1986 (the GC Code) ‘Liquefied gas’ is changed from the codes definition of ‘a product having
a vapour pressure of 2.8 bar abs at 37.8°C’ to the proposed definition of ‘a
The regulations covering gas carriers built after 1976 but before 1st July 1986
product having a vapour pressure of 1.76 bar abs at 37.8°C’. This is a change
Introduction is the ‘Code for the Construction and Equipment of Ships Carrying Liquefied
in the definition from a Reid vapour pressure of 40 psi abs. to 25 psi abs. The
Gases in Bulk’, known as the Gas Carrier Code or GC Code and adopted under
change in the Reid vapour pressure includes the ‘certain other substances’
Since the introduction of liquefied gas carriers into the shipping field, it was assembly resolution A328 (IX).
referred to in para. 1.2 of the Code, but does not include any product in IMO’s
recognised that there was a need for an international code for the carriage of Chemical Code except ethylene, which is presently listed in the Code and the
liquefied gases in bulk. Since 1975 the MSC has approved four sets of amendments to the GC Code,
Chemical Code. The change in the Reid vapour pressure was proposed by the
the latest in June 1993.
US delegation to the IMO but the change was not adopted, although there was
At the beginning of the 1970s, the Marine Safety Committee (MSC) of apparently no objection to it. The change, however, does not affect the list of
the International Maritime Organisation (IMO), known then as the Inter- Gas Carriers Built Before 1977 (The Existing Ship Code) regulated cargoes.
Governmental Maritime Consultative Organisation (IMCO), started work
The regulations covering gas carriers built before 1977 are contained in the
on a gas carrier code with the participation of the major country delegations Chapter 4 of the Code includes a provision for the evaluation of the insulation
‘Code for Existing Ships Carrying Liquefied Gases in Bulk’ first advertised
representing gas carrier owners, the International Association of Classification and hull steel assuming, for the purpose of design calculations, that the cargo
under assembly resolution A 329 (IX). Its content is similar to the GC code,
Societies, the United States Coast Guard and several other international tanks are at the design temperature and the ambient outside air and sea design
though less extensive.

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associations. temperatures as follows:
The existing ship code was completed in 1976 and remains as an IMO
The result of this work was the ‘Code for the Construction and Equipment of
recommendation for all gas carriers in this fleet of ships. General Worldwide
Ships Carrying Liquefied Gases in Bulk’ introduced under assembly resolution
A328 (IX) in November 1975.
The IGC code requires that a certificate (International Certificate of Fitness Still air: +5°C (41°F)
for the Carriage of Liquefied Gases in Bulk) must be issued to all new gas
This was the first code developed by the IMO having direct applicability to Sea water: 0°C (32°F)
carriers. The certificate should comply to a pro-forma, as set out in ‘Model
gas carriers.
Form’ attached as an appendix to the code and should be available on board
Chapter 4 also provides that each administration may set higher or lower ambient

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all new gas carriers.
The intention was to provide ‘a standard for the safe bulk carriage of liquefied design temperatures. This document proposed the following temperatures:
gases (and certain other substances) by sea by prescribing design and
The basic philosophy behind the code is summarised in the International Code
constructional features of ships and their equipment, so as to minimise risks to Any Waters in the World, Except Alaskan Waters
for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk
ships, their crew and the environment’.
which is readily available on board in the ship’s library.
Air (at 5 knots): -18°C (0°F)
The GC code has been adopted by most countries interested by the transport
of liquefied gases by sea, as well as all classification societies, and is now part Preamble Still sea water: 0°C (32°F)
of SOLAS. Most of the provisions in the IMO code are covered by the Classification
Society’s rules and regulations, however, attention must be drawn to the fact Alaskan Waters
The USCG have added some extra requirements to the GC code for ships that it contains requirements that are not within the scope of classification as
trading in the USA’s waters. Air (at 5 knots): -29°C (–20°F)
defined in the society’s rules, for example, chapter II Ship Survival Capability,
chapter XIV Personnel Protection and chapter XVII Operating Requirements. Still sea water: - 2°C (28°F)
The applicability of the code is as follows :
However, where the societies are authorised to issue the International
Gas Carriers Built After June 1986 (the IGC Code) Certificate of Fitness, these requirements, together with any amendments or
interpretations adopted by the appropriate national authority, will be applied
The code which applies to new gas carriers (built after June 1986) is the
where applicable.
‘International Code for the Construction and Equipment of Ships carrying
Liquefied Gases in Bulk’ known as the IGC Code.
Since the IMO recommendations defer some matters to the discretion of each
administration, and in other matters are not specific enough for Coast Guard
At a meeting of the MSC in 1983 approving the second set of amendments to
regulatory purpose, several major changes have been introduced from the
SOLAS, the requirements of the IGC Code become mandatory with almost
code in the proposed Coast Guard rules. These changes are discussed in the
immediate effect.
following paragraphs.

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The proposed regulations specify enhanced grades of steel for crack arresting The latest version of the following regulations and recommendations l) ILO convention concerning crew accommodation on board
purposes in the deck stringer, sheer strake and bilge strake. The minimum incorporating all subsequent additions and amendments currently in force, or ships, No.92 and 133.
acceptable grade for the deck stringer and the sheer strake is Grade E or an agreed between the owner and the builder, but awaiting ratification, enactment
equivalent steel that is specially approved by the Commandant (G-MMT). The or implementation at the time of signing of the contract, shall be applied. m) ILO Guide to Safety and Health in Dock Work, 1977 and
minimum acceptable grades for the bilge strake are Grade D, or Grade E or an 1979.
equivalent steel that is specially approved by the Commandant (G-MMT). a) Maritime Rules and Regulations of Korea, Indonesia, Malaysia,
Oman, Australia, Japan and Qatar for entry into those ports. n) SOLAS 1994 Chapter V, Emergency Towing Arrangements for
The Code allows pressure and temperature control of cargoes by venting cargo Tankers.
vapours to the atmosphere when the vessel is at sea and in port if accepted by b) International Convention on Loadlines, 1966, amendments
the receiving administration. It is proposed to prohibit normal venting of cargo 1971,1975, 1979 and 1983 and Protocol of 1988 as amended by o) ICS guide to helicopter / ship operations.
into the atmosphere in many ports. Resolution A513(XIII) / A514(XIII).
p) OCIMF Recommendations on Equipment for the Towing of
The Code requires the cargo system to be designed to withstand the full vapour c) International Convention for the Safety of Life at Sea, 1974 with Disabled Tankers, September 1981.
pressure of the cargo under conditions of the upper ambient design temperature, Protocol of 1978 and Amendments of 1981, 1983, 1989, 1990,
or have other means to maintain the cargo tank pressure below the maximum 1991, 1992 and 1994 and 1998. GMDSS amendments including q) OCIMF Standardisation of Manifold for Refrigerated Liquefied

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allowable relief valve setting (MARVS) of the tank. These regulations propose International Code for the Construction and Equipment of Ships Gas Carriers (LNG).
that when the cargo carried is a liquefied gas, the cargo tank pressure must be Carrying Liquefied Gases in Bulk (IGC-code) (herein called
maintained below the design vapour pressure indefinitely, the pressure on the ‘SOLAS’). r) OCIMF Guidelines and Recommendations for the Safe Mooring
LNG tank would be maintained below the design pressure for a period of not of Large Ships at Piers and Sea Islands (except special conditions
less than 21 days. Cargo tank pressure may be maintained below the design d) International Convention for the Prevention of Pollution from of the intended terminal).
pressure by several methods including refrigeration systems, burning boil-off Ships, 1973 (Annex I, IV &V), as modified by the Protocol
in waste heat or catalytic furnaces, using boil-off as fuel, or a combination of 1978 relating thereto (herein called ‘MARPOL 73/78’) and s) OCIMF Ship to Ship Transfer Guide (Liquefied Gases) 1995.
these methods. Using the boil-off as a fuel for propulsion is limited to a vessel amendment 1987, 1989, 1991 and 1992.
carrying LNG. t) SIGTTO Recommendations for Emergency Shut Down Systems

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e) Convention on the International Regulations for Preventing 1997.
The proposed regulations also include the following: Collisions at Sea, 1972 with Amendments of 1981, 1987 and
1989 as amended by resolution A493(XII) and A494(XII). u) SIGTTO Recommendations for the Installation of Cargo
Strainers.
1. Transfer requirements for vinyl chloride.
f) International Convention on Tonnage Measurement of
2. Loading requirements for methyl acetylene propadiene mixture. Ships, 1969, as amended by IMO Resolution A493(XII) and v) IMO Resolution A708(17) Navigation Bridge Visibility and
3. Additional operating requirements. A494(XII). Function.

4. Requirements for inspection or re-inspection of US flag vessels g) International Telecommunication Convention, 1973 with annex w) International Electro-technical Commission (IEC).
at intervals that are the same as for vessels inspected under Sub- and revisions 1974, 1982 and 1983/87.
chapter D. Inspection for certification would be required every 2 x) IMO Publication No.978 Performance Standards for Navigational
years and re-inspection would be required between the 10th and h) IMO Resolution A343(IX) Recommendation on method of Equipment (1988 edition).
14th month following the issue of a Certificate of Inspection. measuring noise levels at listening posts.
5. Requirements for the initial and periodic inspections and tests y) ISO 8309-1991 Refrigeration Light Hydrocarbon Fluids.
of the cargo containment system, cargo and process piping, and i) IMO Resolution A468(XII) Code on Noise Levels Onboard Measurement of liquid levels in tanks containing liquefied gases
hull heating and cold spots. Ships. electric capacitance gauges.

The proposed Coast Guard regulations and the Classification Society’s rules j) USGG for foreign flag vessels operating in the navigable waters z) IMO Resolution A601(15) Provision and display of manoeuvring
have cross-references showing the corresponding IMO code numbers to allow of the United States except Alaskan waters (CFR Title 33- information on board ships.
identification of the required paragraph. Navigation and Navigable Waters, Part 155, 156, 159 and 164
and CFR Title 46-Shipping, Part 154) and Public Law 95-474,
1978 ‘Port and Tanker Safety Act 1979’.

k) ISO draft proposal No.6954 ‘Guidelines for Overall Evaluation

of Vibration in Merchant Ships, 1984’.

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1.3 Cargo System Technology Illustration 1.3.1a Cargo Tank Lining Reinforcement

1.3.1 Cargo containment System principle

The cargo containment system consists of five double insulated cargo tanks
encased within the inner hull and situated in-line from forward to aft. The Void Area
containment system serves two purposes:
Passageway
• To contain LNG cargo at cryogenic temperature (-160°C)
• To insulate the cargo from the hull structure
Cofferdam
The spaces between the inner hull and outer hull are used for ballast and will
also protect the tanks in the event of an emergency situation, such as collision
or grounding. The ballast spaces around the cargo tanks are divided into two
double bottom wing tanks, port and starboard for each cargo tank. The double

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bottom tanks extend to the side of the cargo tanks as far up as the underdeck
pipe passage.

The cargo tanks are separated from other compartments, and from each other, Primary Barrier
(304L Stainless Steel
by six transverse cofferdams which are all dry compartments. The LNG to 1.2mm Thick)
be transported is stored in the five cargo tanks numbered 1 to 5, from fore to
aft. All cargo tanks have an octagonal transverse section matching with the
supporting inner hull.

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Between the two transverse bulkheads, each tank is composed of a prism Secondary Barrier
placed in a direction parallel to the keel plate. (Triplex Membrane
0.7mm Thick)

The boundaries of the tanks are as follows:

• One flat bottom, parallel to the keel plate raised along the ship’s
plating by two inclined plates, one on each side.
• Two vertical walls each extended at their upper parts by an
inclined plate, in order to limit the liquid free surface effect
when the tanks are full.
• One flat top parallel to the trunk bottom.

The materials used for the hull structure are designed to withstand varying
degrees of low temperature. At temperatures below their specified limits, these Primary Insulation (100mm)
steels will crystallise and embrittle. The materials used for the containment Key
(Interbarrier Space (IBS))
system are required to reduce the heat transfer from the hull structure to Ballast
minimise the boil-off gas from the cargo, as well as to protect the hull structure
Secondary Insulation (170mm)
from the effects of cryogenic temperature. The inner hull is lined with the GTT Void
(Insulation Space (IS))
Mark 3X integrated tank system, consisting of a thin and flexible membrane, Cofferdam Ballast Tank
called the primary barrier, which bears against a supporting insulation structure
embodying a secondary barrier and further secondary insulation bolted Pipe Duct
and glued to the inner hull. This construction ensures that the entire cargo Pipe Duct
hydrostatic load is transmitted through the membrane and insulation to the
steel plating of the inner hull structure and thereby to the hull plating of the
vessel.

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Illustration 1.3.2a Membrane Cargo Containment (GTT Mark 3X)

Plywood

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Plywood

PUF Packing
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Stainless Steel
Corner
Plywood
Flat Joint
Primary Barrier
304 SS 1.2mm Thick
Secondary Barrier
(Triplex, 0.7mm Thick) Plywood

Glass Wool

R-PU Foam 100mm

R-PU Foam
170mm

12.5mm

Mastic
Cylindrical Plug Level Wedge

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1.3.2 GTT Mark 3X Cargo Containment Insulating Foam Insulating sandwich panels, composed of an outer plywood face, onto which is
bonded the membrane sheets and two layers of insulating foam, form the actual
Material: Load bearing fibreglass reinforced polyurethane
As the Mark 3L containment was developed for the Qflex vessels and is an interbarrier and insulation space barrier. Between the IBS and IS foam layers
foam (RPUF)
extension of the original Mark III GTT system, so the Mark 3X containment there is a triplex membrane (scab) bonded onto the IS foam and forms the
has been developed further on the basis of the Mark 3L for the Qmax vessels. Density: Approximately 120kg/m3 (10% fibreglass) impervious barrier to the nitrogen circulation, known as the secondary barrier.
At the high part of the tanks, ribs have been added on the membrane between Close cell content: 95%
the corrugation pitch and the high corners have been reinforced by reducing the Thickness: 170mm below the secondary barrier The insulating sandwich panels are assembled by bonding with polyurethane or
mastic bead pitch from 140mm to 100mm for flat panel and 80mm for corner epoxy glue. Insulation continuity between the panels is assured by glass wool
100mm above the secondary barrier
panels. The plywood thickness has also been increased from 9mm to 12mm. (flat joint) which is sandwiched between PVC films. Tightness and continuity
of the secondary barrier is achieved by means of a bonded scab-splice made of
Secondary Barrier prefabricated ridged polyurethane foam with reinforcing glass fibres.
Membrane or Primary Barrier
For the corners of the tank, the sandwich panels are cut and assembled to form
The membrane is an assembly of corrugated sheets 1.2mm thick, made of Material: Composite material made out of a 80 microns aluminium dihedral and trihedral corners, the joints between the panels of these corners
AISI 304L stainless steel. The sheets, lap-welded together, have two sets of foil bonded in between two glass cloth layers (overall being formed of precompressed expanded PVC.

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orthogonal corrugations of ogival shape, where the nominal pitch is equal to thickness ~ 0.7mm)
340mm by 340mm. The corrugations cross each other by means of geometrical The insulation dimensions have been determined to ensure that:
surfaces which are termed knots. Illustration 1.3.2b Triplex Membrane
• The heat flow into the tank is limited to such an extent that the
evaporation, or boil-off rate, is less than 0.15% per day.
So that the elongation of the sheets in the two directions of the corrugations
will be the same for the same applied load, it is necessary to give different • The inner hull steel does not attain a temperature below its
dimensions to the corrugations of the two sets. Consequently, there is one set minimum design value, even in the case of failure of the primary
of large corrugations, parallel to each other, and one set of small corrugations, barrier.
also parallel to each other but at right-angles to the first set. Each sheet is

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Glass Cloth Aluminium • Any deflections resulting from applied strains and stresses are
formed on an automatic folding machine using special tools. Foil
acceptable by the primary barrier.
On each of the tank walls, the corrugations present a pattern of squares, with In addition to these requirements, the insulation acts as a barrier to prevent any
each set of corrugations being parallel to one of the axes of the vessel. contact between ballast water and the primary barrier, in the event of leakage
through the inner hull.
Along the edges of the tank the joining of the corrugations on two adjacent
walls takes place by means of angle pieces, each one formed by folding The insulation system is designed to maintain the boil-off losses from the
corrugation into a specially designed knot. 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
The sheets are fixed to the supporting insulation along half their perimeter by any reason, the effect may be a lowering of the inner hull steel temperature, ie,
welding them onto small stainless steel strips solidly fixed in the insulation a cold spot and an increase in boil-off from the affected tank. Increased boil-off
structure. This anchoring has three purposes; it takes up the unbalanced forces is of no direct consequence to the safety of the vessel, as any excess gas may
set up by non-uniform or transient temperature conditions, it supports the Bonding Compound Glass Cloth
be burnt as BOG and as a last resort vented to atmosphere via the forward riser
weight of the sheets on the vertical walls and roof of the tank, and it allows a Bonding at No. 1 tank. The inner hull steel temperature must, however, be maintained
small vacuum in the tank. The half perimeter is overlapped by, and lap-welded Compound within acceptable limits to prevent possible brittle fracture.
to, the adjacent sheet, the overlap being 30mm. Along the edges and corners of
the tank, the sheets are anchored to rigid stainless steel corner pieces, and the Thermocouples are distributed over the surface of the inner hull, but unless a
corners in turn are secured onto the insulation by hardwood keys. cold spot occurs immediately adjacent to a sensor, these can only serve as a
The insulation and secondary barrier assembly is as shown in illustrations
1.3.2a and 1.3.2c and composed of the following elements. general indication of steel temperature. To date, the only sure way of detecting
The welding process is Tungsten Inert Gas (TIG) without filler metal. cold spots is by frequent visual inspection of the ballast spaces on the loaded
Level wedges, fixed to the inner hull and forming a rectangular pattern, serve voyage.
as a support for the insulation panels bonded to them. The plywood panels
of the insulation barrier are secured to the inner hull by studs. The level The grade of steel required for the inner hull of the vessel is governed by the
wedge thickness are individually calculated to take into account any slight minimum temperature this steel will reach at minimum ambient temperature,
irregularities in the inner hull surface. assuming the primary barrier, the stainless steel membrane, has failed, so that
the LNG is in contact with the secondary barrier.

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Illustration 1.3.2c Interbarrier Space (IBS) - Insulation Space (IS) Flat Panel Junction

Fitting Components
For Flat Panel

Cylindrical Plug

Top Bridge Pad

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Nut HM 10
Cylindrical Plug

Washer LL 10 Stud

Secondary Barrier Flat Panel

Level Wedge

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Mastic Strip (Triplex Scab)
Secondary Barrier

Inner Hull

Anchoring Strip

Flat Joint

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In addition to failure of the membrane, local cold spots can occur due to failure
of the insulation.

While the inner hull steel quality has been chosen to withstand the minimum
temperature likely to occur in service, prolonged operation at steel temperatures
below 0°C will cause ice build-up on the plating, which in turn will cause a
further lowering of steel temperature due to the insulating effect of the ice. To
avoid this, glycol heating coils are fitted in each cofferdam space, of sufficient
capacity to maintain the inner hull steel temperature at 5°C under the worst
conditions.

If a cold spot is detected either by the inner hull temperature measurement

system, or by visual inspection, the extent and location of the ice formation
should be recorded. Small local cold spots are not critical, and provided a
close watch and record are kept as a check against further deterioration and

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spreading of the ice formation, no immediate action is required. If the cold spot
is extensive, or tending to spread rapidly, flooding of the ballast space should be
carried out. The thermal capacity of the water, plus the improved heat transfer
from outside, should maintain the steel temperature at, or near, the ambient sea
water temperature. 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 portable nozzle fitted
to one of the midships liquid manifolds, using a single main cargo pump.

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Mark 3X Cargo Tank Internal Structure

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Cargo Tank Internals - Looking Aft Showing the Pump Tower

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Cargo Tank Construction Details and the Pump Column Base

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Cargo Tank Outfitting Illustration 1.3.2d Pump Column Base Support

A vapour dome is located near the geometrical centre of each cargo tank
ceiling. Each vapour dome is provided with:
• A vapour supply/return line to supply vapour to the tank when
discharging, vent vapour from the tank whilst loading, and also
vent the boil-off when the tank contains cargo.
• Pick-up for pressure sensors.

In addition, each cargo tank has a liquid dome located near the ship’s centre
line at the aft part of the tank and includes the following:
• Liquid line safety valves exhaust.
• Spray line arrangement for cooldown purposes.

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• Two pressure/vacuum relief valves set at 25kPa(g) and -1kPa(g)
vacuum, venting to the nearest vent mast riser. Main Pump

The liquid dome also supports a tripod mast made of stainless steel (316L),
suspended from the liquid dome and held in position at the bottom of the tank
by a sliding bearing to allow for thermal expansion or contraction depending on
the tank environment. The tripod mast consists of the main discharging pipes
and emergency pump well, in the form of a three-legged trellis structure, and

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is used to support the tank access ladder and other piping and instrumentation
equipment.

The instrumentation includes temperature and level sensors, independent high

level alarm sensors and cargo pump electric cables. The two main cargo pumps
are mounted on the base plate of the tripod mast, while the stripping/spray
pump is mounted on the pump tower support. An emergency pump column, Stripping Pump

float gauge column and the filling line are also located in the liquid dome.
Temperature and
Level Measurement Column
The five cargo tanks are connected with each other by the liquid, vapour and
stripping/spray headers which are located on the trunk deck. The nitrogen
mains supplying the primary and secondary insulation spaces, and other
services directly associated with the cargo system, are also located on the trunk Lower Part Of Pump Column
deck together with the fire main and deck spray main. Primary Barrier

Primary Insulation

Secondary Barrier

Secondary Insulation

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Illustration 1.3.2e IBS IS Section of Longitudinal Corner

Flat Panel

Mastic

SAMSUNG PUF Packing

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Stainless Steel
Corner Flat Panel

Flat Joint Primary Barrier Knot

Temperature 304 SS 1.2mm Thick
Sensor Pocket Teflon Block
Flat Panel
Plywood

Plywood

R-PU Foam 100mm

R-PU Foam 170mm

Glass Wool

12.5mm
Sensor
Secondary Barrier
Level Wedge Mastic (Triplex, 0.7mm Thick)
Cylindrical Plug

Flat Panel

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Illustration 1.3.2f Hull Steel Grades

Grade A Grade E(4) Grade E(4)

Grade E

Grade A

Grade E(4)

Grade A Ambient conditions for determining material grade of the hull structures are
based on the worldwide service except Alaskan water as follows:

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Grade E - Air temperature (at 5 knots) : -18 degrees C
- Sea water temperature : 0 degrees C
Grade E(4)
- LNG supposed on secondary barrier

Grade E(4) The hull structure complies with requirements from Class Society, IGC- code
requirements and USCG regulation for worldwide use except Alaska (46 CFR 154,
Statement of Compliance issued).

Grade E(4)

Grade A

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LONGITUDINALS ATTACHED TO INNER HULL:- SAME GRADE AS PER ATTACHED PLATE
LONGITUDINALS ATTACHED TO OUTER HULL:- GRADE A
Grade E(4) MEMBERS CONNECTED TO BOTH THE INNER AND OUTER HULLS SHALL BE SUITABLE
WITH THE MEAN LINEAR TEMPERATURE OF THE INNER AND OUTER HULL
Cofferdam Bulkhead Grade A

Grade A
KEY:

Grade D(3) (1) Grade A for thickness up to and including 15mm, for higher thickness up to and including 25mm grade B or AH,
for thickness up to 30mm use of grade D.
Grade D(3) (2) Grade B or AH for thickness up to and including 20mm, for thickness up to 25mm use of grade D necessary. For
Grade B(2) thickness up to 40mm use of grade DH necessary.

(3) Grade D for thickness up to and including 20mm, for higher thickness up to and including 30mm grade DH. For
Grade B(1)
thickness up to 50mm use grade E or EH.

Grade A (4) Grade DH for thickness up to and including 20mm. For higher higher thickness use of grade E up to 40mm.
Grade B(2)
Grade A(1)

Grade B(1)

Grade D

Grade A(1) Grade A

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Illustration 1.4a Gas Hazard Area Plan

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Key

Area Classification Zone 0 - An Area In Which An Explosive Atmosphere Is Present Continuously Or For Long Periods Of Time

Area Classification Zone 1 - An Area In Which An Explosive Atmosphere Is Likely To Occur During Normal Operations

Area Classification Zone 2 - An Area In Which An Explosive Atmosphere Is Not Likely To Occur During Normal Operations But If It Does Occur, Will Be Infrequent And Will Exist For A Short Period Only

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1.4 Hazardous Areas and Gas Dangerous • Areas on the open deck in the vicinity of any cargo gas outlet
Zone plan intended for the passage of large volumes of gas or vapour
mixture during loading, discharging and ballasting operations.
This includes a space envelope that becomes a vertical cylinder
Introduction of unlimited height and 6 metre radius centred on the tank vent
mast and within a hemisphere of 6 metres below the outlet.
Under the IMO code for the Construction and Equipment of Ships Carrying
• Areas on the open deck within 1.5 metres of cargo compressor
Gases in Bulk, the following are regarded as hazardous areas.
room entrances or ventilation inlets.
Gas dangerous spaces or zones, are zones on the open deck within 3.0m of • Areas on the open deck within 1.5 metres of cofferdams or other
any cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve and zone 1 spaces.
entrances and ventilation openings to the cargo compressor house. They also • Areas on the open deck within spillage coamings surrounding
include the open deck over the cargo area and 3m forward and aft of the cargo cargo manifold valves and 3 metres beyond these up to a height
area on the open deck up to a height of 2.4m above the weather deck, and a of 2.4 metres above the deck.
zone within 2.4m of the outer space of the cargo containment system where

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such spaces are exposed to the weather. • Compartments used for cargo hoses.
• Any enclosure or semi-enclosed space in which pipes containing
The entire cargo piping system and cargo tanks are also considered gas cargo are located.
dangerous. In addition to the above zones, the code defines other gas dangerous
spaces. The area around the air swept trunking, in which the gas fuel line to • Any enclosure or semi-enclosed space in which pipes containing
the engine room is situated, is not considered a gas dangerous zone under the cargo products for boil-off gas fuel burning systems are
above code. located.
• Areas on the open deck where structures restrict the natural
All electrical equipment used in these zones, whether a fixed installation or ventilation.

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portable, is certified ‘safe type equipment’. This includes intrinsically safe
electrical equipment, flame-proof type equipment and pressurised enclosure
Zone 2
type equipment. Exceptions to this requirement apply when the zones have
been certified gas free, eg, during refit. This zone is defined as an area in which an explosive gas atmosphere is not
likely to occur during normal operations, but if it does, is likely to do so
infrequently and exist only for a short period of time.
Hazardous Zone Classification
Zone 0 This zone includes areas such as:
This zone is defined as an area in which an explosive gas atmosphere is present • Spaces 4 metres beyond the 6 metre radius vertical cylinder and
continuously or for long periods of time. This can include areas such as the cargo 4 metres beyond the hemisphere defined in zone 1.
tank internals and any pipework used for pressure relief or venting purposes. It • Areas on the open deck extending to the coamings fitted to keep
also includes the interbarrier spaces and cargo handling machinery. any spillage on deck and away from the the accommodation
and service areas and 3 metres beyond these up to height of 2.4
Zone 1 metres above the deck.
This zone is defined as an area in which an explosive gas atmosphere is likely • Areas on the open deck where unrestricted natural ventilation
to occur during normal operations. This can include areas such as void spaces is guaranteed and to the full breadth of the ship plus 3 metres
adjacent to the cargo tanks, cofferdams, ballast tanks and cargo compressor forward and aft of the forward most and aft most cargo tank
rooms. It also includes areas such as: bulkhead up to a height of 2.4 metres above the deck.
• Spaces other than cofferdams next to the cargo tanks such as • An area within 2.4 metres of the outer surface of a cargo tank
trunks and passageways. where the surface is exposed to the weather.
• Areas on the open deck within 3 metres of any cargo tank
outlet, gas or vapour outlet, cargo manifold valve, pipe flange,
compressor room vent or tank opening for pressure relief.

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Section 2: Properties of LNG

2.1 Properties of LNG

2.1.1 Physical Properties and Composition of LNG

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2.2 Characteristics of LNG

2.2.1 Flammability of Methane, Oxygen and Nitrogen Mixtures

2.2.2 Supplementary Characteristics

2.3 Health Hazards

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Illustration 2.1.1a Physical Properties of LNG

Methane CH4 Ethane C2H6 Propane C3H8 Butane C4H10 Pentane C5H12 Nitrogen N2

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Molecular Weight 16.042 30.068 44.096 58.120 72.150 28.016

Boiling Point at 1 bar absolute (ºC) -161 -88.6 -42.1 -0.5 36.1 -195.8

Liquid Density at Boiling Point (kg/m3) 426 544.1 580.7 601.8 610.2 808.6

Vapour SG at 15ºC and 1 bar absolute 0.553 1.04 1.55 2.00 2.49 0.97

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Gas Volume/Liquid Ratio at
619 431 311 222 205 694
Boiling Point and 1 bar absolute
Non-
Flammable Limits in Air by Volume (%) 5.3 to 14 3.1 to 12.5 2.1 to 9.5 1.8 to 8.5 3 to 12.4
flammable

Auto-Ignition Temperature (ºC) 595 510 468 365/500

Gross Heating Normal: 55,550 51,870 50,360 49520 49010

Value at 15ºC (kJ/kg) Iso: 49404 48944

Vaporisation Heat at Boiling Point (kJ/kg) 510.4 489.9 426.2 385.2 357.5 199.3

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2.1 Properties of LNG The flammability range of methane in air (21% oxygen) is approximately 5.3 The boil-off vapour from LNG is lighter than air at vapour temperatures above
to 14% (by volume). To reduce this range the oxygen content is reduced to 2%, -100°C or higher depending on the LNG composition, therefore when vapour
2.1.1 Physical Properties and Composition of using inert gas from the inert gas generators, prior to loading after dry dock. is vented to atmosphere, the vapour will tend to rise above the vent outlet
LNG In theory, an explosion cannot occur if the O2 content of the mixture is below and will be rapidly dispersed. When cold vapour is mixed with ambient air
13% regardless of the percentage of methane, but for practical safety reasons, the vapour-air mixture will appear as a readily visible white cloud due to the
LNG results from a liquefaction process which consists in removing, by means purging is continued until the O2 content is below 2%. This safety aspect is condensation of the moisture in the air. It is normally safe to assume that the
of condensation-vaporisation cycle, the sensible and latent heats of natural explained in detail later in this section. flammable range of vapour-air mixture does not extend significantly beyond
gas. the perimeter of the white cloud. The auto-ignition temperature of methane,
ie, the lowest temperature to which the gas needs to be heated to cause self-
Compared to natural gas, the volume of LNG is reduced by a factor of sustained combustion without ignition by a spark or flame, is 595°C.
approximately 600.

Except nitrogen, the components of LNG are hydrocarbons whose molecules Illustration 2.1.1b Composition of Typical LNG
contain only hydrogen and carbon atoms. Their general formula is CnH2n+2;
they are ‘saturated’ since the hydrogen atoms are singly united with carbon

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Nitrogen N2
atoms. Methane CH4 Ethane C2H6 Propane C3H8 Butane C4H10 Pentane C5H12 Density (kg/m3)

LNG is chemically non-reactive. It does not present compatibility problems Arun 89.33 7.14 2.22 1.17 0.01 0.08 N/A
with air, water, materials commonly used in the cargo tanks and handling
installations. In the presence of moisture, however, LNG can form hydrates. Arzew 88.0 7.95 2.37 1.05 0.03 0.60 466.9

Liquefied Natural Gas (LNG) is a clear, colourless, odourless liquid. The LNG Bintulu 91.23 4.3 2.95 1.4 0 0.12 457
is usually transported and stored at a temperature very close to its boiling point

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at atmospheric pressure which is approximately –160°C. Its density (less than Badak 91.09 5.51 2.48 0.88 0 0.03 N/A
half as dense as water), the heating value and other properties depend on its
composition. Bonny 90.4 5.2 2.8 1.5 0.02 0.07 453

The actual composition of the LNG will vary depending on its source and Das Island 84.83 13.39 1.34 0.28 0 0.17 465
on the liquefaction process, but the main constituent will always be methane.
Other constituents will be small percentages of heavier hydrocarbons such as Egypt 96.1 2.9 0.57 0.40 0.006 0.01 435
ethane, propane, butane, pentane and possibly a small percentage of nitrogen.
Equitorial Guinea 92.1 3.9 0.03 0 0.01 0 443
A typical composition of LNG is given in illustration 2.1.1b, and the physical
properties of the major constituent gases are given in illustration 2.1.1a. Lumut 89.4 6.3 2.8 1.3 0.05 0.05 463

During a normal sea voyage, heat is transferred to the LNG cargo through Marsa el Braga 70 15 10 3.5 0.6 0.9 531
the cargo tank insulation, causing part of the cargo to vaporise, ie, ‘boil-off’.
The composition of the LNG is changed by this boil-off because the lighter Point Fortin 96.2 3.26 0.42 0.07 0.01 0.008 433
components which have lower boiling points at atmospheric pressure, vaporise
first. The discharged LNG therefore has a lower percentage content of nitrogen Ras Lafan 89.5 6.33 2.49 1.26 0.08 0.34 463.7
and methane than the LNG that was loaded, and a slightly higher percentage
of ethane, propane and butane, due to methane and nitrogen boiling-off in Withnell 89.02 7.33 2.56 1.03 0 0.06 460

preference to the heavier gases.

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Illustration 2.1.1c Variation of Boiling Point of Methane with Pressure

TEMPERATURE (OC)

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

50

40

30

20

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P

Propane
2mol % Ethane
10
9
8

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7
Methane Ethylene Ethane Propylene Propane bar
6

5
Butadrene N. Butane
1.3
4

ata
3

1
0.9
0.8
0.7

0.6
-165 -160 -155 -150 -145 -140 -135 -130 -125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50 -40 -30 -20 -10 0 25 50 75 100

TEMPERATURE (OC)

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Variation of Boiling Point of Methane with Pressure Illustration 2.1.1e Relative Density of Methane and Air

Illustration 2.1.1c above shows the vapour pressure diagram of liquid cargoes.

The boiling point of methane increases with pressure and this variation is
shown in the diagram for pure methane over the normal range of pressures on
board the vessel. The presence of the heavier components in LNG increases the
boiling point of the cargo for a given pressure.

The relationship between boiling point and pressure of LNG will approximately +20
follow a line parallel to that shown for 100% methane.
0
Lighter than air
Illustration 2.1.1d Properties of Methane - 20

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- 40
Boiling point at 1 bar absolute -161°C
Methane Vapour - 60
Liquid density at boiling point 426.0kg/m3
Temperature
°C - 80
Vapour SG at 15°C and 1 bar absolute 0.554

Gas volume /liquid volume ratio at -161.5°C at 1 bar absolute 619 -100

Flammable limits in air by volume 5.3 to 14% -120

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Heavier than air
Auto-ignition temperature 595°C -140

Higher Specific Energy (Gross Heating Value) at 15°C 5550kJ/kg -160

Critical temperature -82.5°C

Critical pressure 43 bar a

1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5

Density of Methane Vapour

Ratio =
Density of Air

(Density of air assumed to be 1.27kg/m3 at 15°C)

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Illustration 2.2.1a Flammability of Methane, Oxygen and Nitrogen Mixtures

Area EDFE
B
21 flammable
E CAUTION
20
This diagram assumes complete mixing
19 which, in practice, may not occur.
F

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18
17
Y
16
M
15
Mixtures of air and methane
N
14 cannot be produced above
G X line BEFC
13
D
12

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11
%
10
O 9
x
y 8
g 7
e
n 6
5
4 Area HDFCH
Capable of forming flammable
3
mixtures with air, but containing too
2 much methane to explode by itself

1
Z C
A0 10 H 20 30 40 50 60 70 80 90 100
Methane %
Area ABEDHA
Not capable of forming
flammable mixture with air

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2.2 Characteristics of LNG Using the Diagram b) Tanks and piping containing methane are to be inerted with inert
gas provided by the inert gas generator before admitting air until
2.2.1 Flammability of Methane, Oxygen and Assume that point Y on the oxygen-nitrogen axis is joined by a straight line all sampling points indicate 5% methane.
Nitrogen Mixtures 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, It should be noted that some portable instruments for measuring methane
The ship must be operated in such a way that a flammable mixture of methane the composition of the resulting mixture will, at all times, be represented by content are based on oxidising the sample over a heated platinum wire and
and air is avoided at all times. The relationship between the gas/air composition point X, which will move from Y to Z as increasing quantities of mixture Z measuring the increased temperature from this combustion. This type of
and flammability for all possible mixtures of methane, air and nitrogen is are added. analyser will not work with methane-nitrogen mixtures that do not contain
shown in illustration 2.2.1a above. oxygen. For this reason, special portable instruments of the infrared type have
Note: In this example, point X, representing changing composition, passes been developed and are supplied to the ship for this purpose.
The vertical axis A-B represents oxygen-nitrogen mixtures with no methane through the flammable zone EDF, that is, when the methane content of the
present, ranging from 0% oxygen (100% nitrogen) at point A, to 21% oxygen mixture is between 5.5% at point M, and 9.0% at point N.
(79% nitrogen) at point B. The latter point represents the composition of
atmospheric air. Applying this to the process of inerting a cargo tank prior to cooldown, assume
that the tank is initially full of air at point B. Nitrogen is added until the oxygen

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The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen content is reduced to 13% at point G. The addition of methane will cause the
present, ranging from 0% methane (100% nitrogen) at point A, to 100% mixture composition to change along the line GDC which, it will be noted,
methane (0% nitrogen) at point C. 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
Any single point on the diagram within the triangle ABC represents a mixture point between 0% and 13%, that is, between points A and G, the change in
of all three components, methane, oxygen and nitrogen, each present in specific composition with the addition of methane will not pass through the flammable
proportion of the total volume. The proportions of the three components zone.
represented by a single point can be read off the diagram.

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Theoretically, therefore, it is only necessary to add nitrogen to air when inerting
For example, at point D: until the oxygen content is reduced to 13%. However, the oxygen content is
Methane: 6.0% (read on axis A-C) reduced to 2% during inerting because, in practice, complete mixing of air and
nitrogen may not occur.
Oxygen: 12.2% (read on axis A-B)
Nitrogen: 81.8% (remainder) 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
The diagram consists of three major sectors: 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
1) The Flammable Zone Area EDF. Any mixture whose composition is HDB, which, as before, is tangential at D to the flammable zone, but does not
represented by a point which lies within this area is flammable. 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
2) Area HDFC. Any mixture whose composition is represented theoretical figure to a methane content of 5%, because complete mixing of
by a point which lies within this area is capable of forming a methane and nitrogen may not occur in practice.
flammable mixture when mixed with air, but contains too much
methane to ignite. The procedures for avoiding flammable mixtures in cargo tanks and piping are
summarised as follows:
3) Area ABEDH. Any mixture whose composition is represented
by a point which lies within this area is not capable of forming a a) In practice the tanks and piping containing air are to be inerted
flammable mixture when mixed with air. with inert gas provided by the inert gas generator, as the nitrogen
generator capacity is far too small to inert the cargo tanks, before
admitting methane until all sampling points indicate 5% or less
oxygen content.

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2.2.2 Supplementary Characteristics pool. The cold vapour has a higher density than air and thus, LNG is a mixture of several components with different physical properties,
at least initially, hugs the surface. Weather conditions largely particularly the vaporisation rates; the more volatile fraction of the cargo
determine the cloud dilution rate, with a thermal inversion greatly vaporises at a greater rate than the less volatile fraction. The vapour generated
Introduction lengthening the distance travelled before the cloud becomes non- by the boiling of the cargo contains a higher concentration of the more volatile
flammable. fraction than the LNG.
When LNG is spilt onto water or into the atmosphere, it exhibits the following
characteristics: 2) The major danger from an LNG vapour cloud occurs when The properties of the LNG, ie, the boiling point and density have a tendency to
it is ignited. The heat from such a fire is a major problem. A increase during the voyage.
When Spilt on Water deflagrating (simple burning) is probably fatal to those within
the cloud and outside buildings but is not a major threat to those
beyond the cloud, though there will be burns from thermal Properties of Nitrogen and Inert Gas
1) The boiling of LNG is rapid due to the large temperature
difference between the product and the water. radiation. Nitrogen
Nitrogen is used on board for the pressurisation of the cargo tank wedge
2) LNG continuously spreads over an indefinitely large area, Reactivity and insulation spaces, the purging of cargo pipelines and heaters, boiler gas
and it results in a magnification of its rate of evaporation until

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lines, and Whessoe gauges and for the sealing of the LNG compressors. It is
vaporisation is complete. Methane is an asphyxiant in high concentrations because it dilutes the amount produced by the nitrogen generators, whose principle is based on hollow fibre
of oxygen in the air below that necessary to support life. Due to its inactivity, membranes to separate air into nitrogen and oxygen.
3) No coherent ice layer forms on the water. methane is not a significant air pollutant and, due to its insolubility, inactivity,
and volatility, it is not considered to be a water pollutant. Physical Properties of Nitrogen
4) Under particular circumstances, with a methane concentration
below 40%, flameless explosions are possible when the LNG Nitrogen is the most common gas in nature, since it represents 79% in volume
strikes the water. It results from an interfacial phenomenon in Cryogenic Temperatures of the atmospheric air.
which LNG becomes locally superheated at a maximum limit

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until a rapid boiling occurs. However, commercial LNG is far Contact with LNG or with materials chilled to its temperature of about -160°C At room temperature, nitrogen is a colourless and odourless gas. Its density is
richer in methane than 40% and would require lengthy storage will damage living tissue. near that of air, 1.25kg/m3 under the standard conditions.
before ageing to that concentration.
Most metals lose their ductility at these temperatures; LNG may cause the When liquefied, the temperature is -196°C under atmospheric pressure, density
5) The flammable cloud of LNG and air may extend for large brittle fracture of many materials. In the case of LNG spillage onto the ship’s of 810kg/m3 and a vaporisation heat of 199kJ/kg.
distances downward (only methane when warmer than -100°C deck, the high thermal stresses generated from the restricted possibilities of
is lighter than air) because of the absence of topographic contraction of the plating will result in the fracture of the steel.
Properties of Nitrogen
features which normally promote turbulent mixing.
Behaviour of LNG in the Cargo Tanks Molecular weight: 28.016
When Agitated by Water Boiling point at 1 bar absolute: –196°C
6) For example, if a flange drip tray becomes filled with LNG as When loaded into the cargo tanks, the pressure of the vapour phase is
maintained substantially constant at slightly above atmospheric pressure. Liquid SG at boiling point: 0.8086
a result of a leaking flange, under no circumstances should a
water jet be directed into the drip tray. Such action will cause Vapour SG at 15°C and 1 bar absolute: 0.97
a severe eruption and a rapid expansion/boiling of the LNG The external heat passing through the tank insulation helps generate convection
Gas volume/liquid volume ratio at –196°C: 649
within the tray, resulting in LNG and ice particles being blasted currents within the LNG tank, causing warmer LNG to rise to the surface where
outwards. The LNG should be allowed to boil-off naturally or it then boils-off. The heat necessary for vaporisation comes from the LNG. As Flammable limits: None
the drip tray warmed with water spray on the sides or base. long as the vapour is continuously removed by maintaining the pressure as Dew point of 100% pure N2: Below –80°C
substantially constant, the LNG remains at its boiling temperature.

Vapour Clouds If the vapour pressure is reduced by removing more vapour than is generated, the
1) If there is no immediate ignition of an LNG spill, a vapour cloud LNG temperature will decrease. In order to make up the equilibrium pressure
may form. The vapour cloud is long, thin, cigar-shaped and, under corresponding to its temperature, the vaporisation of LNG is accelerated,
certain meteorological conditions, may travel a considerable resulting in an increased heat transfer from LNG to vapour.
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

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Chemical Properties Avoidance of Cold Shock to Metal 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
Nitrogen is considered as an inert gas; it is non-flammable and without Illustration 2.2.2a Structural Steel Ductile to Brittle Transition Curve of the vessel. In addition, various equipment is provided to deal with any
chemical affinity. However, at high temperatures, it can be combined with other
leakages which may occur.
gases and metals. Notched
bar test
energy The manifold areas are equipped with a stainless steel drip tray, which collects
Hazards absorbed any spillage and drains it overboard. The ship, in way of the manifolds, is
provided with a water curtain from the deck and down the ship’s side with water
WARNING
Ductile supplied from the fire and wash deck main. The deck fire main must always
Due to the absence or to the very low content of oxygen, nitrogen is an fracture be available and the manifold water curtain in operation when undertaking any
Fracture transition
asphyxiant. range (mixed fracture cargo operation. Additionally, fire hoses must be laid out to each liquid dome
appearance)
to deal with any small leakages which may develop at valves and flanges.
In a liquid state, its low temperature will damage living tissue and any spillage Brittle
fracture Permanent drip trays are fitted underneath the items most likely to cause
of liquid nitrogen on the ship’s deck will result in metal failure (as for LNG). problems and portable drip trays are available for any other requirements.

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For a typical mild steel: During any type of cargo transfer and particularly whilst loading and
Inert Gas T1 might be -30;
T2 might be +15. discharging, constant patrolling on deck must be conducted to ensure that no
Inert gas is used to reduce the oxygen content in the cargo system, tanks,
Although this depends leakages go undetected.
piping, void spaces and compressors. This is to prevent an air/CH4 mixture on composition, heat
prior to aeration post warm-up, before refit or repairs and prior to the gassing- treatment etc, the curve
can shift to left or right. In the event of a spillage or leakage, water spray should be directed at the
up operation, post-refit before cooling down.
spillage to disperse and evaporate the liquid and to protect the steelwork. The
leak must be stopped, suspending cargo operations if necessary.
Inert gas is produced on board using an inert gas generator supplied by Aalborg
Industries which produces inert gas at 22,500Nm3/h with a -45°C dew point
In the event of a major leakage or spillage, the cargo operations must be

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burning marine diesel oil. This plant can also produce dry-air at 24,000Nm3/h T1 T2
stopped immediately, the general alarm sounded and the emergency deck water
and -45°C dew point (see Section 4.9 for more details).
spray system put into operation.
The inert gas composition is as follows: Structural steels suffer brittle fracture at low temperatures. Such failures can be
• Oxygen: 0.5% by volume (maximum) 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
• Carbon dioxide: Approximately 14% by necessary to propagate a crack will be insufficient to sustain it when it runs into
volume sufficiently tough material.
• Carbon monoxide: 100ppm by volume
(maximum) Plain carbon structural steels have a brittle to ductile behaviour transition
which occurs generally in the range -50°C to +30°C. This, unfortunately,
• Sulphur oxides (SOx): 10ppm by volume
precludes their use as LNG materials (carriage temperature -162°C). The effect
(maximum)
is usually monitored by measuring the energy absorbed in breaking a notched
• Nitrogen: Balance bar and a transition curve, as shown in illustration 2.2.2a, is typical for plain
• Dew point: -45°C (maximum) carbon steels.

• Soot: Complete absence 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
The inert gas is slightly denser than air: 1.35kg/m3 abt at 0°C. for use in cryogenic situations in general and particularly in liquid methane
carriers, for example, invar (36% nickel-iron alloy), austenitic stainless steel,
WARNING 9% nickel steel and some aluminium alloys such as 5083 alloy. All of these
Due to its low oxygen content, inert gas is an asphyxiant. 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.

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 Bu Samra Cargo Operating Manual

2.3 HEALTH HAZARDS

Illustration 2.3a Methane Safety Card FIRE AND EXPLOSION DATA
Flash Point -175ºC approximately Explosive Hazards
Auto-Ignition Temperature -175ºC approximately Vapour can form a flammable mixture with air which, if ignited,
METHANE/LNG SYNONYMS may release explosive force causing structural damage.
Flammable Limits -5-16% by volume
Appearance: Colourless Carburetted Hydrogen
THE MAIN HAZARD Firedamp
Colour: Very faint, nearly Hydrogen Bicarbide
odourless FLAMMABLE Liquefied Natural Gas
UN Number: 1972/1971 LNG CHEMICAL DATA
Marsh-Gas
MFAG Table: 620
Methyl-Hydride Formula - CH4 Chemical Family - Hydrocarbon
MTH

EMERGENCY PROCEDURES
STOP GAS SUPPLY. Do not extinguish flame until gas or liquid supply has been shut off, to avoid

SAMSUNG
Fire possibility of explosive re-ignition. Extinguish with dry powder, halon or carbon dioxide. REACTIVITY DATA
Cool tanks and surrounding areas with water.
Water, Fresh or Salt - No dangerous reaction; Other Liquids or Gases
Liquid DO NOT DELAY. Flood eye gently with clean fresh water. Force eye open if necessary. Do not rub may freeze to form ice or hydrates No dangerous reaction; may freeze to form ice or hydrates
in Eye the affected area. Continue washing for at least 15 minutes. Obtain medical advice as soon as possible.
Air - No reaction

DO NOT DELAY. Remove contaminated clothing. Flood affected area with water. Handle patient gently.
Liquid
Do not rub affected area. Immerse frost-bitten area in warm water until thawed. Obtain medical advice or
on Skin assistance as soon as possible.

REMOVE VICTIM TO FRESH AIR. Remove contaminated clothing. If breathing has stopped or is weak
PHYSICAL DATA
Vapour

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or irregular, give mouth to mouth/nose resuscitation or oxygen as necessary. Obtain medical advice or
Inhaled assistance as soon as possible
Boiling Point at Coefficient of Cubic Expansion Enthalpy (kJ/kg)
Atmospheric Pressure -161ºC 0.0026 per ºC -165ºC Liquid 29.3 at -165ºC 285.5 at -100ºC
STOP THE FLOW. Avoid contact with liquid or vapour. Extinguish sources of ignition. Flood with large
Vapour 545.1 at -165º 588.3 at -100ºC
Spillage amounts of water to disperse spill, and to prevent brittle fracture. Inform port authorities or coastguard Vapour Pressure Bar (A)
Freezing Point -182ºC
of spill. Relative Vapour Density Latent Heat of Vaporisation
See graph in Figure A1.2
0.55 (kJ/kg)
Specific Gravity See graph in Figure A1.2
Molecular Weight
See graph in Figure A1.2 16.04kg/kmole Electrostatic Generation

HEALTH DATA TVL 1000 ppm ODOUR THRESHOLD 200 ppm

ON EYES.Tissue damage due to frost-bite.

Effect of ON SKIN. Tissue damage due to frost-bite. CONDITIONS OF CARRIAGE
Liquid BY SKIN ABSORPTION. Not absorbed through skin.
BY INGESTION. Not pertinent. No hazard in normal industrial use. Normal Carriage Condition Control of Vapour within Vapour Detection
Fully refrigerated Cargo Tank Flammable
ON EYES. No hazard in normal industrial use. May be tissue damage due to frost-bite. Fully inerted with zero oxygen
Ship Type 2G Gauging Closed or Indirect
content
ON SKIN. No hazard in normal industrial use. May be tissue damage due to frost-bite.
Effect of Independent Tank Required No
WHEN INHALED
Vapour 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

Personal Protection MATERIALS OF CONSTRUCTION

Protective clothing covering all parts of the body, gloves, boots, goggles or face shield,
all insulated against cold temperature attack.
Unsuitable Mild Steel Suitable Stainless steel, aluminium, copper, 9% or 36% nickel steel

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 Bu Samra Cargo Operating Manual

Illustration 2.3b Nitrogen Safety Card

FIRE AND EXPLOSION DATA
Flash Point - Non-flammable Explosive Hazards
Auto-Ignition Temperature - Non-flammable None
NITROGEN SYNONYMS
Appearance: Colourless LN2 Flammable Limits - Non-flammable
THE MAIN HAZARD Liquid Nitrogen
Odour: Odourless NXX
FROST-BITE
UN Number: 1977
MFAG Table: 620 CHEMICAL DATA
Formula - N2 Chemical Family - Noble gas

EMERGENCY PROCEDURES

Fire NOT FLAMMABLE. Cool nitrogen tanks with water spray in the event of fire near to them.
REACTIVITY DATA

SAMSUNG
Liquid DO NOT DELAY. Flood eye gently with clean fresh water. Force eye open if necessary. Do not rub
in Eye the affected area. Continue washing for at least 15 minutes. Obtain medical advice as soon as possible. Water, Fresh or Salt - No reaction; Other Liquids or Gases
nitrogen does not dissolve in water No reaction

DO NOT DELAY. Remove contaminated clothing. Flood affected area with water. Handle patient gently. Air - No reaction
Liquid
Do not rub affected area. Immerse frost-bitten area in warm water until thawed. Obtain medical advice or
on Skin assistance as soon as possible.

REMOVE VICTIM TO FRESH AIR. Remove contaminated clothing. If breathing has stopped or is weak
Vapour or irregular, give mouth to mouth/nose resuscitation or oxygen as necessary. Obtain medical advice or PHYSICAL DATA
Inhaled assistance as soon as possible

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Boiling Point at Freezing Point -210ºC Enthalpy (kJ/kg)
STOP THE FLOW. Avoid contact with liquid or vapour. Extinguish sources of ignition. Flood with large Atmospheric Pressure -196ºC Liquid 30.7 at -196ºC 145.3 at -150ºC
Spillage amounts of water to disperse spill, and to prevent brittle fracture. Inform port authorities or coastguard Relative Vapour Density Vapour 229.0 at -196º 588.3 at - 150ºC
of spill. Vapour Pressure Bar (A) 0.97
Latent Heat of Vaporisation
1.96 at -190ºC 9.87 at -170º Molecular Weight (kJ/kg)
Specific Gravity 28.01kg/kmole 198.9 at -196ºC 72.4 at -160ºC
0.807 at -196ºC Electrostatic Generation
Coefficient of Cubic Expansion None
TVL Simple Asphyxiant Non Toxic 0.005 per at ºC -198ºC
HEALTH DATA ODOUR THRESHOLD Odourless
ON EYES.Tissue damage due to frost-bite.
Effect of ON SKIN. Tissue damage due to frost-bite.
Liquid BY SKIN ABSORPTION. Nil.
CONDITIONS OF CARRIAGE
BY INGESTION. Not pertinent.
Normal Carriage Condition Control of Vapour within Vapour Detection
Fully refrigerated Cargo Tank None required Oygen meter needed
ON EYES. Cold vapour could cause damage. prevent asphyxiation
No
ON SKIN. Cold vapour could cause damage. Ship Type 3G
Gauging Closed or Indirect
WHEN INHALED
Effect of Independent Tank Required No
Acute Effect. Asphyxiation. Headaches, dizziness,unconsciousness or even death could result.
Vapour
Chronic Effect. Nil.

Personal Protection MATERIALS OF CONSTRUCTION

Safety glasses or face shield, insulated gloves and boots. Long sleeves worn outside boots to
shed spilled liquid. Self-contained breathing apparatus where insufficient air is present.
Unsuitable Mild Steel Suitable Stainless steel, copper, aluminium

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Section 3: Integrated Automation System (IAS)

3.1 Cargo Control Room Arrangement

3.2 Integrated Automation System (IAS)

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3.2.1 IAS Overview

3.2.2 IAS Control Station Operation

3.2.3 Extension Alarm System

3.3 Custody Transfer System (CTS)

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3.3.1 Radar Primary System (Radar Gauges and Custody Transfer System)

3.3.2 Float Level Gauge

3.3.3 Independent High Level Alarm System

3.3.4 Trim and List Indicator

3.3.5 Loading Computer

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 Bu Samra Cargo Operating Manual

Illustration 3.1a Arrangement of Cargo Control Room

13
12
14

Cargo Control Room 27 15

11 24 16
25 23 22 21 20 19

17
10
18
* CO2
5kg
35

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27 27 27 27 Conference Room

26
28
27
10
29
Telephone Booth
30 39 30
1
7

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8 6 2
8
5 3
CO2 32 31
34 33
5kg
9 16
36

Key
1 - UHF Onboard Comms. System Cabinet 13 - Barometer 25 - Cargo Control Console
2 - Desk with Network Computer 14 - Dry Powder Control Panel 26 - Non-Skid Type Rubber Matting
3 - Network Computer Printer 15 - Sofa 27 - Revolving Armchair
4 - General Arrangement Wall Plan 16 - Whiteboard 28 - Docking Wall Plan
5 - Network Monitor and Keyboard 17 - Coffee Table 29 - Noticeboard
6 - F77 Telephone 18 - Table 30 - Drawing Locker and Cupboards
7 - Load Computer Printer 19 - No.1 Cargo Control Console 31 - IAS Alarm Printer
8 - Printer Table 20 - No.2 Cargo Control Console 32 - IAS Hard Copier
9 - Capacity Wall Plan 21 - No.3 Cargo Control Console 33 - IAS Log Printer
10 - 2W Volume PA Speaker 22 - No.4 Cargo Control Console 34 - Ballast System Wall Plan
11 - Package Air Conditioner 23 - No.5 Cargo Control Console 35 - Fire Extinguisher
12 - Electric Clock (Slave Clock) 24 - 50” Plasma Screen 36 - Telephone Buzzer

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 Bu Samra Cargo Operating Manual
3.1 Cargo Control Room Arrangement • Monitor for mooring tension system with keyboard and mouse
• General alarm emergency pushbutton
Introduction • Gas combustion unit emergency stop pushbutton
• ES4A and ES4B emergency stop pushbuttons
The cargo control room (CCR) is situated on the port side of deck level C on
the forward side of the accommodation block and has a forward facing view • ES6A emergency stop pushbutton
over the cargo tanks. Here all the necessary equipment and controls are located • ES6B emergency stop pushbutton
to permit the centralised supervision of cargo operations during the loading and
discharging of a cargo. • Fire alarm pushbutton

The main control console is shown in illustration 3.1b and contains a number Also located in the CCR but not fitted on the main console are the following
of workstations which are used for the operation of the cargo machinery and items:
associated equipment through the IAS. The workstations are complete with • Dry powder control panel
annunciator keyboard, trackball and colour flat screen monitors.
• Package air conditioning unit

SAMSUNG
The console also contains the following equipment: • IAS log printer
• 50” plasma screen • IAS hard copier
• CCTV speaker • IAS alarm printer
• IAS alarm buzzer • Network computer, monitor and keyboard
• CCTV monitor (incorporated in the IAS monitors) • Network computer printer
• IAS operator stations with LCD monitors • Load computer printer

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• LCD monitor for machinery monitoring with keyboard and • Printer table
trackball
• PA speaker
• Receiver for cargo tank level gauging system
• Barometer
• Wind speed/direction indicator
• Electric clock (slave clock)
• Ship/Shore link selection switch and status lamps
• Sofa
• ESDS switches (test, reset, cancel)
• Coffee table
• Pneumatic pressure setting switch
• Work table
• Liquid type inclinometer
• Smoke/heat detectors
• UHF station
• Non-skid type rubber matting
• VHF station and handset
• Revolving armchairs
• No.3 VHF station and handset
• Drawing locker
• Auto telephone
• Whiteboards
• PABX telephone
• Noticeboards
• Common battery telephone
• Framed ship’s plans
• Telephone directory
• F77 sat phone
• Hotline telephone
• External speaker for hotline telephone
• PA remote controller
• Monitor for loading computer with keyboard and mouse

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 Bu Samra Cargo Operating Manual

Illustration 3.1b Cargo Control Room Console

48 48
50
32 31 36 37

49 49

12 19
9

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4 24 42 45
1 20 30 35
51
8 11 21 23
22
FIRE
BREAK GLASS

29
7 18 25 27 41
3 10 34 39
26 40
5 6 28 43 46
2 13 14 15 16 17 33 38 1 2 3

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4 5 6
7 8 9

* 0

44 47

Key
1 - Machinery Monitor Station 1 Monitor No.1 14 - ES4A Emergency Stop Pushbutton 27 - Hotline Telephone 40 - Telephone Directory
2 - Operator Station Keyboard 15 - ES4B Emergency Stop Pushbutton 28 - PA Remote Controller 41 - Auto Telephone
3 - Trackball for Machinery Monitoring 16 - ES6A Emergency Stop Pushbutton 29 - External Speaker for Hotline Telephone 42 - Loading Computer Monitor
4 - Machinery Monitor Station 1 Monitor No.2 17 - ES6B Emergency Stop Pushbutton 30 - Cargo Monitor Station 1 Monitor No.1 43 - Keyboard for Loading Computer
5 - Operator Station Keyboard 18 - PABX Telephone 31 - Cargo Monitor Station 1 Monitor No.2 44 - Keyboard Mouse
6 - Trackball for Machinery Monitoring 19 - Ship/Shore Link Selection Switch 32 - Cargo Monitor Station 1 Monitor No.3 45 - Mooring Tension Monitor
7 - UHF Radio 20 - Ship/Shore Link Status Lamps 33 - Operator Station Keyboard 46 - Keyboard for Mooring Tension Monitor
8 - Fire Alarm Pushbutton 21 - ESDS Manual Switch 34 - Operator Station Trackball 47 - Keyboard Mouse
9 - Receiver for Cargo Tank Level Gauging System 22 - ESDS Switch (Test, Reset, Cancel) 35 - Cargo Operator Station 2 Monitor No.1 48 - CCTV Speaker
10 - No.3 VHF Handset 23 - Lamp Test 36 - Cargo Monitor Station 2 Monitor No.2 49 - IAS Alarm Buzzer
11 - General Alarm Emergency Pushbutton 24 - Pneumatic Pressure Setting Switch 37 - Cargo Monitor Station 2 Monitor No.3 50 - 50” Plasma Screen
12 - Windspeed/Direction Indicator 25 - Common Battery Telephone 38 - Operator Station Keyboard 51 - Inclinometer
13 - Gas Combustion Unit Emergency Stop Pushbutton 26 - VHF Handset 39 - Operator Station Trackball

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 Bu Samra Cargo Operating Manual

Illustration 3.2.1a IAS Main Menu

SAMSUNG
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 Bu Samra Cargo Operating Manual
3.2 Integrated Automation System (IAS) The IAS is manufactured by Honeywell under the Experion PKS (Process and the process is via trackball and/or keyboard. The system uses a Windows
Knowledge System) trademark and has an architecture that is fault tolerant. The style screen environment.
3.2.1 IAS Overview system incorporates a control network that interconnects various stations such
as control processors, application processors and application workstations. Each operator station connects independently to the network, ensuring that the
loss of any one operator station does not affect the operation of any of the other
IAS Equipment The IAS is interfaced with several other ship’s systems. From the cargo system stations connected to the network.
Manufacturer: Honeywell server cabinet C8 the following systems are interfaced:
Model: Experion PKS Ship specific graphic displays (system mimics) of various systems and items
• Custody transfer system (CTS)
of machinery assist the operator to understand the process which is being
• Loading computer monitored or controlled.
Introduction • Float level gauging system
Every measuring point and control element is represented in the process images
• Gas detection and sampling system by an icon. These icons are self-explanatory symbols which roughly follow
All the vessel’s principal items of machinery and cargo equipment are
continuously and automatically supervised by the Integrated Automation • Gas combustion unit accepted piping and machinery standards, eg, valve symbols. The symbols as
System (IAS). they appear on the screen mimics are explained in Section 3.2.2, IAS Control

SAMSUNG
• Nitrogen generation system
Station Operation.
The IAS consists of a network of operator stations, servers, process stations, • Inert gas (IG) system
input/output units and control stations, connected by a redundant data bus, Access to the various ship’s systems is strictly controlled by a password
• Remote sounding system
enabling the operators to monitor and operate the majority of the ship’s protected control request function. System parameters are also protected by a
machinery or the main items of cargo equipment from single operator stations • Hull stress monitoring system hierarchical access scheme, preventing the changing of system set points and
located in the cargo control room (CCR) and engine control room (ECR). • Integrated navigation system values.

• Bridge watch alarm system

The system enables monitoring, supervision, operation and control of the Experion PKS Controller

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important plant on board the vessel. Equipment such as the main engines, • No.1 and No.2 voltage frequency system
diesel generators, valves, pumps, cargo compressors, etc, are all covered to The Experion PKS controller features include the following:
different levels of automation and supervision. From the machinery system server cabinet (M6) the following systems are • Process controller for integrated process and discrete control
interfaced:
• PC-based supervisory control
The basic functions of the system include: • Shipboard management system (SMS)
• Process simulation system
• Process and system monitoring • Ship performance monitoring system
• Experion software
• Event logging and monitoring • Voyage data recorder (VDR)
• Process control networks
• Control functions (motor control, valve control and PIDs) • Bridge manoeuvring system
• Fire detection system The CEE (Control Execution Environment) is the foundation of the system and
The system layout and architecture is shown above in illustration 3.2.1a. The
provides dedicated function blocks to cover all of the control requirements for
system is made up of two distinct parts, one part provides the operators with
The IAS has four power supply cabinets, two are located in the EER and the continuous processes, discrete operations, and machine control applications.
display and operating facilities and the other part is used for the processing
other two are in the ECR. Both have dual 440V AC power supplies, one from The control functions are provided through a library of block types called
of the collected information, and the transmission of control/supervision
the main switchboard and one from the emergency switchboard. Details of the Function Blocks (FBs). The strategies are built and configured using a
commands via the in/out modules.
origin of these supplies are detailed in Section 2.13 of the Machinery Operating graphical engineering tool called ‘control builder’. The supervisory system is
Manual. The system also has UPS back-up via the same cabinets, with No.1 integrated with the CEE based architecture and includes the following:
The main system cabinets containing the servers, power supply and distribution
units, input/output modules, etc, are located in the electrical equipment room UPS C5 in the EER backed-up by UPS-1 battery in the navigation deck UPS • Integrated Database – The control builder configuration
(EER) on A deck, the ECR on the 2nd deck and in the cargo motor room (CMR). battery room, and No.2 UPS M3 in the ECR backed-up by UPS-2 battery in includes information for both the control environment and
Further Remote Input/Output (REM I/O) stations are located throughout the the UPS battery room on the upper deck. the Experion server. The information is entered once and not
vessel in switchboard rooms and motor/compressor rooms fairly close to the repeated in several databases.
actual equipment being supervised. The Man Machine Interface - the Operator Stations • Integrated Alarms and Events – All of the alarms are
The interfacing between man and the machines (the operator and the equipment configured by the control builder and recorded in the event
The details of the system’s UPS units and power supplies are not shown above system. The alarms are then acknowledged by the operators via
in the illustration for clarity, however, the power supplies are described further to be operated) is carried out by a computer supported operating and monitoring
system. The process is operated by means of limit values, parameters and one of the IAS workstations.
on in this section.
control commands from operator stations. Communication between the user

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 Bu Samra Cargo Operating Manual

Illustration 3.2.1b IAS System

Wheelhouse Cargo Control Room (Cargo Handling System) Battery Room Engine Control Room (Machinery Handling System) Battery Room

CCTV 50 Inch Operator Station 2 Operator Station 1 Copy Printer No.1 Battery Operator Station 4 Operator Station 3 No.2 Battery
(19 Inch LCD) Display Panel (23 Inch LCD) (23 Inch LCD) (23 Inch LCD) (23 Inch LCD)
CCTV2 CCTV1 CCTV2 CCTV1
(23 Inch (23 Inch (23 Inch (23 Inch
LCD) LCD) Alarm Printer LCD) LCD)
Wheelhouse Engine
VDU Console Monitoring VDU Equipment Monitoring VDU
(23 Inch LCD) (23 Inch LCD) Room (23 Inch LCD)
Log Printer IAS IAS
UPS No.1 UPS No.2
Log Printer Alarm Printer Copy Printer

FTE FTE
HUBS HUBS

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Fibre-Optic Cable
CCTV Electric
Cameras Equipment
Room
Cargo Motor
CAB C8 CAB C7 CAB C6 CAB C5 CAB C4 CAB C3 CAB C2 CAB C1 Room Cryostar CAB M1 CAB M2 CAB M3 CAB M6 CAB M5 CAB M4
Server (A) PDU (S) Ext. Alarm C200 C200 C200 PDU (P) DVM-Server Server (B) PDU (P) C200 PDU (S) C200
CPM 13 CPM 11 CPM 09 HUB CPM 19,21 CPM 23
Extension RE-LI RE-LI
Alarm Panels
CAB R1 CAB R2
CPM 15 CPM 17

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1 PS PS PS PS

2 PS PS PS PS PS PS

Operator
Station
3 PS PS PS PS

REM-I/O-ER-FC REM-I/O-ER-GE(S)
to 18 Cargo Compressor
Room
REM-IS-PW-4P REM-IS-PW-5S
REM-IS-HD2
Chassis Chassis
Serial Interface for Cargo Process Cargo
- Custody Transfer System Compressor REM-I/O-ER-2A REM-I/O-ER-GE(P) REM-I/O-ER-FP
- Loading Computer Series H Series H Room
Series H
- Float Type Level Gauge System REM-IS-PW-2P REM-IS-PW-3S REM-I/O-B0 REM-IS-CB
- Gas Detection and Sampling System REM-IS-VAP
Chassis Chassis Chassis
- Gas Combustion Unit
- Nitrogen Generation System REM-I/O-ER-4P REM-I/O-ER-4S Serial Interface for Machinery Process
- Inert Gas Generation System Series H Series H Series A Series H - Shipboard Management System
- Remote Sounding Series H
REM-IS-HD1 REM-IS-PW-1S REM-I/O-NC1 REM-IS-BC1 - Ship Performance Monitoring System
- Hull Stress Monitoring System - Voyage Data Recorder
- Integrated Navigation System Cargo Motor Room Chassis Chassis
- Bridge Manoeuvring System
- No.1 Voltage Frequency System REM-IS-MTR REM-I/O-ER-FS - Fire Detection System
- No.2 Voltage Frequency System Series H Series H Series A Series H
- Bridge Watch Alarm System Machinery
REM-I/O-NC2 REM-IS-BC2
Switchboard
Cargo Switchboard Chassis
Series H REM-I/O-LC1 REM-I/O-LM1 REM-I/O-LM2
REM-I/O-LC2
REM-IS-ER-FF Chassis Series A Series H Chassis Chassis
Key Chassis REM-I/O-HC1 REM-I/O-HM1 REM-I/O-HM2
Fibre-Optic Cable REM-I/O-HC2
Series H
C-Net Cable Chassis Chassis Chassis
Chassis

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 Bu Samra Cargo Operating Manual
Control Functions Standard features of SCMs include abnormal handling and providing an IAS Power System
alternative sequence for abnormal conditions. Abnormal handlers support
The CEE supports a large number of function blocks and is the common The power distribution systems are located in cabinets C2 and C7 in the EER
restart facilities, restarting the sequence from the position it was left or any
core software used in the various controllers supported by Experion PKS. and cabinets M2 and M5 in the ECR. These are fed with 440V AC mains and
other step the process requires to continue. Standard abnormal handlers include
This includes the C200 controller, the application control environment (ACE) emergency supplies and are backed-up by the two UPS units and batteries.
checking, interrupt, restart, hold, stop and abort. Each sequence supports up to
and the C200 simulation environment (SIM-C200). The CEE provides an The power distribution systems provide 220V AC to the servers, C200 control
50 parameters.
execution and scheduling environment in which the user-configured control power distribution units, printers and operating stations.
modules and sequential control modules execute. It also provides a layer used
Control builder uses icons to represent control blocks, which can be connected
to communicate between controllers. They also provide 24V DC power to the remote I/O units via four 220V
together using simple point and click techniques. Control drawings can be used
AC/24V DC transformer-rectifier units located in cabinets C2R, C7R, M2R
on-line to monitor control execution and make changes to control parameters,
and M5R. Each system power supply has outputs that will raise an alarm in the
C200 Controller Redundancy thereby simplifying the control strategy. Control drawings are also accessible
event of AC power loss, DC power loss, improper charge of battery, or battery
If failure of the primary C200 controller is detected (by the system diagnostics to the operator via detail displays.
failure.
that are continually operating), the back-up C200 controller automatically
takes over and the operator is notified by a system alarm. The primary and The ‘control builder’ also supports hierarchical building that enables nesting
of control modules regardless of their controller assignment and the creation IAS UPS Units
secondary C200 controllers are located separately to maximise control function

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availability. of projected parameters. These are FB parameters which are promoted to the Manufacturer: Hyun Jin Co., Ltd.
boundary of the control module with a user-defined name. These parameters
Type: HJ-4000
are used to make connections between control modules and/or FBs. It also
Field Termination Assemblies provides the configuration engineer with the ability to organise the control in Rating/capacity: 20kVA at 220V AC
All connections to and from the process are made to Field Termination a more process-orientated way. Projected parameters can be defined without Input voltage: 440V AC (normal and emergency feeds)
Assemblies (FTAs). The FTAs are connected to the I/O processors by cables immediately resolving the source parameter. This supports a ‘top-down’
that can be up to a maximum of 50 metres in length. implementation. In a top-down design, the overall control strategy is defined on
a high level with minor detail. Once the overall strategy is defined, more detail Batteries
is added to the underlying control modules.

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Input/Output (I/O) Functions Manufacturer: Exide
Rating/capacity (each): 220V AC, 20kVA, 30 minutes
The I/O processors, in conjunction with Field Termination Assemblies (FTAs), Control builder also supports a multi-user environment. The function provides
perform all of the input and output scanning and processing on all the system remote access to engineering databases across any media capable of TCP/IP Type: Valve regulated lead acid
inputs/outputs. A redundant I/O link is standard for added security. Input/ and UDP/IP communication. For maximum security, access is password Model: ES100 Ah
output processing is performed separately from control processing functions protected. Multiple users can have the same chart open, with full write access Voltage (nominal): 192V DC, 16 x 12V DC
so that the scan rates are independent of the I/O quantity, controller loading, to the first user who opens a chart. When multiple users open a screen mimic Total number of cells: 16
processing, and alarming. This partitioning allows for more efficient use of the for monitoring, all users can change controller values based on their security
control processor capability and for future integration of additional processor level.
The two UPS units have normal (mains) and emergency supplies; in the event
types.
of loss of the main 440V supply, the emergency 440V supply will be used.
The field-bus configuration tools integrates the controller with field bus devices
In the event of a loss of both the main and emergency supplies, the 16 x 12V
and key features include:
Control Strategy battery bank will be connected and will supply the IAS system consumers with
• Communication from the Experion server. 220V AC via the UPS inverter/transformer.
Control strategies are built using the ‘control builder’ which is a graphical
tool that supports the CEE of the processor. It allows for system design, • Block and device tag and address setting.
documentation and monitoring, and also provides comprehensive handling of
• An easy to use graphical environment for creating linkages and
the various inputs/outputs. In addition, the control strategy covers continuous,
loops.
logic, motor, sequential, batch and advanced control functions through a library
of Function Blocks (FBs). Function blocks are basic block types provided • Configuration of hardware information, network addressing,
to perform different control functions. Each block supports parameters that linking device paths, device descriptions, and the base directory
provide an external view of what the block is doing. The FBs are grouped to store device information.
together and contained in Control Modules (CMs), or in the case of sequential
FBs, Sequential Control Modules (SCMs). CMs and SCMs act as ‘containers’ Physical Characteristics
for function blocks. This is a tool for creating, organising and checking out
control strategies. The high performance process manager consists of redundant high performance
process manager modules, I/O processors, associated card files, field termination
assemblies, and a redundant power assembly mounted in a cabinet.

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 Bu Samra Cargo Operating Manual

Illustration 3.2.2a IAS Integrated Keyboard

MACHINERY CARGO
SAFETY MACHINERY CARGO
MAIN
SYSTEM SYSTEM
SYSTEM
SYSTEM
SYSTEM
SYST CONS RECRD FAST CANCL PRINT PRINT SYST
STATUS STATUS
PRINT LOAD
STATS STATS DISP TREND MENU

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FIRE DETECTION
SUMMARY
FIRE & DECK
WASH SYSTEM
E/R WATER MIST
FIRE FIGHTING
FIRE BILGE & GS
PUMPS E/R
E/R FOAM, DK
DRY POWDER &
CARGO FAN
CONTROL
MACHINERY FAN
CONTROL
QC VALVES &
FIRE DAMPERS
E/R OIL MIST
DETECTOR
CARGO GAS
DETECTION
GROUP DETAIL 7 8 9 MAN AUTO NORM
NOVEC1230

UNIT
SAFETY
MAIN
ENGINE
ELECTRICAL
MACHINERY
DUTY TREND
TREND 4 5 6 SP OUT

FUEL OIL LUB OIL COOLING

WATER
COMPRESSED
AIR
STEAM BATCH GO TO 1 2 3

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ENVIRONMENT IAS
AUX RUN SCHEM HELP . 0
SYSTEMS HOURS

! “ \ $ = & * < > ?

DISP HOUR
CCTV
SET AVG ENTER
Q W E R T Y U I O P
PRIOR ASSOC CLR
SAFETY CARGO RELIQ CARGO
DISP DISP ACK SIL ENTER
SELECT
DUTY

A S D F G H J K L
DISP DISP ALM
COMPRESSOR INSULATION NITROGEN COFFERDAM BALLAST MSG ALM
HOUSE GENERATOR HEATING BACK FWD ANNC
SUMM SUMM TAB
SP Z X C V B N M UNIT
AUX PAGE PAGE MSG MSG
INERT GAS BILGES IAS ALPHA ALM
SYSTEMS BACK FWD CONFM CLEAR SUMM
SHIFT

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 Bu Samra Cargo Operating Manual
3.2.2 IAS Control Station Operation Process Graphics Lower - Pressing this lowers a parameter value (F10).
Process schematics are used to indicate the detailed information of a particular
Introduction equipment or process, and the equipment symbols and process data are Enter - This is the enter button and pressing it accepts the newly entered
programmed to accurately reflect the equipment or process condition. value (F11).
The graphic displays are shown on the monitor of the operator stations. These
displays show all or part of a system or process using standard symbols to Screen Mimic Symbols Cancel - Pressing this cancels the newly entered value and returns it to
represent the actual plant, equipment, valves, motors, etc. Events such as its original value.
alarms and messages are also shown on the displays. The graphic components used in the mimics are as follows. The (F?) numbers
refer to short-cuts to these screens if using the operator’s keyboard in the recess Enable/Disable - This enables/disables an associated point. A point is
The operator panel is used to interact with the display and control the process. immediately below each workstation. typically disabled when performing maintenance tasks to prevent misleading
This is achieved by the use of the trackball and buttons to point and click on alarms being generated.
symbols and menus. System Menu - Calls up the main system menu (F1).
Detail/Search - This button performs one of two tasks depending on
Alarm Summary - This symbol calls up the alarm summary which the context. If an alarm or object is selected on the current display, clicking
Display Layout

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provides a one line description of every alarm (F3). the button calls up the associated point detail display. If nothing has been
The illustration shown in illustration 3.2.1a shows the opening screen when selected on the current display however, clicking the button calls up the search
the system is switched on and the display layout for controlling and monitoring Acknowledge/Silence Alarm - This acknowledges the most recent or display, which will allow the operator to search for system items such as points,
the process via the IAS workstations. The upper section, as shown on a typical selected alarm (F4). operators and so on (F12).
screen in illustration 3.2.2b, contains the display call-up buttons and two lines
for alarm display for the latest two alarms activated. The screen also shows Associated Display - This calls up the display associated with the object Zoom - This changes the magnification of the displays.
the display file name and the display title. The lower zone is reserved for a that is in alarm, or the selected object (F2).
faceplate that manipulates controllers. Pumps and switches appear on this Command - Commands are typed in the text field. The command
area when an operator selects the desired object for control using the trackball Call-up Display - This calls up the specified display. To call up a display, zone also retains a history of previously selected displays; the operator can

QGTC
and clicking on the graphic display area. The other display area is the process click the button, then type the display’s name/number and press ENTER. return to a display by choosing from the list.
display area for monitoring and controlling valves, pumps, process numeric (F5).
values, process lines and equipment etc. Alarm - This indicates whether there are any alarms present
When configuring a system, the operator normally links related and their status:
Each LCD screen has a workstation for operator interface and each customised displays in a chain so that the operator can quickly call up the next or previous
graphic can be assigned to an integrated keyboard button as shown in illustration • Blank - There are no alarms present.
display. Page Down - calls up the next display in the current chain while
3.2.2a. Using these buttons is the easiest and quickest way of accessing the Page Up - calls up the previous display in the current chain. • Flashing red - There is at least one unacknowledged alarm
graphics for the operator’s convenience. present.
Navigate Back and Navigate Forward - These enable the • Red (not flashing) - There is one or more alarm present but they
Type of Window Displays operator to move backwards and forwards between the displays that have been have all been acknowledged.
previously called up. Pressing the arrow keys to the right of these buttons
allows the operator to view a list of displays previously viewed. Click the field to call up the alarm summary which will then list each alarm.
Overview Graphics
Overview graphics for a particular process are generally used for providing Reload Page - Pressing this button will reload the current display. System - This indicates whether there are any system
the necessary overview of the process information, along with the display of alarms present and their status:
the critical process parameters. From the overview graphics, navigation targets Trend - This button calls up the specified trend display. To call up a
can be set to call up a detailed process screen for any particular equipment or trend, click this button, then type the trend number required and press ENTER. • Blank - There are no alarms present.
process. (F7). • Flashing cyan - There is at least one unacknowledged alarm
present.
Guidance Graphics Group - This button calls up the specified group detail display. To call
• Cyan (not flashing) - There is one or more alarm present but
up a group, click the button, then type the group number and press ENTER.
Guidance graphics are generally provided to provide guidance information for they have all been acknowledged.
(F6).
sequence operating including valve operation for loading, unloading, inerting
and system line-up etc. They are also used to navigate to the particular graphic Click the field to call up the alarm summary which will then list each alarm.
Raise - Pressing this raises a parameter value (F9).
screen. A target will be provided on every screen to navigate to the related
graphics.

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Illustration 3.2.2b Cargo IAS System Screen Shots (i)

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 Bu Samra Cargo Operating Manual
Related Display Titles File Name Display Title Ships Clock Related Display Titles
Compressor Symbol

C19 Pressurisation System C20 N2 GENERATOR 5:56:00 PM

ALARM
Run - Green
! 17:00 00 MM433 OFFNRM H00 ECR ALARM OUTPUT

! 17:00 00 CL054 BAD PV H00 VAPOUR PRESSURE ABSOLUTE PRESSURE NaN kPa A Piping Diagram
Stop - White
Standby/Ready/Automatic - Yellow
Alarm - Red
Previous Page Alarm Window Next Page
Note: If the pumps, fans or compressors are equipped with local/remote
Previous Page - If the operator clicks on this button using the trackball, the Numeric Variables facilities, a rectangle box will be located next to the icon. If switched to
previous page of the display will be called up. remote operation, the box colour will be changed to green, but when switched
On each of the screen mimics in the graphic display area there are shown a
number of boxes that display process values or set points. These have different to local or isolated the box will be grey in colour.
Related Display Titles - Each display has six sets of related display buttons
functions and use different coloured text in the boxes. Immediately outside
so the operator can launch to the associated display(s) by clicking on one of
each box, the unit of measurement such as bar, °C, is displayed. The colours Hydraulic Remote Control Valve (On/Off) Symbol
these buttons.
and functions of these boxes are detailed as follows:

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Open - Process line colour
Display Title - The display title allows the operator to view the description of
Set Point (SP) - The set point will be displayed and coloured Closed - White
the display
cyan in the box with a maximum of six digits including the sign and decimal Moving - Flashing process line colour
point.
Alarm Window - The alarm window will display the latest two process alarms,
but can display the ten latest alarms by using the scroll button to scroll down. Hydraulic Remote Control Valve (Proportional) Symbol
Process Variable (PV) - The process variable will be displayed
When a new alarm occurs this window will show the alarm priority, its name,
in the box with a maximum of six digits including the sign and decimal point. Open - Process line colour
description and the alarm set point. If the alarm is not acknowledged the alarm
The normal colour for the text will be green, but if the item is in alarm the text Closed - White
priority will flicker. To acknowledge the alarm there are two ways to proceed.
will be red and blinking for an unacknowledged alarm or continuous red for an

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Either call up the alarm summary display by pressing the ALM SUMM key on Moving - Flashing process line colour
acknowledged alarm. If the text is steady state blue, the alarm is in repose.
the operator keyboard or click the alarm window by the trackball and press the
ACK key on the operator keyboard. Left-clicking on the alarm being displayed Pneumatic Control Valve Symbol
Output Variable (OP) - An output variable will be displayed
and then right-clicking brings up the following:
and coloured yellow in the box with a maximum of six digits including the
Output > 0 - Process line colour
• ACKNOWLEDGE ALARM - Pressing this will accept the sign and decimal point.
Output < 0 - White
active alarm.
The pipelines are shown in varying thicknesses, with the heavy lines showing
• DETAIL DISPLAY - Pressing this will take the operator to that Manual Valve Symbol
the main lines and the narrower lines the smaller secondary pipelines. The
alarm channel.
instrumentation and control lines between the graphic display windows and
• ASSOCIATED DISPLAY - Pressing this will take the operator the control valves are shown as green or yellow dotted lines. The graphic Open - Process line colour
to the mimic screen associated with that alarm. components used in the mimics are as follows: Closed - White

Next Page - If the operator clicks on this button using the trackball, the next Check Valve Symbol
Pump Symbol
page of the display will be called up.
Colour - Process line colour or black
Run - Green
Filename - The Filename shall view the name of the display. Condition - None
Stop - White
Standby/Ready/Automatic - Yellow
Ship Clock Indication - Displays ship’s time that comes from the ship’s Alarm - Red Valves for Overview Display
chronometer.
Open - Process line colour
Piping Diagram - Displays the associated shipyard pipeline diagram for Fan Symbol
Closed - White
reference.
Run - Green
Stop - White Changeover Switch
Standby/Ready/Automatic - Yellow
Alarm - Red Item selected - Foreground colour green

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Illustration 3.2.2b Cargo IAS System Screen Shots (ii)

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QGTC

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 Bu Samra Cargo Operating Manual
Indication Lamp The faceplate window shows the item’s tag name and information along with a System Mimics
description and detail, usually with a bar graph or an operating symbol.
Pressing the button on the keyboard of the system to be viewed will bring that
Normal condition - Green (equipment in remote) system up on the IAS monitor. From here it will be possible to see the operating
Local condition - Grey Any available modes can be changed from this window, such as manual/
system pressures and temperatures as well as the position of remotely operated
automatic, etc. Operating parameters can also be adjusted by clicking on the
valves. It will also be possible to start and stop pumps, but only if they have
parameter target window, entering the new data using the numeric keyboard
Graphic Operation Procedure been switched to REMOTE/IAS at their individual starter panels. This may be
and confirming by pressing ENTER.
on a local group starter panel or on the main switchboard.
Operation Via Graphic Display
The type of control operation could be any of the following:
For the operation of the equipment from the graphic display, the operator must If the equipment is fitted with remotely operating actuators or starters
first select the desired object by clicking on the object using the trackball and • Controller for analogue control the operator will then be able to control them in accordance with their
cursor. The display for the manipulation will then appear on the display of the requirements.
• Changeover switch
screen and this is called a ‘Faceplate’. A typical faceplate is displayed below:
• Numeric setting value This is achieved by left-clicking on the valve or pump icon etc, and using
• Valve open/close or adjust the windows that subsequently appear on the screen. A typical example of
Illustration 3.2.2c Controller Faceplate

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this would be the fuel oil system, where the intention may be to transfer oil
• Motor operation from one tank to another. The engine room HFO transfer pumps do have an
automatic facility fitted so the operator can activate this by selecting the pump
pms1_ai_406 The red dot is displayed on the main display object to identify which items using the trackball and left-clicking on the pump icon.
have a faceplate. The dot for identification is shown as below:
A window for the manual operation of the pump will also appear which
Tag Name PMS1_AI_406 provides the operator access to control options on a further window that will
allow the pump to be manually started and stopped if so required. Clicking on
TG1 VOLTAGE Description the appropriate command in each window will set the pumps and the system

QGTC
for automatic transfer of HFO, with the pump starting and stopping on the level
When a display object with a red dot is trackball-clicked, the object selected switch commands from the selected HFO settling tank.
will invoke the ‘faceplate’ and a white box will flash on and off so that the
10000.00 operator does not get confused as to which is the current active object. Other systems are similar to this, although some of the commands may be
more straightforward and require the operator to select either open or close for
Graphic Display Call-Up Procedure a valve or start and stop for a pump etc. The system is essentially ‘windows’
VOLT based and is user friendly and easy to navigate around.
The operator can call up a graphic display by using one of the following two
methods:
If the operator hangs the cursor over an icon and right-clicks, a different type of
• Direct from the dedicated keyboard as detailed in illustration window will appear. This will provide access to selections such as raise, lower,
0.00
3.2.2a. The displays are assigned to one of the special keys on enable/disable, detail, group, trend, associated display, manual, automatic and
the operator keyboard and the operator can call up the required normal. Some of these may not be active, in which case they will be greyed
screen mimic by pressing the relevant button. out and access not possible. Others are usually different ways of getting to
• By the selection of associated display button. The title area of the same windows that are available through the main screen mimics. If the
the display has six associated display buttons that can call up operator presses the DETAIL icon, a screen showing the software details for
SP 0.00 EU
related graphics by clicking with the trackball. the chosen piece of equipment will be displayed. The screen that appears will
PV -1.00 EU Parameter Change show tabs on the top of the page that can include main, loop time, set point, PV
& OP, alarms, connections and chart. Depending on which piece of equipment
OP 0.00 % Operator Entry Panel Keyboard (OEP) is selected will determine how many of these tabs appear on the top of the page.
By selecting the ALARMS option the operator will be able to see the set points
MD MAN Mode Change
The operator entry panel keyboard is as shown in illustration 3.2.2a and is of the upper and lower alarms for that alarm channel if they exist. If a set point
the main interface between the operator and the IAS. The OEP is split into has not been programmed in, the abbreviation NaN will be shown.
two distinct sections, with the left-hand side being dedicated to the display of
system mimics on the IAS monitors, and the right-hand side being used for There are numerous mimics available in the CCR through this side of the
standard displays and inputting functions. operators keyboard and these are detailed as follows:

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Cargo Control Room
This confirms any messages. Pressing this button will set the mode of the selected point to manual.

Safety Systems (Red Keys)

Pressing this calls up the message summary display which will show any Pressing this button will set the mode of the selected point to automatic.
• Fire detection summary messages from sequence programs.
• Fire and deck wash system Pressing this button will set the mode of the selected point to normal.
• Engine room water mist fire fighting systems Pressing this clears the displayed message.

• Fire, bilge and GS pumps in E/R Pressing this button will show the set point of the selected object.
This provides an alarm summary page with the alarms being listed with
• E/R foam, deck dry powder and NOVEC fire fighting
a one line description.
systems Pressing this button will show the operating point of the selected object.
• Cargo fan control
Pressing this button provides an alarm summary display.
• Machinery fan control This button raises the value of the selected object by 1%.

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• Emergency quick-closing valves and fire dampers Pressing this button enables/disables the state of the selected point. The This button raises the value of the selected object by 10%.
• Engine room oil mist detection system point toggles each time the button is pressed. This key should not be used
unless directed to do so by a systems or application engineer.
• Cargo gas detection
This button lowers the value of the selected object by 1%.
• Safety
Pressing this provides the operator with access to the list of tools and
displays that are available on the workstation. This button lowers the value of the selected object by 10%.
Cargo Systems

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• Cargo system - Orange Key Pressing this will send a print command for the active trend. This button clears an incorrect operator entry.

• Nitrogen generator system - Burnt Orange Key

Pressing this will send a print command for the current display. This button selects the highlighted item from the screen display.
• Inert gas system - Burnt Orange Key
• IAS system - Burnt Orange Key
This button has not been configured and is not active. These are the mode combination buttons. Select the down arrow key to
• Cofferdam heating - Blue Key display the available modes for that controller. Use the up and down tab keys
• Ballast system - Green Key to scroll through the choices.
This button changes the update rate from normal to fast or from fast to
• Reliquefaction- Purple Key normal by repeated pressing. When in the fast mode the LED in the top left-
• Insulation system- Pink Key hand corner will be illuminated. Pressing this button will provide the previous display in the current chain
of related system displays or the previous set of records in a list of records
which spans more than one page.
Keyboard Functions This button has not been configured and is not active.
The keys on the right-hand side of the OEP are separated into groups that Pressing this button will provide the next display in the current chain
include alarm and message keys, operator control keys and standard display Press this button to check the console stations that are used by operators
of related system displays or the next set of records in a list of records which
access and navigation keys. The description and function of all of these is as to view and control the process.
spans more than one page.
follows:
Pressing this button will provide access to the system alarms but it will
Pressing this button will provide the previous display in the current chain
This is an acknowledge key that silences and acknowledges active not display any process alarms. When system alarms are present, the LED in
of related displays or the previous set of records in a list of records which spans
alarms. the top left-hand corner will flash on and off if the system is in alarm but has
more than one page.
not been acknowledged. It will be continuously lit if the alarm is active and
acknowledged.
Pressing this silences the audible alarms.

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 Bu Samra Cargo Operating Manual

Pressing this button will provide the next display in the current chain of This button will display the group for the selected object. If there is
related displays or the next set of records in a list of records which spans more no associated group display, the group command will be invoked which will
than one page. require a group number to be entered.

Pressing this button will show the previous display. This button will provide a detailed display for the selected object. If there
is no associated point detail display, the point search display command will be
invoked.
Pressing this button will show any associated displays with the selected
object.
Operator Keyboard

Pressing this button will provide the next display in the current chain of Also fitted to each workstation is an operator’s (PC style) keyboard which
related displays or the next set of records in a list of records which spans more is located in a drawer immediately below the workstation. This is fitted with
than one page. hyperlinked (F) keys which allow the operator to access the system if the main
keyboard is not available.

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Pressing this button will show the previous display. The function of each F key has been detailed at the beginning of this section.
The keyboard is also used for the alarm repose commands where they are
inhibited or put back into service. The alarm set points can also be accessed
Pressing this button will show any associated displays with the selected
via this keyboard but they are password protected.
object.

This button provides group numerical history for the selected object

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with the default interval. If there is no associated group history, the group
history command will be invoked and a group history number will have to be
entered.

This button will provide a display based on a name. To use this, enter the
name and press ENTER.

This button has not been configured and is not active.

Pressing this button calls up the operators guide from the help menu which
allows the operator to access the BASICS and USING YOUR KEYBOARD
windows.

This button has not been configured and is not active.

This button will display the group trend for the selected object. If there
is no associated group trend display, the group trend command will be invoked
which will require a group trend number to be entered.

This button will display the trend for the selected object. If there is no
associated trend display, the trend command will be invoked which will require
a trend number to be entered.

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 Bu Samra Cargo Operating Manual

Illustration 3.2.3a IAS Extension Alarm Panel Extension Alarm Panel Type OA

MACHINERY
ALARMS ALARM DISPLAY
MAIN 07:52:51 TA012 PULOW
ENGINE SERVICE AIR RSUR PRESS. LOW
SHUT DN
07:52:51 TA012 PULOW
Extension Alarm Panel Type AA MAIN
ENGINE
CONT. AIR RSUR PRESS. LOW

SLOW ON
MESSAGE LCD CONTRAST
VITAL

NON
VITAL

FIRE
ALARM
ON DUTY
OPERATOR CALLING
BILGE
MACHINERY CARGO
ALARMS ALARM DISPLAY ALARMS
ABNORMAL CHIEF
ENG
CALL CALL

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MACH.
PATROL
FROM FROM
ALARM 2ND ECR W/H
MAIN 07:52:51 TA012 PULOW ENG
EM’CY MACH.
ENGINE SERVICE AIR RSUR PRESS. LOW SHUT DN IAS SYS
SHUT DN ALARM 3RD
07:52:51 TA012 PULOW ENG(A)

MAIN CONT. AIR RSUR PRESS. LOW

GAS 3RD
ENGINE DETECT ENG(B) LAMP
SLOW ON BUZZER BUZZER
MESSAGE LCD CONTRAST 4TH
ENG
BUZZER
CRITICAL CRITICAL STOP TEST

NON NON
CRITICAL CRITICAL

Honeywell

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FIRE FIRE
ALARM ALARM
ON DUTY OPERATOR CALLING ON DUTY
BILGE CARGO
PATROLMAN
Extension Alarm Panel Type AO
ABNORMAL CHIEF CHIEF
CALL CALL CALL OFFICER
ALARM
ENG
FROM FROM FROM
MACH. CARGO
ECR W/H CCR IAS SYS
PATROL
ALARM 2ND 2ND ALARM
ENG OFFICER
MACH. CARGO
IAS SYS ALARM DISPLAY ALARMS
ALARM 3RD 3RD NAVIGATION
ENG (A) OFFICER ALARMS 07:52:51 TA012 PULOW
EM’CY
SERVICE AIR RSUR PRESS. LOW SHUT DN
07:52:51 TA012 PULOW
BRIDGE CONT. AIR RSUR PRESS. LOW
3RD CARGO/GAS NAVIGATION GAS
ENG (B) ENGINEER DETECT
LAMP ALARM
BUZZER BUZZER MESSAGE LCD CONTRAST
VITAL
4TH
ENG NON
BUZZER BUZZER VITAL
STOP TEST STOP
FIRE
ALARM
OPERATOR CALLING ON DUTY
CARGO
PATROLMAN
CHIEF
ALARM
OFFICER
CALL CALL
FROM FROM CARGO
W/H CCR IAS SYS
2ND
ALARM
OFFICER

Honeywell 3RD NAVIGATION

OFFICER ALARMS

BRIDGE
CARGO/GAS NAVIGATION
ENGINEER
LAMP ALARM
BUZZER BUZZER

BUZZER
TEST STOP

Honeywell

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3.3.3 Extension Alarm System • Chief officer’s cabin - day room (Type OA) Selection of Duty Officer
• 2nd officer’s cabin (Type OA)
The duty officer selection switch function for the cargo and machinery systems
Introduction • 3rd officer’s cabin (Type OA) is shown in the IAS mimic shown in illustration 3.2.3b. Selection of the duty
officer/engineer means the ship is operating in a bridge watch condition.
In addition to the operator and engineering workstations, the IAS has the • Gas engineer’s cabin (Type OA)
During this condition, any new alarm or IAS system fault will be sent to the
facility for advising duty engineers of the occurrence of new alarms through • Conference room (Type AA) extension alarm panels in the public spaces and the duty officer/engineer’s
an extension alarm system, so making it possible to operate the vessel with an cabin. Selection of ECR/CCR watch mode means the ECR/CCR are manned
• General office (Type AA)
unmanned machinery space (UMS). The advising of the duty engineers takes and when operating in this mode, no alarms are sent to the extension alarm
place through the alarm panels which are located in the engineers’ cabins and • Officers’ recreation room (Type AA) panels.
in the public rooms. The alarms are sorted depending on whether they are • Officers’ television room (Type AA)
cargo or engine room related and sent to the extension alarm panel as defined
in the IAS. At the appearance of a new alarm the IAS will provide selective, • Crew television room (Type AA)
automatic call (duty call) in the accommodation area. Selective means that it • Crew recreation room (Type AA)
is possible to select one engineer as the duty engineer, but that this engineer
• Crew mess room (Type AA)

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officer can still move freely around the ship’s accommodation area while being
on call. • Crew duty mess room (Type AA)
• Officers’ duty mess room (Type AA)
When a duty engineer is selected, the accommodation alarm panels in the
public rooms also give an alert when the alarms occur. In response to a duty • Officers’ mess room (Type AA)
call the duty engineer must perform the same actions as for a normal alarm
announcement, first silence the horn/buzzer and then acknowledge the alarm at Each panel indicates the ‘on duty’ officer and provides indication of the system
the watch station. The final alarm acknowledgement must always be performed alarm groups. There is an alarm buzzer, buzzer stop and test functions for the
from the IAS workstation in the ECR or in the CCR. lamps and the buzzer.

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If an alarm call has been acknowledged from the cabin of the duty engineer, Functions available at the IAS extension alarm system screens include the
the horns and buzzers in the accommodation and in the wheelhouse will be selection of the duty officer, transfer of operations to UMS duty and to display
silenced, but the alarms must still be acknowledged from the watch station. the alarm groups. A buzzer for transfer indication is also provided. Illustration
3.2.3b refers. In the case that an extension alarm is not acknowledged by
The horn/buzzer can be stopped locally in the public rooms, but this will not the duty engineer within a 300 second timescale (it is adjustable 0 ~300), an
be interpreted as an acknowledgement of the duty call. ENGINEERS CALL will be automatically generated and will sound through
all extension alarm panels in the accommodation.
System control screens, as shown in illustration 3.2.3b, are available via the
IAS at the following locations: Located in the ECR and throughout the machinery spaces are numerous buttons
that operate as a ‘patrol man’ function and allow the duty engineer to activate
• Wheelhouse IAS operator station
an ENGINEERS CALL if required. If the buzzers and horns are activated by
• Cargo control room (CCR) IAS operator station an ENGINEERS CALL, they can only be silenced by the acknowledgement
• Engine control room (ECR) IAS operator station of the alarm in the ECR. The alarm cannot be cancelled through the extension
alarm panels in the accommodation.
The location of the extension alarm panels is as follows:
In the event of a fire alarm system being activated, a FIRE ALARM will go
• Captain’s cabin - day room (Type AA) through to all of the extension alarm panels. This alarm automatically goes
• Chief Engineer’s cabin - day room (Type AA) through to all of the extension panels and operates whether the engine room is
manned or not.
• 2nd engineer’s cabin (Type OA)
• 3rd engineer’s cabin (Type OA) If a MACHINERY VITAL ALARM is activated in the engine room when
operating on UMS, all of the extension alarms in the accommodation are
• Electrical officer’s cabin (Type AO)
activated to warn the engineers of a problem, but the duty engineer can accept
• 4th engineer’s cabin (Type OA) them and silence the alarm through his extension alarm panel.

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Illustration 3.2.3b Cargo Duty Selection Calling System Screen Shot

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 Bu Samra Cargo Operating Manual

Illustration 3.3.1a CTS Radar Monitor Display

TM N1
Jun 29 08:41.22 2009
TankRadar CTS Help Close All

Window CT 1 CT 2 CT 3 CT 4 CT 5 Alarm Ov Cargo Overview System Overview Buzzer On

Tr i m 0 . 0 0 m E v e n K e e l
List 0.00 O Upright

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CT5 CT4 CT3 CT2 CT1
LNG LNG LNG LNG LNG

Indep. Indep. Indep. Indep. Indep.

Level Alarm Level Alarm Level Alarm Level Alarm Level Alarm

99.0% 99.0% 99.0% 99.0% 99.0%

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96.0% 96.0% 96.0% 96.0% 96.0%

Level Level Level Level Level

Corrected Level 27.557 m 27.628 m 27.675 m 27.662 m 27.842 m

Raw Level 27.557 m 27.628 m 27.675 m 27.665 m 27.842 m
Va p o r P r e s s u r e 11 6 . 2 kPa 11 6 . 2 kPa 11 6 . 2 mbar 11 6 . 2 kPar 11 6 . 3 kPar Avg. 11 6 . 2 kpa
Va p o r Te m p . -157.9 °C -157.7 °C -158.1 °C -158.2 °C -158.9 °C Avg. -158.2 °C
L i q u i d Te m p . -158.8 °C -158.8 °C -159.0 °C -158.8 °C -159.0 °C Avg. -158.9 °C
L i q u i d Vo l u m e 57272.766 m3 57402.239 m3 57449.401 m3 57413.607 m3 30951.364 m3 Sum 260562 m3
Vo l u m e R a t e -109 m3/h 148 m3/h 84 m3/h -172 m3/h 238 m3/h Sum 189 m3/h

Alarm Accept Buzzer Stop

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3.3 Custody Transfer System (CTS) Workstation Back-up Display on the Level Unit
The workstation is used by the operator for monitoring the tank liquid levels If the workstation and the standby CPU should fail, tank level indication can
3.3.1 Radar Primary System (Radar Gauges and (ullage), liquid and vapour average temperatures, cargo volumes at average be obtained from the level unit located in the electrical equipment room on A
Custody Transfer System) temperatures, and all the other data that is handled by the TankRadar. The deck. The back-up display is located in the calculation unit in the top part of
workstation takes care of the alarm handling of the measured values and the the level unit cabinet. This serves only as a back-up for the workstation, but
transfer of all requested data to the IAS. can show each tank with its tank name and relevant value. The display can
Tank Level Measurement System
also show other information such as the mode of the processor memory board
Manufacturer: Emerson / Rosemount Marine The workstation is operated with a trackball and keyboard to activate various (LCM), communication parameters and versions of the software.
Type: TankRadar CTS functions and the display works under the QNX Windows environment.
System No: G1159 Different windows can be opened up and displayed simultaneously and can be As all the operations are normally done on the workstation, the back-up
moved on the screen by pointing at the top, on the title bar, of the window and display is only needed when servicing the system or if there is a failure on the
dragging them to a new position. workstation.
Description of the TankRadar System
The Cargo Overview window is the main window to work from, as it shows Note: No alarm handling on measured values (except for the extreme IG
The radar transmitters on the top of the tank emit microwaves, directed by an the layout of the tanks of the vessel. If the overview window is not displayed,

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pressure alarm) is done in the level unit. All such alarm handling is done in
antenna, towards the surface of the tank contents. The antenna picks up the select the EXIT ALL button or the OVERVIEW button. Select a tank area the workstation.
echo from the surface and the difference in frequency between the transmitted on the mimic figure to open the tank data window, which displays the basic
and reflected signal is directly proportional to the measured distance, ie, the information on one tank. When loading or discharging, the tank data windows Temperature and pressure within the tanks for use in the CTS calculations is
ullage. The TankRadar system, which is the main part of the cargo tank control of all the active tanks can be opened and placed beside each other. obtained from the Saab temperature and pressure monitoring system as detailed
system is made up of the following units: in Section 5.1 of this manual.
To display the channel menu, select a value (for example an ullage value).
• Level unit Select one of the items on the menu or touch outside the menu to close it. The
• Transmitters tank set-up window shows more information on one tank than the tank data Failure of the CTS Equipment

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window.
• Workstations If the CTS equipment should fail during custody transfer, the levels would have
The Alarm Overview window displays a series of panels which indicate the to be measured using the Whessoe float gauges. The volume calculations and
Level Unit following: corrections have to be made by hand, using the hard copy of the tank gauge
tables. The float gauges must be kept blocked at their top stored position when
The level unit contains terminals for the intrinsically safe connection of the
a) Alarm Summary Radar Level Alarm - This displays the the vessel is at sea.
transmitters. It contains the electronics used for processing the signals from the
transmitters for calculating the tank parameters, average cargo temperature and status of the radar alarms.
In port, during cargo operations, the floats should be manually lowered to the
for communicating with the workstation. The system automatically measures
b) Alarm Summary Independent Level Alarm - This displays liquid level. The float will then automatically rise and lower with the liquid
the ullage more frequently on cargo tanks that are either being loaded or
the status of the independent alarms. level. After the cargo operations have been completed, the floats should be
discharged.
returned to their raised stored position before the vessel leaves the port.
c) Control Function: CTS ESD Override - This selects the status
Gauges of the CTS override for each tank. In this case a Cargo Record Report Sheet needs to be manually completed
The gauges measure the distance to the product surface, using a frequency using the gauging tables. These contain the correction figures for trim, list, and
modulated continuous wave (FMCW) radar signal, and have an electronic box d) Sea Mode - This allows the operator to switch the Sea Mode thermal value (level gauge) of each individual tank to give the corrected level
that generates and processes the radar signal. function ON or OFF and selects the status of the Fill Valve and volume in each tank.
Close Alarm Level for each tank.
The gauges used for LNG incorporates a cone antenna as an adaptor for a full
length stainless steel pipe in the tank. Additional equipment for each tank, such
Back-up CPU
as temperature sensors and a vapour pressure sensor are connected to a wire
terminal inside the gauge housing. The spare temperature sensors are connected If the master CPU at the workstation in the CCR should fail, the standby CPU
via field-bus terminals to the workstation. The data from the spare terminal can automatically takes over via the KVM switch.
only be accessed from the workstation. The vapour pressure sensor is situated
inside the gauge housing.

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Illustration 3.3.1b TankRadar System

Radar Gauge
with Temperature
and Pressure
Workstation
Back-up Tempsensors

Temp 100% KVM

Switch
Temp 95%
Master Redundant

Serial Comm.

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CT1

CT2

CT3 Network Comm.

Temp 50%
Ethernet
CT4
Switch CTS
Laser Printer
CT5

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I/O Box I/O Box Comm.
No.2 I/O Box Relay Out System Fail
No.1 Relay Out Common Alarm
LU Info
Temp 10%

FB Comm.
Field Process Data to IAS
Bus
Ship’s Master Clock

SIOX CABINET
STATUS
Temp 0% SIOX Comm.

Analog Inputs from Trim and List

10 x 1 Radar Level Alarm LALL & LAL IAS CAB C3R

Independent ESDS 10 x 1 Override LALL & LAL
Overfill Sensor Panel
10 x 1 Radar Level Alarm LALL & LA
10 x 1 Override LALL & LAL ESDS Control
5 x 1 Independent LAEH Override Panel
Mode Indication at Sea/at Port
EH 99% Key

Sensor/Communication OK

EH 96% Sensor/Communication Fail

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Alarms • CT1 A number of tank data windows can be opened (a maximum of 20 windows can
be displayed at one time) and placed wherever required on the screen. Touch
Extreme High alarm: 99% volume - ESDS, independent level sensor • CT2
the title bar and move the track ball. It is possible to switch to a new tank in a
Very high level alarm: 98.32% No.1 tank, 94% No.2~5 tank volume - tank • CT3 window by pressing the TANK button and selecting a new tank from the list.
spray/condensate valve closes, radar (at sea)
• CT4
High high level alarm: 98.2% volume - tank fill valve closes, radar (in An arrow pointing down beside the bar graph indicates that the tank is being
port) • CT5 discharged, and conversely if the arrow points up, the tank is being loaded.
High level alarm: 96% volume - independent level sensor • Alarm overview
Low level alarm: 0.37 metre - radar The alarm limits are shown as lines beside the bar graph. The shorter lines
• Cargo overview indicate the high and low limits, while the longer lines indicate the high high
Low low level alarm: 0.2 metre - radar
• System overview and low low limits. The values in the window that are underlined can be
changed.
Operation These buttons are used to open the corresponding windows, however, both the
WINDOW button and the SETUP button are MENU buttons, which means Channel Data Window
Trackball they open up menus from which a selection can be made.

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a) Move the trackball (mouse) pointer to the area on the screen to The channel data window looks similar to the tank data window and is used to
be activated or selected. obtain a quick overview of the data of a single channel. A new channel can be
Alarm Row selected directly from this window by pressing the CHANNEL button.
b) Select the area to be activated, click on with the left-hand button. At the bottom of the screen there is an alarm row on which there is:
This registers a ‘hit’ and activates the function of the area where • An ALARM button for opening the alarm summary window Tank Set-Up Window
the cursor was positioned. The tank set-up window gives all of the data on one tank. Alarm limits and
• An alarm text with the oldest accepted alarm, status, channel
name, current value and the past alarm limit other data can be changed from this window and it is also possible to block
c) If the trackball should fail, it is possible to move the cursor with individual channels by pressing the check boxes at the right end of the window.
the arrow keys on the keyboard. • An indication of how many more unaccepted alarms there are

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A check mark in a box indicates that the channel is blocked. Select a new tank
• A red ACCEPT button for accepting the alarm displayed on the by pressing the TANK button.
d) Press an arrow key once to move it just slightly, or keep it alarm row
pressed to move the cursor quickly. It is possible to press a field in the MODE column to set a manual value to the
• A buzzer stop button for silencing the workstation’s alarm
buzzer, until there is a new alarm channel. The value of delay is entered in seconds.
e) To activate a function, once the cursor has been positioned
correctly, press the CONTROL key and the RETURN key at the The tank set-up window can contain more information than can fit sideways.
same time, this corresponds to a ‘hit’ by the trackball. When there is an alarm, the alarm row will be shown on top of the other
windows on the screen, if there is no alarm, only the ALARM button will be In this case there is a scroll bar at the bottom of the window for scrolling the
shown on the alarm row. window sideways.
The Base Window
The base window is always at the background of the screen. At the top of the When the workstation is switched on, a mimic of the vessel is shown in an Channel Set-Up Window
window there is a row with the TankRadar name, the date and time, the HELP overview window. The overview window is made specifically for each ship.
Use the Channel Set-Up window to enter a manual value. Just press the CHECK
button and a CLOSE ALL button. By pressing the HELP button, the help texts Each tank will be shown with its tank name and sounding; there can also be
BOX for manual, and then press the VALUE and type the manual value. Some
can be read about the various parts of the software. fixed areas on the overview window with information on, for example, draught,
channels do not allow manual entries and the word MANUAL is then dimmed.
sea water density, trim and list. By pressing a tank area, the tank data window
It is also possible to disconnect a channel, by pressing the disconnect
Clear the screen by pressing the CLOSE ALL button. All of the windows that for that tank is opened. If the sounding value is pressed, the channel menu will
check box so that a check mark shows. Alarm limits can be changed as well as
are open on the screen will be closed down and the overview window opened. be opened.
blocking a channel. To select a new channel, press the CHANNEL button.
Below the top row there is the row of buttons of which the first is always the
WINDOW button. The other buttons can be as follows (depending on the Tank Data Window
system configuration):
The Tank Data window is a small window displaying basic data of one tank
for each window. The ullage for a cargo tank is shown in a numeric form
below the bar graph. In the bar graph, the ullage will be indicated by the empty
space above the coloured bar in the bar graph. Open the tank data window by
pressing the area of the tank in the overview window. The tank data window
for that specific tank will then open. If the value of the ullage in the overview
window is ‘hit’, the channel menu will be displayed instead.

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Illustration 3.3.1c Custody Transfer System Screen Shot

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Alarm Window Alarm Summary Window Editing a Group
Open the summary window by pressing one of the two ALARM buttons, either The alarm summary window displays all of the channels that are in alarm at Note: Do not edit a group with a log started. Stop it first, edit it and save the
at the lower left corner of the screen or at the row of buttons at the top part of the moment. They are displayed with their status, value, the limit that caused changes, then start it again.
the screen, then press the Summary button to display one of the following: the channel to go into alarm and the unit with which the channel is presented.
The alarm summary can contain an unlimited number of rows. The alarms for To edit a group, first select the group from the list under the GROUP button,
• SYSFAIL to display any system failure
each tank are grouped together in the summary. then press the SET UP button and select EDIT GROUP. The look of the
• WARNING to display the Warning Summary
window changes slightly when it is in the edit mode.
• ALARM to display the Alarm Summary Event Log
The column and row headings turn into buttons that are used for defining the
• EVENT LOG to display a log of all events (up to the 200 latest The event log lists the latest 200 events for channels of the alarm classes
contents of each row or column. To change a row, press the button containing
events in the system) sysfail, warning and alarm. An event is recorded when a channel status goes
the heading of the row. A small menu, with the options EDIT, NEW and
into or out of alarm, block or disconnect.
DELETE will be displayed.
On the right side of the window there are four buttons for scrolling the list.
Use the intermediate buttons to scroll the list one page at a time, or use TOP
or BOTTOM buttons to go to the beginning or to the end of the list. When the Group Window When selecting EDIT or NEW, the edit member window will be opened. If

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selecting NEW, first make the selection whether the new row will be placed
ACCEPT PAGE button is pressed, all of the channels seen on the screen at the Use the group window to group information, such as measured values, status,
before or after the active row. Press the MEMBER button to select another
moment will be accepted. alarm limits, into one or more tables. It could, for example, be the ullage values
channel to be displayed on that row. The new channel will be displayed on the
of a number of tanks with the same cargo or it could be a group with all the
member row in the window. In the label input field, the label can be changed
ballast tanks. It is possible to change a group or add new groups as follows:
Sysfail Window so that it fits in the group window.
The Sysfail window contains a list of any serious system failures within the a) Press the GROUP button to display a list of the available
TankRadar system. The following failures can be included in the Sysfail The columns are changed in a similar way, but instead of the member window,
groups.
window: the info-post window will be opened. In addition to the functions described
above, it is also possible to define the width of the column.
b) Select the group required.

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• Level unit communication failed
• Level unit sysfail Use the LOG SET UP button to open the group and log set-up window where
c) Press the SET UP button to select one of the following modes:
the period, start time or stop time of the groups log can be set up. It is also
• Level unit power failure 1. EDIT GROUP mode to change the group possible to define whether the log should be printed or saved on a file. The
• Level unit LI communication failed option of saving a file to a log is used only for service purposes.
2. ADD GROUP mode to create a new group
• Input/output box relay communication failed 3. DELETE GROUP to delete a whole group
Trend Window
Warning Summary Window d) Press the BLOCK button to block all of the channels in the The trend window is used to view the historical data of up to four channels in
group that are possible to block. Unblock them by pressing a window, with different colours for each channel. A number of trends can be
The warning summary window lists all of the failures that normally do not
UNBLOCK. configured and selected by pressing the TREND button. The minimum sample
seriously affect the TankRadar system which include the following:
rate is ten seconds; the latest 1,000 samples are stored and can be displayed
• Level unit ground failure e) Press the LOG button to start or stop a logging of the group. It is using the scroll bar.
• Level unit memory failure also possible to order it to make a single logging of the group.
Each channel is displayed with its actual value and with its maximum and
• Master communication failed minimum settings for the diagram. The trends are shown in a window and these
Adding a New Group can be scrolled one page at a time using the intermediate left or right buttons.
• Level datic communication failed
Add a new group by pressing the ADD GROUP ACTION under the SET UP They can also be scrolled to the end of the trend using the outermost left and
• SIOX communication failed button. The group and log set-up window will be displayed. Enter the name of right buttons; the window shows 180 samples at a time.
• Level unit restarted the group, then select whether the group will be based on tanks or on channels.
Normally it is best to have groups that are based on tanks. There will be one There is a time ruler for viewing historical data. Use the buttons described
See the service manual for more information on how to find the failures and row for each tank and the columns can contain data such as ullage value, status, above to move to the trend area that is required, then switch the ruler on by
how to fix them. and unit for each tank. The logging of the group can be set up directly, but these pressing the RULER button. When the ruler is on the values of the channels
parameters can also be defined at a later time, see instructions next on how to corresponding to the time where the ruler is placed, the values are displayed
edit a group. under the heading RULER VALUE. The time and date, corresponding to the
position of the ruler are shown above the grey window containing the trend
lines. The ruler can be moved one sample at a time using the left and right

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 Bu Samra Cargo Operating Manual

Illustration 3.3.1d Cargo Tank Level

At Sea Only
Cargo Tank Protection System
-Close Spray Valves (CSn07/n08)
-Close Return Condensate and n = Cargo Tank Numbers (1,2,3,4,5)
Return Stripping Valves of
Concerned Tank (CSn00)
98.32% for N0.1 At Port Only
98.4% for N0.2-5 Cargo Tank Protection System
LAVH LAHH
CTS CTn27 -Close Filling (CLn00) & Spray Valves (CSn07/n08)
At Sea
98.2% -Close Return Condensate and
LAHH LAH -Close Spray (CSn07/n08), Return
CTS CTn26 Return Stripping Valves of
Condensate (CSn00) and Return
Cargo Pump Stop LAL 0.37M Concerned Tank (CSn00)
LAL Stripping Valves of Concerned Tank
(Blocking) CTn25 CTS
1.2M : Cargo Pump Start-Interlock (CSn00)
Spray Pump Stop LALL 0.2M LALL LAEH 96% Selector
0.5M : Spray Pump Start-Interlock CTn28 -Standby Reliquefaction Plant
(Blocking) CTn24 CTS Switch
and Trip BOG Compressors.
LI SI 1.2M : Emergency Pump Start-Interlock LAEH 99%
Emergency Pump Stop : 0.49M
CTS CM004 CTn29
(Blocking) At Port
Serial

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Emergency Shutdown
Interface
LT LI LI SI LALL LAH LAHH
F FLG CM006 IAS IAS IAS
Low Current Trip
Cargo Pump : 24A
Spray Pump : 18A
Emergency Pump : 76A

Trunk Deck

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IS
Pipe Underdeck IBS Pipe Underdeck
Passageway Passageway

Radar Beam Type Float Level Gauge

Level Gauge

Cargo Tank

Pipe Duct
Water Ballast Tank Water Ballast Tank

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 Bu Samra Cargo Operating Manual
single arrow buttons, or five samples at a time using the left and right double Custody Transfer System Quantity Value Displays During Loading
arrow buttons. To move quickly to another part of the Trend, switch the ruler
The values displayed in the following fields will show the corrected liquid
off and use the buttons to move one whole window at a time or to go to one The CTS process image can be accessed via the drop-down menu by selecting volume according to the following rules:
end of the trend. When the ruler is on, it is possible to press a point on a trend WINDOW, then CTS DATA. The display has the following main purposes:
and the ruler moves to this point. Then the position of the ruler can be adjusted • Quantity on board on arrival.
• To display the measured values relating to the CTS
more exactly with the single arrow left and right buttons. • Quantity on board on departure.
• To enable the operator to generate reports at the start and end of
cargo loading • Quantity loaded.
Edit, Add or Delete a Trend
• To enable the operator to generate reports at the start and end of • Before loading, all the values are frozen at the quantity present
To change a trend, add a new one or delete one, press the SET UP button in the tanks after the previous unloading operation.
cargo discharging
to open a menu with these choices. When selecting ADD TREND or EDIT
TREND, the edit trend window will open up. Another way to open the EDIT • To enable the operator to enter values manually • During loading, the quantity on board on arrival value is frozen
TREND window is by pressing one of the numbered channel buttons or at the quantity present in the tank when the BEFORE LOADING
anywhere on a channel row. button was pressed. The quantity loaded value is dynamically
CTS Operation updated to show how much has been loaded at all times. The
quantity on board on departure value is frozen at 0.0.

SAMSUNG
To change the name of the trend, type the new name in the input field. To
change the sample period, enter the time between each sampling in hours, The CTS reporting operation is manual. The operator uses the buttons in the
• After loading, the quantity on board on arrival value remains
minutes and seconds (the minimum sample rate is ten seconds). CTS display image to print CTS reports at the following 4 different stages:
frozen. The quantity on board on departure value is frozen at
the quantity present in the tanks when the AFTER LOADING
It is also possible to activate or deactivate the trend by pressing the ACTIVE Before Loading:
button was pressed.
box. A check mark indicates that the trend is active and is storing samples. The state and content of the cargo tanks immediately before the
loading operation is started.
The total gross number of cubic metres of cargo in the tanks before and after
Select up to four channels that are included in the trend, by pressing the loading or discharging is calculated using the corrected level. The corrected
numbered buttons at the bottom of the window. When pressing one of these After Loading:
level is the measured level +/- the trim and list corrections.

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buttons, the EDIT CHANNEL window will open up. The state and content of the cargo tanks immediately after
loading. This includes the difference in volume from before
loading. Quantity Value Displays During Unloading
Editing a Channel in a Trend
The values displayed in the following fields will be set according to the
By pressing one of the numbered buttons for the channels in either the trend Before Unloading: following rules:
window or in the edit trend window, the edit channel window will be opened. The state and content of the cargo tanks immediately before the
unloading operation is started. • Quantity on board on arrival.
In this window it is possible to select the channel for that trend line and to also • Quantity on board on departure.
specify the maximum and minimum range for the trend graph. As a guidance, After Unloading:
• Quantity unloaded.
the maximum and minimum of that range for the channel are printed in the The state and content of the cargo tanks immediately after the
window. Select the colour by pressing the box with the correct colour. unloading operation is completed. This includes the difference • Before unloading, all the values are frozen at the quantity
in volume from before unloading. present in the tanks after the previous loading operation.
Note: The maximum and minimum ranges can be changed without losing • During unloading, the quantity on board on arrival value is
the historical data of the trend. When any channel is added or deleted, the Certificate of loading is accessed after LOADING/DISCHARGING has been frozen at the quantity present in the tank when the BEFORE
historical data for the other channels in that trend window will be lost. To selected. The reports generated from the display will be sent to file on disk so UNLOADING button was pressed. The quantity unloaded value
avoid losing historical data, make a new trend with the new channel or that all of the CTS reports will be available if required at a later stage. They is dynamically updated to show how much has been unloaded at
channels included or deleted. The original trend will then still contain the will also be sent to the printer for a hard copy upon request. all times. The quantity on board on departure value is frozen at
historical data. 0.0.
The initial report (before loading and after unloading) will be printed manually
from the REPORT SYSTEM operation dialogue. Before printing, the operator • After unloading, the quantity on board on arrival value remains
Changing the Sampling Period of a Trend will be prompted for the name of the port and the chief officer. At the loading frozen. The quantity on board on departure value is frozen at the
port the voyage number will also be requested and then automatically included quantity present in the tanks when the AFTER UNLOADING
Note: All historical data of the trend will be lost when the sampling period button was pressed.
for all reports relevant to that cargo.
is changed. To avoid this, make a new trend with the new sampling period.
Press the SET UP button in the Trend window and press EDIT TREND on
the menu. Enter a new sampling period in the Edit Trend window. Select OK
to start the trend with the new sampling period.

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 Bu Samra Cargo Operating Manual

Illustration 3.3.1e Example of Custody Transfer Data

Rosemount TankRadar CTS CUSTODY TRANSFER DATA

Before Loading After Loading

SHIP NAME : A SHIP VOYAGE NO. :QG-BSM-001 SHIP NAME : A SHIP VOYAGE NO. :QG-BSM-001
CARGO NO. :QG2-SPOT-2009-003 PORT :RAS LAFFAN CARGO NO. :QG2-SPOT-2009-003 PORT :RAS LAFFAN
CHIEF OFFICER : A.N. OTHER TIME OF MEASUREMENT :12:06 - 12:07 LT CHIEF OFFICER : A.N. OTHER TIME OF MEASUREMENT :01:00 - 01:01 LT
DATE :26-06-09 LIST (DEGREES) :0.00 (M) Upright DATE :18-06-09 LIST (DEGREES) :0.00 (M) Upright
TRIM :0.00 (M) Even Keel TRIM :0.00 (M) Even Keel

TEMPERATURE (DEG. C) TEMPERATURE (DEG. C)

SAMSUNG
100% TOP VAPOUR 30.8 V 31.5 V 31.4 V 30.5 V 31.3 V TOTAL/AVG 100% TOP VAPOUR -105.2 V -131.5 V -112.7 V -135.9 V -130.0 V TOTAL/AVG

95% LEVEL HEIGHT 30.5 V 31.1 V 30.9 V 30.3 V 31.0 V 95% LEVEL HEIGHT -159.4 L -158.8 L -159.4 L -158.9 L -158.8 L

50% LEVEL HEIGHT 30.3 V 30.8 V 30.8 V 30.1 V 31.0 V 50% LEVEL HEIGHT -159.4 L -15 8.8 L -159.4 L -158.9 L -158.8 L

10% LEVEL HEIGHT 30.1 V 30.8 V 30.7 V 30.0 V 31.8 V 10% LEVEL HEIGHT -159.3 L -15 8.8 L -159.4 L -158.8 L -158.8 L

0% LEVEL HEIGHT 30.5 V 31.1 V 31.1 V 30.3 V 31.3 V 0% LEVEL HEIGHT -159.2 L -158.8 L -159.4 L -158.8 L -158.8 L

AVERAGE TEMP. VAPOUR 30.4 31.1 31.0 30.2 31.1 30.8 AVERAGE TEMP. VAPOUR -105.2 -131.5 -112.7 -135.8 -130.0 -123.1

AVERAGE TEMP. LIQUID ------- ------- ------- ------- ------- ------- AVERAGE TEMP. LIQUID -159.4 -158.8 -159.4 -158.9 -158.8 -159.0

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VAPOUR PRESS. (kPa(a)) 110.0 109.9 110.0 109.9 110.0 110.0 VAPOUR PRESS. (kPa(a)) 112.7 112.7 112.7 112.8 112.8 112.7

TANK 1 TANK 2 TANK 3 TANK 4 TANK 5 TANK 1 TANK 2 TANK 3 TANK 4 TANK5
LEVEL MEASUREMENT (m) LEVEL MEASUREMENT (m)

1st MEASUREMENT 0.010 0.010 0.010 0.010 0.010 1st MEASUREMENT 27.560 27.705 27.484 27.710 27.697
2nd MEASUREMENT 0.010 0.010 0.010 0.010 0.010 2nd MEASUREMENT 27.560 27.705 27.484 27.709 27.695
3rd MEASUREMENT 0.010 0.010 0.010 0.010 0.010 3rd MEASUREMENT 27.559 27.705 27.484 27.710 27.696
4th MEASUREMENT 0.010 0.010 0.010 0.010 0.010 4th MEASUREMENT 27.560 27.705 27.484 27.709 27.696

5th MEASUREMENT 0.010 0.010 0.010 0.010 0.010 5th MEASUREMENT 27.560 27.705 27.484 27.709 27.696

AVERAGE LEVEL (m) 0.010 0.010 0.010 0.010 0.010 AVERAGE LEVEL (m) 27.560 27.705 27.484 27.709 27.696

TRIM CORRECTION (m) 0.000 0.000 0.000 0.000 0.000 TRIM CORRECTION (m) 0.000 0.000 0.000 0.000 0.000
LIST CORRECTION (m) 0.000 0.000 0.000 0.000 0.000 LIST CORRECTION (m) 0.000 0.000 0.000 0.000 0.000
CORRECTED LEVEL (m) 0.010 0.010 0.010 0.010 0.010 CORRECTED LEVEL (m) 27.560 27.705 27.484 27.709 27.696

VOLUME (m3) 0.000 0.000 0.000 0.000 0.000 VOLUME (m3) 30,641.268 57,472.729 57,165.260 57,486.604 57,453.533

VOLUME SUMMED (m3 @ -160°C ) (A) 0.000 VOLUME SUMMED (m3 @ -160°C ) (B) 20,219.394

COMPANY PRINT NAME SIGNATURE COMPANY PRINT NAME SIGNATURE

SHIP'S MASTER SHIP'S MASTER

BUYER(S) BUYER(S)
TERMINAL SELLER(S)
SURVEYOR SURVEYOR

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 Bu Samra Cargo Operating Manual
CTS Reports Illustration 3.3.1f Certificate of Loading

CTS reports will be generated:

• Before loading
Rosemount TankRadar CTS
• After loading
CERTIFICATE OF LOADING
• Before unloading
• After unloading
SHIP NAME : A SHIP VOYAGE NO. :QG-BSM-001
CARGO NO. :QG2-SPOT-2009-003 PORT :RAS LAFFAN
The report will be generated and printed on paper when the operator activates
one of the four buttons and one copy will be saved to disk. If more paper
copies of the report are required, they can be printed using the standard report BEFORE LOADING
DATE (DD/MM/YYYY) 18-06-2009 TIME OF MEASUREMENT
mechanism (window/CTS report). The historic report function can be used to TRIM (METRES) 0.00 Even Keel 01:00 - 01:01 LT
view previous cargoes. AVERAGE TEMP. VAPOUR 30.8 °C

SAMSUNG
AVERAGE TEMP. LIQUID ------ °C LIST (DEGREES) 0.00(M) Upright
AVERAGE PRESS. VAPOUR 110.0 kPa(a)
Overview values will be highlighted in yellow. The status of the modules (from
which all the values are read) will be checked and each value with a status other
than ‘OK’ will be marked with a hash mark (#). AVERAGE LEVEL (m)
TANK 1 TANK 2 TANK 3 TANK 4 TANK 5
0.010 0.010 0.010 0.010 0.010
CORRECTED LEVEL (m) 0.010 0.010 0.010 0.010 0.010

Failure of the CTS Equipment TANK VOLUME (m3)

VOLUME SUMMED (m3 @ -160°C)
0.000
0.000
0.000
(A)
0.000 0.000 0.000

If the CTS equipment should fail in one tank during custody transfer, the levels

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for that tank would have to be measured using the Whessoe float gauge. The AFTER LOADING
volume calculations and corrections have to be made by hand, using the hard DATE (DD/MM/YYYY) 26-06-2009 TIME OF MEASUREMENT
copy of the tank gauge tables. TRIM
AVERAGE TEMP. VAPOUR
0.00 (m)
-123.1 °C
Even Keel 12:06 - 12:07 LT

AVERAGE TEMP. LIQUID -159.0 °C LIST (DEGREES) 0.00(M) Upright

The float gauges must be kept blocked at their top stored position when at sea. AVERAGE PRESS. VAPOUR 112.7 kPa(a)

In port, during cargo operations, the floats should be manually lowered to the
liquid level. The float will automatically rise and lower with the liquid level. TANK 1 TANK 2 TANK 3 TANK 4 TANK 5
AVERAGE LEVEL (m) 27.560 27.705 27.484 27.709 27.695

After the cargo operations have been completed, the floats should be returned CORRECTED LEVEL (m) 27.560 27.705 27.484 27.709 27.695
TANK VOLUME (m3) 30,641.268 57,472.729 57,165.260 57,486.604 57,453.533
to their raised stored position before the vessel leaves port. VOLUME SUMMED (m3 @ -160°C) 260,219.394 (B)

In this case a Cargo Record Report Sheet is manually completed using the VOLUME LOADED (m3) 260,219.394
(B-A)
gauging tables. These contain the correction figures for trim, list, and thermal
value (level gauge) of each individual tank in order to give the corrected level
and volume in each cargo tank.
COMPANY PRINT NAME SIGNATURE

SHIP'S MASTER

BUYER’S
REPRESENTATIVE(S)

SELLER’S
REPRESENTATIVE(S)

SURVEYOR

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 Bu Samra Cargo Operating Manual

Illustration 3.3.2a Whessoe Gauge System

1084 Receiver
Hazardous Area
Control Room
1084 Receiver
Transmitter Fig. 2047MT Transmitter Fig. 2047MT WHESSOE
(Tank1) (Tank2)
VAREC

MAIN MENU
OPERATION
CONFIGURATION

SAMSUNG
PRINTER
Output to Ship’s IAS / Host Computer
HELP
3304 Gauge 3304 Gauge
MAINTENANCE
IAS

Transmitter Fig. 2047MT Transmitter Fig. 2047MT

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(Tank4) (Tank3)

Key

This is the enter or validate key and is used to confirm a selection, command an action or to
validate data.
3304 Gauge 3304 Gauge

Move cursor right key. In user mode this is used to continue to the next screen. In configuration
Transmitter Fig. 2047MT mode it is used to continue to the next tank.
(Tank5)

Move cursor left key. In user mode this is used to return to the previous screen. In configuration
Junction mode it is used to return to the previous tank.
Box

Move cursor down key. This is used to select a line or to scroll through available choices.
In user mode it is used to continue to the next tank.

220V AC 50Hz Move cursor up key. This is used to select a line or to scroll through available choices.
In user mode it is used to return to the previous tank.

3304 Gauge
Exit without validating key. This is used to quit a menu or to return to a higher level.

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 Bu Samra Cargo Operating Manual
3.3.2 Float Level Gauge The Whessoe gauge is float actuated and employs a tensator spring as a counter- Level Gauge Assembly
balancing mechanism which maintains a constant tape tension at the float. This
The level gauge assembly comprises the gauge head and float assembly. The
Manufacturer: Whessoe ensures that the float maintains the same level of immersion irrespective of the
float is clamped to an accurately perforated tape manufactured from stainless
Type: Figure 3304 amount and weight of the tape paid-out.
steel, a viscous damper to control the rate of descent of the float to the cargo
Quantity: 5 (1 per tank) level, a crank for raising the float to the storage position, and a mechanical
The accurately perforated tape transmits float movement to a sprocket wheel,
Accuracy: ±7.5mm read-out which is observed through the counter window, plus a transmitter for
which in turn drives a counter mechanism providing local digital read-out,
continuous read-out on the IAS during loading and discharging operations. A
Repeatability: ±4.0mm visible through a window in the counter housing.
float lock-up arrangement provides removal of the level gauge float from the
Operating range: 0 to 44 metres tank when in the stored position. It also provides a gauge datum reference and
Ambient temperature to -200°C The shrinkage of the float invar tape in LNG vapour at -140°C is about 1mm
a means of locking the float in the storage position.
when the tank is full and about 8mm when the tank is empty. The still well is
22.5° angle to the vertical (maximum)
installed 75mm above the tank bottom and the minimum level which can be
Transmitter type: 2047MT read from the gauge is 181mm. Operation: Gauging
Mini receiver: 1084
CAUTION a) Open the gauge isolating valve fully (it is normally left open),

SAMSUNG
To reduce the risk of tape failure and wear on the gauging mechanism, then put the crank handle in the STORED position, ie, with the
Introduction handle towards the gauge cover.
the floats should be fully stowed when the ship is at sea. Care should
Each of the five cargo tanks is provided with an approved secondary level be taken when stowing the float as excessive tension may cause tape
breakage. b) Put the spring-loaded automatic float lock-up and the datum
measurement system via a Whessoe gauge as shown in illustration 3.3.2a. This plunger up to release the float and allow it to descend at a
secondary system provides an alternative means of cargo level measurement controlled rate to the liquid level.
in the event of the failure of the primary radar gauges system. During cargo The float descends under control to the liquid surface. The rate of descent is an
loading or discharge operations, it is normal to lower the float to the product automatic function made possible by the inclusion of a viscous damper within
level and allow the float to follow the changing liquid level during these the gauge head. The tank sounding may then be taken by observation of the To Return the Gauge to the Stored Position

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operations. At the completion of the operation, and before the vessel departs local mechanical read-outs to provide level indication. The Whessoe gauges
a) Put the crank to the CRANKING position, ie, with the handle
the terminal, the float has to be stored in the gauge head to prevent the spring, should be checked against the Custody Transfer System (CTS) during each
facing outwards.
float and tape from being damaged by the rapid level changes that would occur alternate loading and discharge.
when the vessel is at sea.
Note: The cranking handle is designed to drive in one direction only and is
12" Float Well spring-loaded by a cam arrangement so that it is not in motion during normal
The Whessoe Figure 3304 Marine Liquid Level Gauge has been designed and
The float well comprises a 12" (305 mm) nominal bore float well tube installed gauging.
developed specifically for low temperature liquefied gas carriers to measure
vertically within the cargo pump tower. The upper end of the float well
accurately and continuously liquid levels in marine cargo tanks during loading
penetrates the top of the tank dome where it terminates in a flange. b) Carefully raise the float by turning the crank slowly in a
and discharging. The float in each gauge should be lowered to the liquid level
counter-clockwise direction, as indicated by the arrow on the
after the ship is securely moored at the LNG terminal. The levels obtained from
The lower end extends to within 75mm of the bottom of the tank in the warm main cover inspection plate. Watch the read-out counter, which
the floats and from the Saab radar gauges should be recorded in the cargo log
condition, where it is closed by a perforated plate. The lower end of the float will indicate when the float nears the top. When resistance is felt
at the start and completion of each cargo loading or unloading operation. Any
well is provided with a bolted inspection cover. Expansion is allowed for by by the float touching the cushion spring, continue cranking until
deviation over 10mm should be investigated during the voyage.
a sliding connection just below the dome penetration. To avoid level errors the plunger is seated and the automatic float lock-up and datum
caused by the ‘still well’ effect, there is a 25mm diameter hole spaced every plunger spring fully inward, securing the float.
Each gauge is fitted with a 2047MT type transmitter connected to the 1084
300mm below the sliding connection.
mini receiver located in the CCR.
c) Check that the counter reads exactly the same before and after
The 1084 receiver is a stand-alone display unit which functions as a mini tank Isolating Valve and Float Inspection Chamber use, then put the crank handle in its STORAGE position.
gauging system and the data is displayed on an LCD panel on the front of the A 300mm gate valve, bolted to the top of the float well, allows the gauge head
instrument. The level is shown in large 12mm high characters, as well as a CAUTION
to be isolated for maintenance. A stainless steel inspection chamber is mounted
graphic display of percentage level, tank temperature and pressure. Command above the isolating valve to provide access to the float and for the connection Do not attempt to turn the crank clockwise or to interfere with the free-
entry is by means of a splash-proof membrane keypad. of special float recovery tools in the event of tape breakage. fall of the float. To do so will severely damage the tape or the tensator
spring.
The gauge panel is interfaced with the IAS workstation and the tank levels are
displayed on the IAS tank screen. The levels displayed on the LCD and IAS
have not been corrected for tape shrinkage.

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 Bu Samra Cargo Operating Manual
Maintenance Illustration 3.3.2b Whessoe Float Level Gauge

The gauge head is sealed with locking wire and lead seals by the Classification
Society and so it is important to avoid damaging these seals. In the event Readout Window Transmitter
of these seals being broken, the company’s head office should be informed
immediately so that arrangements can be made for the attendance of a surveyor
to check and re-seal the gauges.

The float must be raised and secured whenever the vessel is at sea.

An inspection housing is provided between the gauge head and the closure
valve on each unit. The closure valve is used to cut off vapour flow to the
inspection housing. The inspection housing is provided with a pipe connection Handle To Raise
The Float
for inerting the space with nitrogen before inspection or renewal of the tape or
float. The nitrogen is supplied from the nitrogen purge valve available at each

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tank dome area and is introduced by means of a flexible hose from an outlet
valve close to the Whessoe unit.

Loss of Float
Cushion Spring
In the event of a float becoming detached, Whessoe supply a magnetic retrieval
device that will attach to the metal plates on the top or bottom of the float so
that it can be recovered without the need for gas freeing.

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To retrieve a detached float, first ensure the tape and plunger are stored in the
gauge housing, then fully close the gate valve.

Open the inspection hatch and attach the magnetic retrieval device. Close the
Inspection Hatch
inspection hatch. Cylindrical Float

Open the gate valve and lower the retriever to the liquid level to pick up
the float. Raise and store the float, close the gate valve, open the inspection
chamber hatch and remove the float. Disconnect the retrieval device.

If the float has simply become detached and the tape remains in good condition,
simply re-attach the float to the tape and check the store position setting. If the
readings are accurate there will be no need to remove the main gauge cover.

If the tape has been damaged or cut, it will be necessary to rectify the tape and 300mm Closure Valve
hence rectify the gauge readings. In order to rectify the readings it is necessary
to remove the main cover to adjust the gauge read-out and gain access to the
tape.

Removal of the main cover will mean the custody seal will be broken. The
custody seal is there to prevent removal of the main cover and adjustment to
the gauge after accuracy tests have been carried out with the surveyor.

On completion of repairs and readjustment it is good practice to have a surveyor

re-verify the gauge readings and reseal the main cover. This will ensure no
problems are encountered by surveyors at future loading or discharge ports.

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 Bu Samra Cargo Operating Manual

Illustration 3.3.3a High Level and Overfill Alarm System

IAS DISPLAYS
Float Switch Arrangement
Protective Cap
UPS
SIOX Cabinet
Test Lift Button
A1 A2 UPS

10 x 1 Radar Level Alarm LALL and LAL

IAS Cab C3R
Connection 10 x 1 Override LALL and LAL
Box 10 x 1 Radar Level Alarm LAHH and LAVH
10 x 1 Override LAHH and LAVH

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ESD Control
5 x 1 Independent LAEH Override Panel
Cargo Tank Dome Shell Mode Indicator ‘‘At Sea / In Port’’

4-20mA Trim/List Signal

ESD Control
Panel

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Float Guide

High High (99%)

Low Density Float

Sensor Switch

Intrinsically Safe Inputs

SAFE AREA

Level Sensor Level Sensor Level Sensor Level Sensor Level Sensor
High (96%) Tank No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 HAZARDOUS AREA

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 Bu Samra Cargo Operating Manual
3.3.3 Independent High Level Alarm System Testing At Sea Button
Manufacturer: Omicron Each level switch is equipped with a mechanical testing device which is located When the vessel has completed loading and in order to stop any further alarms
Model: OAS-5.5 under a protective screw cap on top of the level switch’s junction box. By lifting being raised due to the cargo movement while the vessel is under way, the AT
Sensor: HHL - 8903A the testing device slowly, the HIGH LEVEL alarm (96%) for that particular SEA pushbutton is activated. The high level alarms are blocked and the overfill
tank will be raised. Lifting the device further will cause the OVERFILL alarm alarms are delayed for 45 seconds. (The unit must be in constant alarm for 45
Number: 5 (99%) to be raised. seconds for the overfill alarm to be activated.)

Introduction When testing is complete, the test device should be pressed back down and the
protective screw cap replaced.
The vessel’s cargo tank high level alarm system is fitted to comply with the
IMO, USCG and Classification Society’s requirements. To comply with these, Note: The high level and overfill alarms are to be tested before each cargo
the high level alarm and overfill alarms are completely separate from any other loading.
alarms raised by the custody transfer measurement system.

SAMSUNG
The HHL 8903A level switch has two floats with built-in permanent magnets Operation
in each float. As the float moves upwards, a reed switch inside the housing is
deactivated and an alarm is raised. When the float moves downward, the reed When a cargo tank float moves upwards, the relevant LED (orange for 96% and
switch is closed again. This is the non-alarm position, so the alarm loop fails- red for 99%) on the intrinsically safe alarm module and the CTS screen alarm
safe (ie, alarms) in the event of any open circuits/wire breaks. panel will start to flash.

Two resistors are connected to the reed switch inside the sensor. One is in series Pressing the BUZZER SILENCE pushbutton will cause the common alarms
and one is in parallel with the switch contacts. This enables the detection of (horn and lamp) to stop. The LEDs on the intrinsically safe alarm unit and the
broken or shorted alarm circuits. alarm panel will continue to flash. The operator should then press the ACCEPT/

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RESET pushbutton and the flashing LED(s) will illuminate steadily.
All of the inputs from the level switches are connected directly to the input
sides of intrinsically safe alarm units. These alarm units are bus-wired to one Note: The 99% OVERFILL alarm causes an ESD.
common output unit which interfaces with the IAS. Separate outputs for alarms
and indication are available at the alarm/control panel mounted in the CCR.
Override Facility
In addition to the tank alarms, the system also indicates and raises separate
alarms if a loop fails for the level switches and their associated wiring or if a In addition to the above normal alarm functions, there is also an OVERRIDE
processor or a power failure occurs. function for the High 96% and the Overfill 99% ESD level. This is accessed
through the IAS CTS Screen C174. This function handles all of the tanks
separately and independently and is selected by pressing the OVERRIDE
Loop Failure Alarm button on the screen panel. The function remains in operation as long as the
button is activated. The override facility operates as follows:
When the loop failure alarm occurs the Loop Failure LED will flash slowly
together with the respective alarm LED. Alarm LED will flash quickly to If, prior to loading, the OVERRIDE pushbutton is already activated, it must be
indicate which channel has the loop failure. released and reactivated. This clears any previous alarms.

Pressing the BUZZER SILENCE pushbutton silences the audible alarm, and If the OVERRIDE button for the 99% level is on, the system will not
when the ACCEPT/RESET is pushed the respective alarm LED on the panel automatically operate the ESD, this must be activated from the IAS.
and on the OAU-01A/Ex unit inside the panel will flash in slow motion.
The alarm from each tank activates the alarm horn and light on deck, the buzzer
The alarm LED will continue to flash in slow motion until the Loop Failure on the control panel and the IAS alarm. The appropriate LEDs on the control
has been fixed. panel and the intrinsically safe alarm module will also flash.

Note: Any loop/wiring or system faults must be rectified as soon as possible, When the override buttons are switched on a visual and audible alarm will
as a sensor with a loop failure will not alarm. come up on the IAS.

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 Bu Samra Cargo Operating Manual

Illustration 3.3.4a Trim and List Indicators

Sensor Inclinometer and
Signal Distribution Box
Installed in Electrical
Equipment Room A Deck

SAMSUNG Electrical Equipment Room Equipment Room AC 220V

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Power Supply
24V DC IAS
Inclinometers

Trim and List 4-20mA for List Indicator

Sensor

4-20mA for Trim Indicator

GMB Inc.

Terminal Box
24V DC

Custody Transfer System

For List
Key

Electrical Signal For Trim

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3.3.4 Trim And List Indicator The position sensor is optical. For small angles, the measured acceleration Provision is made for horizontal adjustment to the sensor block to ensure the
can be considered as equal to the angle; it is necessary to make an ArcSin sensors are correctly aligned. The direction of the sensor is marked on the
conversion to determine the angle of tilt for wider ranges. cover of the box.
Sensor
Manufacturer: GBM The signal distribution box and sensor enclosure boxes are located in the From the signal distribution box the return signal is sent directly to the CTS.
Model: SX 41400 (Sensorex) electrical equipment room. The positioning and installation of the sensor unit
Type: Twin Axial within the protective box is carried out when the vessel is level and stable.
Measuring range: Trim: ±2.0°
List: ±5.0°
Accuracy: Trim: Above 0.01°
List: Above 0.025°
Illustration 3.3.4b Trim and List Sensor
Power: 24DC

SAMSUNG
Introduction
Arc Sine DC Output
The trim and list of the vessel can be measured directly by means of inclinometers Converter
and the measurements used for correcting the calculated sounding and volume
in the cargo tanks. The level and volume calculations for the ballast and service
tanks can be adjusted when using the loading computer. DC Power
Input Electronic Servo Output
Module Amp Amp DC Output
The trim and list information of the vessel is fed directly to the custody +5V

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transfer system (CTS) where the corrected tank soundings together with the
temperature readings can be used to calculate the volume quantities. The
calculated volumes and corrected soundings are then sent to the IAS. The Resistor
U/t
4~20mA
Converter
IAS then sends the quantities to the loading computer where they are used to
calculate the stability of the vessel. From the loading computer the volume
quantities are returned and displayed together with the trim and list information Damping
from the CTS on the IAS workstation screen. Network

Offset
The calculations carried out by the CTS are used in the production of the Angle
Cargo Custody Reports which are required at the start and finish of all cargo
operations. Display
3 1/2 digits
Cargo tank corrections for ullage are normally with reference to the manual Stop
ullage pipe and the volume corrections with reference to the centre of gravity
in the tank. Model SX 41500

Functional Description (B) Optical (A) Pendulous (C) Torque Motor

Position Mass
Sensor
The unit comprises two twin axial type sensors that are enclosed in a protective
box and mounted in the electrical equipment room on A deck. When in
operation, the sensors measure angles in two perpendicular directions.

The inclinometer is an accelerometer type sensor and consists of an inertial

mass pendulum which rotates around a torsion bar and is servo controlled by
an inductive torque, whose current is proportional to the applied acceleration.

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 Bu Samra Cargo Operating Manual

Illustration 3.3.5a Loading Computer Set-Up

Cargo Console

IAS

SAS

HSMS

SAMSUNG
Printer Cable

220V AC
from Ship’s
Power
Printer

17” LCD

220V AC
from Ship’s

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Power

Mouse
Keyboard

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 Bu Samra Cargo Operating Manual
3.3.5 Loading Computer • The system will be designed for loading calculation on the basis The FILE menu contains functions for opening and saving condition files,
of “on-line” and “off-line” modes and selected mode can be printing and exiting the Ship Manager - 88. By clicking onto FILE in the main
Manufacturer: Techmarine Co., Ltd. identified easily. toolbar, the following options are available:
Model: Ship Manager - 88 • Result of visibility (SOLAS V.22) with warning message (*). • New Plan: Create a new loading condition. Lightship condition
is created.
• The sequential exchange of ballast water shall be specifically
Introduction demonstrated by calculation, to be approved by the Classification • Open Plan: Read loading file (*.LDP) saved in the current
Society. directory.
The ship Manager 88 system is a windows-based computer program for the • Save Plan: Save loading current status to disk as a specific file
calculation of the various aspects of cargo calculation and damage stability. (*) Marked items shall be displayed with warning message and alarm signal
name.
against given limitations.
The major functions of the Ship Manager loading program is as follows: • Save As: Save loading current status to disk as different file
• Interface with IAS (integrated administration system) and SAS
name.
** ON-LINE / OFF-LINE MODE (shipboard administration system) by on-line: Cargo tanks/
ballast tanks/HFO bunker tanks/draught/fresh water tanks/dist. • Delete Plan: Delete loading file saved in current directory.
• Displacement/deadweight/trim and draught (aft and fore). w.tanks/diesel oil tanks/lube oil tanks. • File Explorer: Can use the File Explorer to format disks, make

SAMSUNG
• Correction draughts (aft and fore) due to difference of sea water • Interface with hull stress monitoring system through IAS. back-up, get an overall view of the file system and so on.
density.
• Bending moment display of hull stress monitoring system. • Print: Print out selected item.
• LCG/VCG/TCG/metacentric height/angle of heel.
• Direct damage stability calculation (IGC code). • Print Set-up: Printer set-up.
• Trim and adjusting calculation/heel adjusting calculation.
• Weather stability calculation. • Exit: Exit ‘Ship Manager - 88’ session.
• Cargo/ballast/FO/DO/LO/FW tanks shall have maximum free
surface moment regardless of liquid level. • The sequential exchange of ballast water shall be specifically
demonstrated by calculation, to be approved by the Classification
• Volume/weight/tank level calculation for cargo/ballast/FO/DO/ Result Menu

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Society.
LO/FW & DW.
• Intact stability calculation (*).
Pull-Down Menu System
• Shear forces and bending moments at the prescribed frame point
(*). The loading condition files are managed by use of the file menu. This menu
• Corrected shear forces required by Classification Society (*). contains several sub-menus and each menu function is as follows:

• Maximum values of shear force and bending moment.

File Menu
• Propeller immersion (*).
• Forward draft limit (*).
• GM limit (*) KMT value shall be calculated at actual trim • Weather Criteria - Data and graph calculated by IMO A.562
condition, if not so, loading computer shall have the function Criteria.
to display the message that KMT value is used for even keel • Intact Stability - Data and graph calculated by IMO A.749(18)
condition. Criteria.
• Cargo tank filling restrictions against sloshing effect (*). • Longitudinal Strength - Table of actual value of the shear force
• GZ curves for loading conditions. and bending moments on each bulkhead.
• Curves of calculated SF and BM and maximum allowable • Minimum GoM - Display minimum GoM value graphically
values required by Classification Society. after damage calculation.
• Automatic Calculation - Specific gravity, percentage filling, • Loading Status - The operator can see an image outline of the
tank level, volume and weight for liquid compartments when loading status of the vessel which consists of profile, tank top
one of these is given. plan and typical section.

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 Bu Samra Cargo Operating Manual

Illustration 3.3.5b SM88 Load Plan

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual
Communications Menu Displacement, draught equiv, LCG, LCB, MTC, LCF, TKM, • Minimum allowable GoM limit
KG, etc.
• Cargo tank filling restriction against sloshing effect
• Visibility: Show visibility of actual status.
• Hydrostatics View: Show information at actual condition as Help Menu
below:
* DWT, LWT, DISP
* Draught equiv, LCG, LCB, MTC, LCF, TKM, KG
• On-line - Select on-line mode between the IAS cargo monitoring * Draught at marks
system and the loading computer.
* 1 degree heeling moment
• Off-line - Select off-line mode between the IAS cargo monitoring • General Particulars - Shows information on LBP, LOA , breadth,
* Etc
system and the loading computer. depth etc.
• Line Set-up - Select menu ON or OFF on on-line status. • Contents - Click the contents menu to browse through the topics
Option Menu

SAMSUNG
by category.
Utility Menu • About Ship Manager 88 - Gives information about Ship
Manager 88 version.

Function Keys
The function keys are set up to assist the operator without having to go to the
pull-down menus and are as follows:

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F3 Open plan
F4 Intact stability results
F5 SF/BM result
• Constants - Inquiry or change deadweight constants.
F7 Rolling period
• Sea Water Density - Inquiry or change sea water density.
F8 Propeller immersion
• Free Surface Moment - Inquiry or change maximum or actual
inertia moment of each compartment. F9 Hydrostatic table
• Calculators: Leads you to the MS-Windows Calculator. (See
MS-WINDOWS manual.) • Unit Selection - Select units for cargo calculation and others.
Speed Button Menu
• Control Panel: Leads you to the control panel, where it is • Centre of Gravity Calculation - Setting VCG, LCG, TCG.
possible to change colours, printer attributes. Selecting manual or automatic calculation. The speed button menu is displayed below the pull-down menu on the Ship
Manager - 88 screen and allows the operator to go directly to the relevant
• Shifting: Shift load from one compartment to another. • Configuration - Ship Manager 88 allows the user to configure
section without using the pull-down menu.
screen set-up to individual choice.
• Trim Adjust: Carry out adjustment of trim by adding cargo/
ballast water to two designated compartments. • Damage Case Setting - Inquiry or change damage case user The full path corresponding to the speed buttons is as follows:
setting.
(a) Trim with Cargo Add: Control trim by adding weight.
• Alarm Report - Report alarm information about the following
(b) Trim with Cargo Shift: Control trim by moving weight. items:
• Heel Adjust: Carry out adjustment of heel by ballast water to • IMO A.749 criteria (intact stability)
two designated compartments.
• IMO A.562 criteria (weather criteria)
• Rolling Period: Show and calculate rolling period. Speed Button Menu Full Path
• Shear force and bending moment
• Propeller Immersion: Show information of propeller New FILE -> New Plan
immersion. • Propeller immersion ratio Open FILE -> Open Plan
• Hydrostatics: Show information as follows: • Forward draught limit Save FILE -> Save Plan

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 Bu Samra Cargo Operating Manual

Illustration 3.3.5c GZ Graph and Cruve Screen Shots

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual

Speed Button Menu Full Path Warning Panel NO as the case may be. If all the check messages are YES the
warning panel is blue, if not the panel is red.
Hydro UTILITY -> Hydrostatics
Where the program calculates a situation that is not within the limits of the
Constants OPTION -> Constants stability or strength parameters a warning indication is illuminated on the • Damage Stability - Selecting Damage Stability from the main
Sequ Sequential Page screen. Where the limits are met a ‘YES’ message appears and the warning menu, Result or F6 calculates the damage stability in accordance
Print FILE -> Print panel will be green. When they do not meet the criteria a ‘NO’ message is with the IGC requirement. The programme incorporates a
On-Line COMMUNICATIONS -> On-line displayed, the LED to the right of the panel turns to a flickering red. set of preprogrammed damage cases which are automatically
Off-Line COMMUNICATIONS -> Off-line calculated for the intended loading condition. These calculations
Close FILE -> Exit Work Tab are carried out with the Lost Buoyancy Method and the results
of these calculations are listed below:
Help HELP -> Contents
The various tabs allow the operator direct access to the window where the • Draughts (forward and aft)
changes can be made to the loading condition.
Ship Manager Screen • Trim
Illustration 3.3.5b Ship Manager Screen The tabs are: • Angle of heel

SAMSUNG
• Tank Plan - Cargo tanks, water ballast tanks including the • Maximum residual GZ within 20° range
engine room water ballast and fore and aft peak tanks, the
• Range of positive stability
bunker fuel oil tanks and all other engine room oil tanks are
listed. The values can be changed as required. • Area under residual GZ within 20°
• If a weight is put in then the volume is automatically • Unprotected openings immersion within 20°
calculated. • Corrected transverse metacentric height, GoM
• If a density is put in then the weight is automatically
calculated using the volume and density. • Longitudinal Strength Result - The SF/BM table and graph

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• If the → key is pressed simultaneously the LCG//KG/TCG/ are displayed as follows:
FREE SURFACE MOMENT (FSM) of each compartment • FR.NO: Bulkhead frame number
appear according to the current loading status. Pressing the
← key returns to the former condition. • ACT. (Mt): Actual shear forces on each bulkhead (Unit =
Mt)
• When in the on-line mode the level of all compartments are
corrected with the actual trim and heel automatically. In the • ACT. (Mt-m): Actual bending moment on each bulkhead
off-line mode the heel and trim values have to be put into the (Unit = Mt-m)
editing box manually. • ALLOW (Mt) SEA, PORT: Allowable shear force at sea/
• Loading Status - Here the operator is given a visual view of the port
The screen is classified into PULL DOWN MENU, SPEED BUTTON MENU,
loaded status of the vessel. The operator can select cargo tanks, • ALLOW (Mt-m) SEA, PORT: Allowable bending moment
WARNING PANEL, WORK TAB and STATUS PANEL.
ballast tanks or hull shape only and either port or starboard side at sea/port
views.
By using one or a combination of these the operator can carry out all the • ALLOW (%) SEA, PORT: The ratio of actual shear force/
necessary calculations to carry out the cargo operations safely. • Weather Criteria - Here the operator is given a visual view of bending moment (allowable shear force/bending moment) at
the weather criteria GZ table according to IMO A.562 Criteria. sea/port on each bulkhead
Here the available value is calculated and compared to the
Pull-Down Menu • MAX.: Maximum shear force/bending moment
required value as prescribed by IMO. The result is displayed as
This controls the loading program , all main menus can be accessed by the a check message on the screen, YES within the limits or NO as • FR.NO (xxx): Frame number where maximum shear force/
pull-down method. the case may be. bending moment occur
• Intact Stability Result - Here the operator is given a visual
Speed Button Menu view of the Stability GZ table according to IOM A.749(18)
On the toolbar there are a series of speed buttons that have the same function Criteria. Here the available value is calculated and compared to
as the pull-down menus, by clicking on the appropriate button the respective the required value as prescribed by IMO. The result is displayed
menu is displayed. as a check message on the screen, YES within the limits or

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 Bu Samra Cargo Operating Manual
• Hydrostatic Particular - if the operator clicks on Hydrostatic Ship Manager - 88 Operation
View the Hydrostatics Particulars dialog box appears and
displays the following information: Ensure that the power to the load computer is on and select the Ship Manager
• Displacement - 88 icon on the windows Ship Manager display.

• Corresponding mean draught a) Select menu to get the Ship Manager - 88 screen display.
• Longitudinal centre of flotation, LCF
b) From the file pull-down menu the operator selects Voyage
• Longitudinal centre of buoyancy, LCB Description and enters the relevant details.
• Longitudinal centre of flotation, LCF
• Longitudinal centre of gravity, LCG c) From either the pull-down menu or a speed button, open a new
loading condition or one from the stored examples.
• Draught at after perpendiculars
• Draught at forward perpendiculars d) Using the function key F2 or the pull-down menu, save the file
giving it a name. Where the plan is an old example the Save As

SAMSUNG
• Draught at midships menu would be used with a new name.
• Draught at after perpendiculars
e) Using the work tabs, select the window required, eg, Tank Plan
• Trim
and enter the specific gravity for each tank contents.
• Draught at aft draught marks
• Draught at forward draught marks Note: This is normally only required at initial set-up.
• KMT
f) Once all the details have been entered into the window the

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• Vertical centre of gravity, VCG on-line mode if connected to the cargo monitoring device can
• Free surface correction, GCo be selected, quantities for those tanks being monitored will be
automatically updated. Where off-line is used the data must be
• Corrected transverse metacentric height, GoM entered manually.
• 1° heeling moment
g) From the Speed Button toolbar select the ‘Constant Table’. Here
• Heeling angle due to transverse moment
are the lightship weight plus the weights for stores, crew etc,
and any other weight not covered by the main window.
Status Panel
Once all the cargo, ballast, bunker etc, data has been entered the operator can
When any window is open, the results table giving the displacement, draught then use the pull-down menus, speed buttons or function keys to access the
and list, stability and maximum SF and BM percentages with the frame other windows to obtain the relevant information on the status of the vessel.
numbers is constantly displayed on the right side of the screen. This results list
is constantly updated as the data in the tanks change. This information can be printed off for recording purposes.
• Print Results - Selecting Print from the file menu or the print
speed button brings up the print mimic. The operator selects
which of the print items is required by clicking in the relevant
box, re-clicking in the box cancels the selection. The voyage
data etc, is filled in and then the print button selected. This
displays the print dialog box, when all options have been
checked, clicking the OK button, items will be sent to the printer
for printing.

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Section 4: Cargo and Ballast System 4.8 Nitrogen Generator

4.1 Cargo Manifold 4.9 Inert Gas Generator

4.1.1 Cargo Manifold System

4.10 Fixed Gas Sampling and Gas Detection Systems
4.1.2 Cargo Strainers

SAMSUNG
4.11 Cargo, Ballast, Bunkering and Ship Side Valve Remote Control System
4.2 Cargo Piping System
4.12 Emergency Shutdown Systems
4.2.1 Cargo Piping
4.12.1 Emergency Shutdown and Tank Protection Systems
4.2.2 Cargo Pipe Insulation
4.12.2 Pneumatic Emergency Shutdown System

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4.3 Cargo Pumps
4.13 Cargo Relief Valves
4.3.1 Main Cargo Pumps
4.13.1 Cargo Tank Relief Valves
4.3.2 Stripping/Spray Pumps
4.13.2 Insulation Space Relief Valves
4.3.3 Emergency Cargo Pump
4.13.3 Pipeline Relief Valves

4.4 Cargo Compressors

4.14 Ballast Level and Ship’s Draught Gauging System
4.4.1 High Duty Compressor
4.14.1 Ballast Piping System
4.4.2 Boil-Off Gas Compressor
4.14.2 Remote Level and Draught Indicating System

4.5 Boil-Off/Warm-Up Heaters 4.14.3 Ballast Exchange System

4.5.1 High Duty and Boil-Off Gas Heaters

4.5.2 Off-Gas Heater

4.6 LNG Vaporiser

4.7 Reliquefaction Plant

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 Bu Samra Cargo Operating Manual

Illustration 4.1.1a Cargo Manifold System

Ship Side

Key
LNG Liquid
Gas Line
Spray Line
3,500mm
Heavy Fuel Oil
Diesel Oil

4" 12" 20" 20" 20" 20" 20" 12" 4"

SAMSUNG 25mm

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80mm 80mm 80mm 80mm

500mm 500mm 500mm

100mm 300mm 500mm 500mm 300mm 100mm

125mm

Diesel Oil Heavy Fuel Oil LNG Vapour LNG Spray Line Heavy Fuel Oil Diesel Oil

700mm 650mm 700mm 125mm

750mm 2000mm 3500mm 3500mm 3500mm 3500mm 2000mm 750mm

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 Bu Samra Cargo Operating Manual
4.1 Cargo Manifold The cargo manifold is used for the loading and discharging of the liquid LNG
and the transfer of LNG vapour to and from the shore terminal during cargo
4.1.1 Cargo Manifold System operations.

The cargo manifold system is situated in the area between No.3 liquid dome
The principal particulars are as follows:
and No.3 vapour dome, and comprises two 700mm branch liquid headers
extending out to the port and starboard from the main fore and aft liquid header
Manifolds towards the ship’s sides. Each liquid branch header reduces down and splits
to provide two 500mm liquid connections, two forward and two aft of the
Manifold height above keel base line 31.9m
vapour manifold to which the portable reducer/spool connection piece, with the
Upper deck height above keel base line 27.0m strainers in position, are connected and ultimately the cargo arms.
Spacing between liquid line and vapour line 3.50m
Distance between ship manifold and ship side 3.50m The 650mm vapour branch header extends from the 700mm fore and aft
Distance between working platform and upper deck 3.49m main vapour header towards each ship side, it also reduces to provide a single
500mm connection with a portable reducer/spool connection piece, port and
Distance between centre of manifold flange and top of working 1.36m

SAMSUNG
starboard.
platform
Rail height 1.05m Each liquid manifold has a manual shut-off and an automatic valve, whereas
Spacing between liquid line and HFO line 2.00m the vapour manifold has an automatic valve only, the manual shut-off valve is
Spacing between HFO line and DO line 0.75m located on the inboard side of the automatic valve. The automatic valve (ESD
valve) is connected to the ESD system on board, and in the event of an ESD
situation occurring, can be closed either from the ship or shore.
Reducers and Connecting Spool Pieces
Connection piece length Liquid 4 pieces 20"/20"

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Cargo Manifold and Spray Header Connection
350mm 4 pieces 16"/16"
On each liquid manifold are connections into the spray header, located between
Vapour 1 piece 20"/20"
the ESD valve and the manual shut-off valve. These connections, together with
1 piece 16"/16"
the respective cooldown valves, can be used by the operator to cool down or
Reducer for liquid JPI 150PSI 8 pieces 20"/16" drain the main liquid header and shore arms.

Reducer for vapour JPI 150PSI 2 pieces 20"/16" Each liquid manifold is provided with two pressure relief valves, located
inboard and outboard of the ESD valve, which in the event of a pressure build-
Reducer for nitrogen JPI 150PSI 1 piece 16"/3" up between the manual shut-off valve and the ESD valve or the ESD valve and
1 piece 8"/3" the blank flange, would drain back to No.4 or No.5 cargo tank liquid dome.
Nozzle for cargo jettison 20" flange reducing to 6" outlet, to extend not
approx. 6.5 metre length less than 3 metres outboard of ship’s side. At the top of each liquid manifold is a pressure gauge connection and sample
vent with quick connection for a nitrogen purge, there is also a drain cock on
HFO 2 pieces 12"/10"
the bottom of the line outboard of the ESD valve.
2 pieces 12"/8"
2 pieces 12"/6"
On the vapour manifold there is no manual shut-off valve, only the automatic
DO 2 pieces 6"/4" ESD valve with a small 25mm bypass line and valve for purging purposes.
2 pieces 4"/3"
There is also a pressure gauge connection, drain cock and sample vent with a
Bi-Directional Conical Strainers quick connection.

Fitted to each manifold 8 sets x 60 mesh Each manifold is also provided with a small davit for use during the connection
or disconnection of the spools and reducers and for inspection of the
strainers.

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 Bu Samra Cargo Operating Manual

Illustration 4.1.1b Cargo Manifold Screen Shot

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual
4.1.2 Cargo Strainers Illustration 4.1.2a Cargo Strainer

Manufacturer Korea Filter Co.Ltd

750mm

Strainer: 750mm x 429mm x 240mm

Number: 8
Flange size: 20 inch
Mesh: 60
Outer Strainer
Design flow rate: 9,575.7m3/h Support Bi-Directional Flow
End Support
Design pressure: 1MPa Screen

Design temperature: -196°C A

Initial pressure drop: 35.6kPa at 9,575.7m3/h B

Maximum pressure drop: 50kPa

SAMSUNG
A

Before arriving at the LNG terminal, ensure that the 60 mesh strainers in the
liquid manifolds are clean and securely bolted in place by the spool pieces, to
900mm 584mm 463mm 429mm 250mm 470mm
ensure that no debris can enter the cargo tanks or be discharged to the receiving Stay
terminal during the cargo loading or discharge.

The strainer is constructed and designed for bi-directional flow, so that the
same strainer is used for both loading and discharge.

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Flange
After the flow rates have stabilised, the deck watch should periodically notify 40mm
the CCR of the pressure on each of the four liquid manifold gauges and the
pressure on the liquid crossover gauges.

On completion of each cargo operation, the strainer should be removed

Detail B
and checked for debris, cleaned and then replaced ready for the next cargo
operation.

Failure to clean the strainer after each operation will result in any debris caught
in the strainer being returned to either the ship’s tanks or to the shore. 60mm

Section A-A
Outer Strainer
Support

Inner Strainer
Support

(Typical For Both 10 Micron Mesh 60 Micron Mesh 10 Micron Mesh

Inner and Outer Cones)

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 4.2.1a Cargo System Overview Screen Shot

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual

Illustration 4.2.1b Cargo Piping System (With Reliquefaction Plant)

From Nitrogen Purging/ Sealing Line

MV01A
CN951
CR903 CNXXX CN705

CN901
CR902
To No.5 N2
Vent Mast
CR901 Locked Closed MV31 PCV4 MV02
PSV2
CG928 No.2 H/D Compressor
MV32 MV17

CN906

CV28
TCV2 CG708 CG707 CG904 CG912 CG916 CG900 Nitrogen
LNG Vaporiser MV21 Drum

CV30
CG929 PCV11 CN905
No.1 H/D Compressor PSV2

MV05 PCV25 CV04 MV03

FCV1 Nitrogen Buffer

CG927
MV18 Nitrogen
CG903 CG911 CG915 MV20 MV33
System
CG917 TCV2 High Duty PCV11 CN904 MV35
TCV1 Heater
CG923
LC

CG710

CG926

CG704
CG925

CG706

CN910
CV29 MV34
CS908 TCV1
Off-Gas MV39 PSV4

MV40
Heater BOG Heater

SAMSUNG
MV23 CG924

CG709
CG705 No.2 BOG Compressor FCV20 HV01 MV37
PCV5C

CG918
CG931

PCV50
CS901

TCV2
MV74

HV02
H CV01 HV10 PCV55

Nitrogen Buffer MV36

MV06 PCV1
2nd
PDCV11B

MV05 MV03
MV09 PCV15 CV14 MV11 MV22

HV02
PCV5B MV18 1st
PSV3

PCV11A CN903

TCV21

FCV10
MV16 PCV54 MV10

MV25
MV03 MV02
PSV3C

MV39
PSV3B

MV40
QGTC
PSV2B No.1 BOG Compressor FCV20 HV01
PSV2C

HV25
HV30A

HV30B

CG711

MV10
PSV5

CV01 HV10

MV05 MV03
PSV2A
FCV10
L.O. MV68

TCV21

FCV10
MV38

MV38
1st 2nd
Flash Drum

MV27 HV32 PCV11

L.C.
FCV3 HCV2A MV35 PCV2A MV36 PDCV11B L.O.

HV26B

HV26B
MV13 MV12 MV61

MV25

MV26

MV26
MV38

MV09

MV11

MV28 HV41

PSV42
MV62
SCV2 SCV1
PCV11A CN902
MV47 PCV2B
No.2 HV42

MV66

MV09
EXP 3rd 2nd 1st
CV48 MV34 LCV5B MV16 CV15 MV17 MV08 MV06
LNG Transfer Compander
Pumps

HCV3 MV77
PSV3A

BOG Desuperheater

MV01 MV28
MV40 MV48 Gas
No.1 Analyser
Panel
MV04
MV01 CV14 MV02 PSV2
PSV3
HCV2B
MV39
MV41

MV10

MV05A TCV34 MV07A

HV25
PSV5A

MV37

MV02 PCV11 MV68

MV03
CV07
LCV3 CV44 L.O. FCV10 MV61

MV27 HV32 L.C.

BOG
Condenser L.O. MV13 MV12 SCV1
SCV2

PDCV23
Gas MV28 HV41

PSV42
MV62
Combustion CG930 Current
Exchanger
Unit
CN914 CN913
3rd 1st

MV66

MV09
HV42 EXP 2nd
Cargo Compressor Room Electric Motor Room Compander
CN912 CN911

1 2 3 4 5 6 7 8 9 10 11 12

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 Bu Samra Cargo Operating Manual

Illustration 4.2.1b Cargo Piping System (With Reliquefaction Plant) Cont’d

Key
1 2 3 4 5 6 7 8 9 10 11 12

CR042

CR032

CR022

CR012
From LNG Liquid Inert Gas
Inert Gas/

CG072
CG074
CL042

CL032

CL022

CL012
LNG Condensate
CS705

Dry-Air Plant
Return Gas Line

CR044

CR034

CR024

CR014
LNG Vapour Spray Line

CS044

CS034

CS024

CS014
CL044

CL034

CL024

CL014
Nitrogen
CR707

CR708
CS704

Port
CS702

650 VAPOUR RETURN TO SHORE

BA526

CS703

GI702 CG703 CARGO VAPOUR

CI701
CARGO LIQUID

CARGO LIQUID Manifold

SPRAY MAIN

VENT AND RELIEF MAIN

SAMSUNG
CS035

650

700

700

125

150
CS025
Starboard

CG075

CS023
CS043

CS013
CS033

CL023
CL043

CL013
CL033
Ballast
Line

CR043

CR033
CR023 CR013

CG073

CG071
CR711

CL041

CL031

CL021

CL011
CR041

CR031
CL701

CR702

CS071
CR021 CR011

QGTC
CR705 CR706 CL700

CG702
CR700

CG701

CG700
CR704 CR703

CS701 CS700 CR701

GCU N2
Vent Line
CN550

CR402

CR302
CR502

CR202

CR102
CS503

CS403

CS303

CS203

CS103
CR103 CL107
CR503 CL507

CL407

CL307

CL207
H H H H H
CR403

CR303

CR203
CR501 CR400 CR301 CR201 CR101
CG400
CG500

CG300

CG200

CG100
CS500

CS404

CS400

CS304

CS204

CS104
CS504

CS505

CS405

CS305

CS205

CS105
H H

CR500 CR400 CR300 CR200 CR100

CR505

CR405
CS502

CS402

CS302
CS410

CS300

CS202

CS200

CS102

CS100
CS510
CL504

CL404

CL204

CL202
CL501

CL401

CL304

CL302

CL104

CL102
H H H H H H H H H H
CG501

CG301
CG401

CG201

CG101
CR504

CR404

CR304

CR204

CR104
CS501

CS508

CS507

CS401

CS408

CS407

CS301

CS308

CS307

CS201

CS208

CS207

CS101

CS108

CS107
CL503

CL502

CL500

CL403

CL402

CL400

CL300

CL203

CL201
CL303

CL200
CL301

CL103

CL101

CL100
H H H H H H H H H H H H H H H

Port Port Port Port Port

Starboard Starboard Starboard Starboard Starboard

CL406

CL405
CL506

CL505

CL206

CL205
CL306

CL305

CL106

CL105
No.1(S) No.1(S) No.1(S) No.1(S) No.1(S)
No.2(P) No.2(P) No.2(P) No.2(P) No.2(P)
Cargo Pumps Spray Pump No.5 Tank Cargo Pumps Spray Pump No.4 Tank Cargo Pumps Spray Pump No.3 Tank Cargo Pumps
Spray Pump No.2 Tank Cargo Pumps
Spray Pump No.1 Tank

Issue: 1 - December 2009 IMO No: 9388833 Section 4.2 - Page 3 of 10

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 Bu Samra Cargo Operating Manual
4.2 Cargo Piping System The stripping/spray line runs fore and aft with a branch to each cargo tank. It A small diameter spray nozzle is also fitted at the top of each cargo pump
can be connected to the liquid manifold crossover lines for line cooling and discharge line inside the tank to cool down the emergency pump tower leg in
4.2.1 Cargo Piping draining. It is also used to strip or to cool down each cargo tank and to spray order to protect against high stresses in the pump tower.
during discharging if the return vapour is insufficient.
The cargo piping system on this vessel has been shown in full in illustration A small 6mm diameter hole is drilled in the bottom of each cargo pump
4.2.1b and in a simplified manner in illustration 4.2.1c. Both of these show The spray line on each tank splits into two independent spray headers inside the discharge pipe drop leg for draining.
the principal features of the system and illustration 4.2.1b includes the tank at the top to distribute the incoming liquid into either the port or starboard
reliquefaction plant inside the compressor room. header. The spray headers are fitted with nozzles equally spaced to achieve a
better cooldown rate. Liquid Header Line
The schedule (thickness) of the cargo piping used in the systems are based on The system comprises a 700/600/450/400mm butt welded, cryogenic stainless
the requirements specified in the IGC Code 5.2.2 and the classification society The stripping/spray, liquid and vapour headers have branches to and from
the cargo compressor room with connections to the compressors, heaters and steel pipeline, connecting each of the five cargo tanks to the loading/discharge
rules and regulations. manifolds at the ship’s side by means of a common line.
vaporiser for various auxiliary functions. Removable bends are supplied for
The design pressure of the cargo liquid and vapour piping outside the tanks is fitting where necessary to allow cross-connection between the various pipelines
for infrequent uses, such as preparing for dry dock or recommissioning after At each tank liquid dome there is a manifold which connects to the loading and
10 bar and the design temperature is between -163°C and +80°C. The main

SAMSUNG
refit. discharge lines from the tank to allow for the loading and discharge of cargo.
cargo piping systems on deck are constructed of 316L stainless steel schedule
10S or 40S depending on the diameter and application, while the piping inside This manifold on the liquid dome connects to the tank discharge lines from the
the cargo tanks is grade 304L stainless steel. The inert gas and dry-air system (see Section 4.9) located in the engine room, is
used to supply inert gas or dry-air to the cargo tanks via piping which connects port and starboard cargo pumps, the loading line, emergency pump well and
with the main cargo system through a double non-return valve and removable spray line.
All of the cargo piping is welded to reduce the possibility of joint leakage.
Where this is not possible, then 150# raised face ANSI standard flanges are spool pieces to avoid gas returning to the engine room.
At certain points along the liquid line, blank flanges and sample points have
used. All joints used are to be suitable for 150# ANSI standard and 4.5mm been fitted to facilitate inerting and aeration of the system during refit.
thick at insertion which compresses to approximately 3mm when properly Both liquid and vapour systems have been designed in such a way that
torqued. expansion and contraction are absorbed in the piping configuration. This is

QGTC
done by means of expansion loops on liquid piping and loops and expansion All sections of the liquid line outside the cargo tanks are insulated with a rigid
bellows on the vapour piping. Fixed and sliding pipe supports and guides are polyurethane foam covered with a moulded GRP cover to act as a tough water
Liquid cargo is loaded and discharged via the two liquid crossover lines in and vapour-tight barrier.
way of the No.3 cargo tank (midships) and is delivered to and from each cargo provided to ensure that pipe stresses are kept within acceptable limits.
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 All sections of liquid piping that can be isolated, and thus possibly trap liquid Vapour Header Line
connections, port and starboard, making a total of four liquid loading/discharge between closed valves, are provided with safety valves which relieve excess
connections on each side of the ship. pressure to the nearest liquid dome. This is a safety measure, although normal The system comprises a 800/750/700/650/500/450/400mm welded cryogenic
working practice is to allow any remaining liquid to warm-up and boil-off stainless steel pipeline, connecting each of the five cargo tanks by means of a
The cargo tank vapour domes are maintained in communication with each other before closing any such valves. common line to the ship side vapour manifold, the compressor room and the
by the vapour header running fore and aft along the trunk deck. The vapour forward vent mast.
main also has a crossover line at the midship manifold for use in regulating All major valves such as the midships manifold (port and starboard) ESD
tank pressures when loading and discharging. The vapour header connects valves, individual tank loading and discharge valves, are remotely operated The line to the cargo compressor room allows for the vapour to be used in the
the vapour domes on each tank for directing the boil-off gas to the cargo from the IAS so that all normal cargo operations can be carried out from the following manner:
compressor room for reliquefaction, with the condensate being returned to the cargo control room.
• During ballast/loaded voyages the boil-off gas is sent to the
tanks through the spray header via the LNG transfer pumps (if required) and
When an ESD is activated, the manifold valves are closed, discontinuing cargo compressor room where it is cooled, liquefied and
condensate line. When the boil-off gas cannot be liquefied, provision is made
loading or unloading operations. returned to the cargo tanks.
for the excess gas to be burned in the gas combustion unit located in the engine
room casing. In an emergency the vapour header can be used to vent the excess • Sent ashore during cargo loading by means of the HD compressors
boil-off to the atmosphere in a controlled manner via No.1 LNG vent mast. A non-return valve is fitted inside the tank in the discharge pipe of each main in order to control pressure in the cargo tanks.
cargo pump. A 6mm 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 • During repair periods, to supply the vaporised gas used to
When loading, the vapour header and crossover, together with the HD purge-dry/gas-up the cargo tanks.
compressors are used to return the displaced gas from the tanks back to the discharge flange of the compressors. The spray/stripping and emergency
shore installation. When discharging, the vapour header is used in conjunction cargo pump discharge lines have non-return valves located directly after the • The line to the forward riser acts as a safety valve to all tanks
with either the vapour crossover connected to the shore, or the LNG vaporiser, hydraulically operated discharge valves. and can also be used to control the tank pressure during pre and
to supply gas to the tanks to replace the outgoing liquid cargo. post refits.

Issue: 1 - December 2009 IMO No: 9388833 Section 4.2 - Page 4 of 10

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 Bu Samra Cargo Operating Manual

Illustration 4.2.1c Cargo Piping System (Without Reliquefaction Plant)

Gas H
Combustion
CG931 MV23 PCV5D CL012 CL014 CL013 CL011
Unit

PSV5
Off-Gas Port Manifold Starboard
Heater PCV5C CV44 LCV3

CS014 CS013

CS025
MV37
To and From HV10 FCV20

HCV2A

PCV5B
Reliquefaction

MV02

MV17
Flash Drum
Plant CL022 CL024 CL023 CL021
BOG HV01 CV01 2 nd
1 st
HV02
BOG Condenser No.1 BOG
Desuperheater

CS035
Compressor
FCV10 HV26B CS024 CS023
Gas

MV36

MV09
Combustion CG924 TCV1 HV10 FCV20
Unit CG930 HCV3 MV77
CG926

CG072 CG071
No.1 No.2
BOG Heater HV01 CV01 2nd 1st HV02
TCV2 CG918 No.2 BOG LNG

PCV2A

PCV2B
CG074 CG073

CV14

CV15

CV07
Compressor Transfer CS034 CS033

CG925
FCV10 HV26B Pumps
CG923 TCV1

MV01

MV16

MV18
CG927

High Duty Heater CL032 CL031

SAMSUNG
CL034 CL033

MV35

MV47
TCV2 CG917 CG915 CG911 CG903
No.1 HD Compressor

CG075

CS071
CG929
CS044 CS043
FCV3

HCV2B

CG711
CL042 CL044 CL043 CL041
LNG Vaporiser
FCV1

TCV2

CG916 CG912 CG904 MV34 LCV5B

No.2 HD Compressor Key

CV48
CS901
CG928

Locked LNG Liquid*

Closed
CG900
LNG Vapour*
VAPOUR RETURN LINE Nitrogen*
GI702

Inert Gas*

QGTC
CG708 CG707 Gas Line*

CG703 Spray Line

Ballast Line
BA526
CG710

CG704

CG706

CG705
CG709
CS703

CS702

Inert Gas/
CL701

Dry-Air from CS704 GAS MAIN To Cofferdam

Engine Room VAPOUR MAIN
LIQUID MAIN

CG701

CG700
SPRAY MAIN CL700

CS701 CS700

CS705

CG702
CS505

CS405

CS305

CS205

CS105
CS503

CS403

CS303

CS203

CS103
CL107
CL507

CL407

CL307

CL207
H H H H H

CG100
CG500

CG400

CG300

CG200
CS404

CS304

CS204

CS104
CS504

CS510

CS500

CS410

CS400

CS300

CS200

CS100
H H H H H H H
CR501 CR401 CR301 CR201 CR101
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL504

CL404

CL304

CL204

CL104
CL501

CL401

CL302

CL202

CL102
H H H H H
CR500 CR400 CR300 CR200 CR100
CG501

CG401

CG301

CG201

CG101
CS508

CS507

CS408

CS407

CS308

CS307

CS208

CS207

CS108

CS107
CL500

CL400

CL300

CL200

CL100
CL503

CL502

CL403

CL402

CL303

CL301

CL203

CL201

CL103

CL101
H H H H H H H H H H H H H H H

Port Port Port Port Port

Starboard Starboard Starboard Starboard Starboard

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL306

CL305
CL506

CL505

CL406

CL405

CL206

CL205

CL106

CL105
No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank
No.2(P) No.1(S) No.2(P) No.1(S) No.2(P) No.1(S) No.2(P) No.1(S) No.2(P) No.1(S)
Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump Cargo Pumps Spray Pump

Issue: 1 - December 2009 IMO No: 9388833 Section 4.2 - Page 5 of 10

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 Bu Samra Cargo Operating Manual
• At certain points along the vapour line, blank flanges and sample At certain points along the gas main, blank flanges and sample points are fitted The cargo compressor room lines and the vapour return line can also be purged
points are fitted to facilitate the taking of readings during pre to facilitate the taking of readings during pre and post refits. with inert gas or air by means of a spool piece and isolation valve on the line
and post refits. leading to this space. There is also a means to inert the compressor room via
its own IG supply line with an isolation valve and spool piece.
All sections of the vapour line outside the cargo tanks are insulated with a rigid Condensate Return Line
polyurethane foam covered with a moulded GRP cover to act as a tough water The ballast spaces can be also be connected to the IG system through an
and vapour-tight barrier. During the transportation of the LNG at sea, gas vapour is produced due to isolation valve and spool piece to the ballast main.
the transfer of heat from the outside sea and air through the tank insulation.
Energy is also absorbed by the cargo due to the motion of the LNG caused by
Spray Header Line the vessel’s movement. Under normal operating conditions, the boil-off gas is Expansion Bellows
passed through the reliquefaction plant and returned to the bottom of the No.4
The system comprises a 125/100/80/65/50mm butt welded cryogenic stainless and No.5 cargo tanks, or to the spray header for spraying via the spray rings Expansion bellows are not used for the liquid lines (except the stripping pump
steel pipeline, connecting the spray pump in each of the five cargo tanks to the to all of the tanks. discharge line in the cargo tanks) but are used for the vapour lines, mainly in
stripping/spray header and serves the following functions by supplying LNG the cargo machinery room. The pipes on the weather deck have been fabricated
to: The gas vapour is taken from the vapour header via the vapour suction main with expansion loops.

SAMSUNG
and passes through the BOG compressors. It then passes through the BOG
• Two spray rails in each tank used for tank cooldown and gas
desuperheater and condenser where it is liquefied and returned to the bottom Bellows are of the multi-layer type: they are made of INCONEL 625 for the
generation.
of No.4 or No.5 cargo tanks via the condensate return line using the pressure outer layer and A240-316 stainless steel for the inner layer.
• Main liquid line used for cooling down lines prior to cargo in the system. When operating in the partial reliquefaction mode, the waste gas
operations. is vented to the GCU, and the liquid is returned by the LNG transfer pumps (if
required) via the condensate return line to No.4 or No.5 cargo tank or to the Joints
• Priming of discharge lines to prevent line surge when starting
the main cargo pumps. spray header (if required).
Pipe flanges are generally in accordance with the following standard:
• Supply of LNG to the vaporiser for gas generation.
Vent and Relief Main Liquid and spray lines on deck and in the tanks: Welded neck - raised face.

QGTC
At certain points along the spray line, blank flanges and sample points are fitted Liquid and spray lines in the tanks with open end: Slip on - flat face.
to facilitate the taking of readings during pre and post refits. During normal operations, the pressure in the tanks is controlled by the BOG
Vapour lines: Welded neck - raised face.
compressors with the compressed gas being either reliquefied and returned to
the tanks or burnt-off in the gas combustion unit. Cargo tank vent lines: Welded neck - raised face.
All sections of the spray line outside the cargo tanks are insulated with a rigid
polyurethane foam covered with a moulded GRP cover to act as a tough water Cargo pipe vent lines: Slip on - flat face.
and vapour-tight barrier. Note: The pressure can also be controlled via the forward vent mast and the
common vapour line, but this is for EMERGENCY USE ONLY. The joints between flanges are made of Graphite Vortex or equivalent material
with a thickness of 4.5mm on deck and 1.5mm in the tank.
Gas Header
Each cargo tank is also fitted with an independent means of protection from
over-pressure, which comprises two lines exiting the gas domes into their own
The system comprises a 300mm diameter pipeline which can be connected to The joints used in the cargo manifold flanges for mating to the terminal loading
pilot-operated relief valves. From here the gas passes through a 250/300/500mm
the vapour line and the forward vent mast for use when ‘One Tank Operation’ arms are the same spiral wound type. When the shore connection is made onto
diameter line into a vent mast where it is vented to atmosphere.
is required. The use of this line enables a single tank to be isolated and repair the ship’s manifold, it is important that the sealing face of both connections is
work to be carried out without having to warm-up and inert the whole vessel. inspected and that a new spiral wound cryogenic joint is used on each occasion.
Inerting/Aeration Line These joints, which are of the metaflex design, are based around a stainless steel
The connection to each tank is at the vapour dome on the vapour and gas disc with a metal winding into which is secured a flexible graphite filler.
header and is via a removable spool piece, the vapour header can be isolated by The inerting system consists of a line that supplies inert gas or dry-air from
means of an isolation valve and spectacle flange. The connection to the forward the inert gas generator to the cargo tanks and pipelines. The system is used for Bolts/studs/nuts material used is as follows:
vent mast is by means of an isolating valve and spectacle flange. inerting and drying the cargo tanks, lines and the compressor room machinery • Bolts and Studs: ASTM A320 B8M Class II
during periods of refit and repair. The IG generating plant is located in the
During single tank operations it is possible to connect the gas main to the inert engine room. • Nuts: ASTM A 194 Grade M8
gas generator by means of a removable bend.
The line can be connected to the gas main and the liquid header by means Tightening of any nuts must be done with a torque wrench to get the value in
of a spool pieces. By selective use of these and the use of flexible hoses it is accordance with the ANSI standard.
possible to inert or aerate all or just a single cargo tank.

Issue: 1 - December 2009 IMO No: 9388833 Section 4.2 - Page 6 of 10

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 Bu Samra Cargo Operating Manual

Illustration 4.2.1d No.4 Cargo Tank Arrangement

To/From Cargo Liquid Main To Vent and Relief Main To/From Spray Header To Gas Header
No.4
From Condensate Vent Mast To Cargo Vapour Main
LNG Return Line

CL CR CR CS
407 403 402 403 CG
From LNG Vaporiser/ 400
BOG Condenser CG456 CG768 CG767

CS405 EV-01
CL CG455
404
CL CL CL CL
402 401 400 403 CS CS CG466 CG467
CS CR401
404 400
402
CL458 CL457 CR457 CR458
CS
401

SAMSUNG
CL452 CL451 CR400
CS453 CS454
CS451 CS452
CL454 CL453 CS410 CR451 CR452
R SA SA SA SA SA F CG
CG461 PI
CR CR CG458 450 452 454 456 458 401
CL456 CL455 CG460 PI CR453 CR454
404 405 CS CS SA SA SA SA SA FLV
CG457 CG459 PI
451 453 455 457 459
408 407 1V

Liquid
Dome Gas
Dome

QGTC Sprayers
Port

Starboard
Key

LNG Liquid

LNG Vapour

Inert Gas
Emergency Pump Column

Gas Line

Spray Line
CL CL
406 405

No.2 Cargo Pump

(Port)
No.1 Cargo Pump Spray
(Starboard) Pump
Foot Valve No.4 Cargo Tank

Issue: 1 - December 2009 IMO No: 9388833 Section 4.2 - Page 7 of 10

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 Bu Samra Cargo Operating Manual

Illustration 4.2.1e Cargo Tanks Screen Shot

SAMSUNG
QGTC

Issue: 1 - December 2009 IMO No: 9388833 Section 4.2 - Page 8 of 10

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 Bu Samra Cargo Operating Manual

Illustration 4.2.2a Pipe Insulation

Type 1 ( Cargo Pipelines)

Type 3
Fibreglass Reinforced
Plastic Protective Layer Fibreglass Reinforced
Plastic Protective Layer
PUF
Rock Wool
Aluminium Foil
with Polyester Aluminium Foil
Film with Polyester
Film
PUF
PUF

Pipe
Pipe

32-100mm

SAMSUNG
Outer layer for all size pipes 2mm Fibreglass Reinforced Plastic (FRP)

Total insulation thickness - 2 layers of PUF with aluminium foil covering inner layer
32-100mm

Outer layer 2mm Fibreglass Reinforced Plastic (FRP)

Total insulation thickness - 2 layers of PUF with aluminium foil covering inner layer

QGTC
BOG pipeline - 80mm total

Suitable for a temprature range of +130~ -100°C

Fibreglass Reinforced
Plastic Protective Layer
Type 2

PUF

25mm or below Pipe

Outer layer for all size pipes 2mm Fibreglass Reinforced Plastic (FRP)

25mm pipeline or below - one layer of PUF

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 Bu Samra Cargo Operating Manual
4.2.2 Cargo Pipe Insulation Vapour Lines Failure of Insulation
Insulation for the vapour lines varies according to the diameter of the lines
The cargo piping (except valves, flanges and expansion joints) used for and consists of up to two layers of PUF (polyurethane foam) of density 40kg/ • Inspections for ice should be made during each loading and
handling cryogenic LNG is insulated to reduce the amount of liquid LNG that cm3 on pipes and 300kg/cm3 at supports. The outer layer is covered by 2mm discharge operation. Any failures in the insulation will be
is vaporised during loading and discharge operations. The LNG vent masts, thick fibreglass reinforced plastic (fire retardant) ASTM D635, the inner layer immediately visible by ice forming on the insulation covering
inerting/aeration line and cargo relief and safety valve inlet and outlet pipes are is covered by aluminium foil with a polyester film. The total thickness of the pipes and heat exchangers.
not insulated. Two different designs of insulation have been used for the cargo insulation is:
piping based on where the insulated pipe is installed. • All failures are to be recorded in the Cargo Log Book, complete
• Pipes of 25mm diameter and below: 30mm thick - single layer with size, location and date, so that it can be determined how
The standard medium density PUF insulation is used on the cryogenic cargo • Pipes of 32-100mm diameter: primary layer 20mm thick serious the failure is and decisions can be made regarding
piping and cryogenic equipment. The insulation used on the cargo pipe’s repairs, ie, whether they should be immediate or wait for dry
support is a high density closed cell insulation which is more weather resistant secondary layer 20mm thick dock.
than the standard PUF. • Pipes of over 100mm diameter: primary layer 30mm thick
secondary layer 30mm thick
The cargo pipe insulation used is a medium density PUF insulation. It is

SAMSUNG
designed for temperatures of between -196°C and +80°C. The insulation for
the liquid pipes is thicker than that used on pipes for vapour service. Three Reliquefaction Plant
levels of insulation are used on the piping and equipment inside the cargo
Insulation for the reliquefaction plant lines is supplied by Kfex and varies
machinery room.
according to the diameter of the lines and consists of up to two layers of PUF
(polyurethane foam) of density 40kg/cm3 on pipes and 300kg/cm3 at supports.
Liquid Lines The outer layer is covered by 2mm thick fibreglass reinforced plastic (fire
retardant) ASTM D635, the inner layer is covered by aluminium foil with a
Insulation for the liquid lines varies according to the diameter of the lines and
polyester film. The layer thickness of insulation is:
consists of up to two layers of PUF (polyurethane foam) of density 40kg/cm3

QGTC
on pipes and 300kg/cm3 at supports. The outer layer is covered by 2mm thick • C2 Pipes of 32-100mm diameter: primary 20mm thick
fibreglass reinforced plastic (fire retardant) ASTM D635, the inner layer
secondary 20mm thick
is covered by aluminium foil with a polyester film. The total thickness of
insulation is: Pipes over 100mm diameter: primary 30mm thick
• Pipes of 25mm diameter and below: 30mm thick - single layer secondary 30mm thick
• Pipes of 32-100mm diameter: primary layer 25mm thick • C3 Pipes of 32-100mm diameter: primary 25mm thick
secondary layer 25mm thick secondary 25mm thick
• Pipes of over 100mm diameter: primary layer 40mm thick Pipes over 100mm diameter: primary 40mm thick
secondary layer 40mm thick secondary 40mm thick
• C4 Pipes of 32-100mm diameter: primary 40mm thick
The inner layer is not adhered to the inside of the outer layer of the PUF
insulation. The FRP cover is used to prevent water/vapour from leaking into secondary 40mm thick
the insulation and also protects it from mechanical damage. Pipes over 100mm diameter: primary 50mm thick
secondary 50mm thick
BOG Compressor Discharge Lines
• Temperature rating for class of insulation:
Insulation for these lines consists of a primary layer of 40mm Rock Wool and
a secondary layer of PUF with the outer covering as per the cargo lines. • Class C2 rating -25°C
• Class C3 rating -110°C
LNG Vaporiser High and Low Duty Heaters • Class C4 rating -165°C
Insulation for these units consists of a single 50mm layer of PUF with the outer
covering as per the cargo lines. Note: No information supplied on the reliquefaction plant insulation. The
details listed above are as taken from a similar vessel.

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 Bu Samra Cargo Operating Manual

Illustration 4.3.1a Main Cargo Pumps

RATED FLOW: 1400m³/h

RATED HEAD: 165m PUMP MODEL: 12EC-24
SPECIFIC GRAVITY: 0.500
IMPELLER TRIM: 605mm

200 500

SAMSUNG
HEAD
End Bell Assembly 180 450

POWER (kW) & NPSH/PUMPDOWN (x100m) ABOVE DATUM

H
160 400

DIFFERENTIAL HEAD (m) & EFFICIENCY (%)

P
Bearing Assembly SHAFT POWER AT 0.50 SG

MINIMUM CONTINUOUS FLOW (511m3/hr)

140 350

MAXIMUM FLOW (1680m3/hr)

120 300

QGTC
100 250

Housing Assembly EFFICIENCY

80 200
E

Housing for Motor

60 150

40 100

NPSHR
20 50

0 0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
Bearing Assembly
FLOW (m³/h)
Impeller Assembly

Inducer

Reference Ebara International Drawing: PPC-482001 Rev. NC - Calculated Pump Performance Curves

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4.3 Cargo Pumps Introduction CAUTION
The cargo pumps and pipework can be affected by pressure surges in the
4.3.1 Main Cargo Pumps Each cargo tank is fitted with two main cargo discharge pumps which are lines during the start-up procedure. This is due to the high velocity of
fixed single-stage vertical centrifugal pumps with one inducer stage. The the liquid in the discharge pipe and the possibility of a gas build-up and
single-stage design is used to help the pump obtain a very low net positive collapse occurring at the discharge valve. This can result in a pressure
Manufacturer: Ebara International Corporation
suction head (NPSH). The pumps are of the submerged motor type, with the surge or liquid hammer effect in the lines, but can be reduced by altering
Type: 12EC-24, fixed vertical motor windings being cooled by the pumped LNG. The LNG is also used to the position of the discharge valve.
Operating temperature: -163°C lubricate and cool the pump and the motor bearings, and because it serves as
Specific gravity: 0.500 both the lubricant and the coolant, it is extremely important for the pump that
After the pump has started and the discharge lines filled, check the discharge
the following operational procedure is strictly adhered to.
pressure gauge against the pump flow curves and confirm that they
Capacity correspond.
Cooldown
Rated flow: 1,400m3/h at 165m differential head CAUTION
After each cargo tank has been inerted, the pumps should be cooled down by
Best efficiency point introducing LNG vapour into the tank. The tanks are cooled by the spraying of The pump should not be started or operated against a closed discharge

SAMSUNG
(BEP): 1,460m3/h at 162m differential head LNG into the tank and this must be continued until the temperature at the mast valve, due to potential damage which may result due to insufficient
Minimum flow: 511m3/h (continuous) base, which is where the pump has been installed, has been reduced to -120°C cooling and lubrication for the motor and bearings and excessive
Power required: 395kW (rated) or less. This process will take a minimum of ten hours and when completed the vibration levels associated with zero flow conditions.
404kW (best efficiency point) pumps must be allowed to remain fully submerged in liquid LNG for at least
one hour before attempting to start. This ensures that full thermal stabilisation All of the cargo pump motors are 6.6kV, 484.7kW units and receive their power
443kW (maximum, 120% rated flow) from the cargo switchboards located in the No.1 and No.2 cargo switchboard
has been achieved throughout the whole of the pump and motor assembly.
NPSHR at rated flow: 0.50m rooms on the accommodation upper deck. The supplies are split between the
No. of stages: 1 CAUTION two as follows:
Failure to comply fully with the cooling down process before operating

QGTC
No. of sets: 10 (2 per cargo tank)
Motor rating: 484.7kW, 6,600V, 60Hz, 4-pole the pumps can result in severe damage. No.1 Cargo Switchboard Room (Starboard)
Motor speed: 1,800 rpm No.1 cargo switchboard: Main cargo pump 1 in tank No.1
Starting method: Soft start Operating Modes Main cargo pump 1 in tank No.2
Current: 52A (full load) Main cargo pump 1 in tank No.3
304A (starting load) The cargo pumps in each tank can only be started and stopped through an IAS Main cargo pump 1 in tank No.4
operator workstation, but only if there are no active interlocks present. These Main cargo pump 1 in tank No.5
interlocks are as follows:
Undercurrent No.2 Cargo Switchboard Room (Port)
• An emergency shutdown (ESD) has been issued.
Relay: 24.2A No.2 cargo switchboard: Main cargo pump 2 in tank No.1
• If the pump has been stopped by a low current signal; this is an
Delay (start-up): 10 secs Main cargo pump 2 in tank No.2
automatic feature fitted inside the pump’s starter panel.
Delay (normal): 10 secs Main cargo pump 2 in tank No.3
• A gas dome low low pressure alarm exists in the pump’s
associated cargo tank. Main cargo pump 2 in tank No.4
Overcurrent Main cargo pump 2 in tank No.5
• A gas dome high high pressure alarm exists in the pump’s
Relay: 52.3A associated cargo tank.
Delay (start-up): 5 secs The motors are controlled using soft starters via circuit-breakers. After starting,
When starting a pump, the discharge valve will have to be opened to between the current should go to the starting value and then decrease to the normal
Delay (normal): 0 secs
5% and 20%, before initiating the start sequence, with the valve then being operating current within a period of approximately 3 seconds. If the starting
Low discharge pressure: controlled through the IAS. The valves are operated in automatic mode where current has not decreased to the normal operating value after 10 seconds, the
Relay setting: 200kPa(g) the set point of the valve can be adjusted through the IAS keyboard to a value pump must be stopped and the cause of the high starting current investigated.
Delay setting: 10 secs of between 0% and 100%.

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 Bu Samra Cargo Operating Manual
Procedure Before Starting a Cargo Pump Note: When the pump is operating correctly, closing the pump discharge During a normal restart sequence with the liquid level above 1000mm in the
valve during the operation will raise the pressure head and consequently tank, the following times apply:
a) Check the level of the liquid in the tank. The tank liquid level reduce the motor’s running current. • 1st restart: minimum 5 minutes after shutdown
must indicate that the pump housing is completely submerged
for an initial start and the minimum tank level for a pump restart Illustration 4.3.1b Cargo Pump Start Flow Chart • 2nd restart: 15 minutes after 1st restart
is 1,200mm. The temperature indicator in the tank must also be • 3rd restart: 15 minutes after 2nd restart
stable at the specification temperature of the liquid.
• No more than 4 restarts within one hour
Cargo Pump Start
b) Before starting the pump, from the IAS graphic display, open the
pump discharge valve to between 15% and 20% for minimum The cargo pumps may be restarted consecutively a maximum of 3 times. After
continuous flow of 511m3/h. If the pump discharge valve is open the third time a 30 minute waiting period must be applied and then another 3
less than 5%, the start-up sequence will not operate. Conversely, starts can be made. This procedure must be adhered to as heat build-up from
starting the pump with the valve fully open when pumping liquid
Discharge Valve >
5%
Open Discharge Valve > 5%
the high starting current may not be carried away during stripping operations,
which has a high specific gravity, will overload the motor. which may be due to the lack of liquid flow when (and if) the pump does not
Yes prime, due to the extremely low level of LNG during stripping operations.

SAMSUNG
c) Open the filling valve fully to re-circulate LNG to cargo tank
before pump start because it is necessary to take the time to The pumps are started and stopped from the CCR via the IAS system, but in an
Remote Selected? Select Remote Mode (MCC)
stabilise the pump load after a pump start.
No emergency, all of the pumps can be stopped by the activation of the emergency
shutdown system (ESDS).
Yes
d) Start the cargo pump using the IAS by clicking on the PUMP
icon in the screen display to bring up the faceplate and clicking Pump Restarts (Emergency)
on the RUN soft key. The operator should keep a close watch on Power Available? Check Starting Power (PMS)
No If attempting an emergency restart of a cargo pump it is still necessary to check
the discharge pressure and the motor current.
that the minimum level inside the tank is above the 350mm level. The pump

QGTC
Yes
can then be started, but a period of a least 30 minutes must be allowed to pass
e) During the starting procedure and while the discharge pipe is
before attempting a restart, and then there must be no more than two restarts
being filled, the current may be above the ammeter red line.
Ready to Start? Reset Trip Causes in an hour.
After starting, the current should go to the starting value and No
(MCC)

then decrease to the normal operating current within a period

of approximately 3 seconds. If the starting current has not Abnormal Starts
decreased to the normal operating value after 10 seconds, the Check Discharge Valve Position ** ** ) It should not be more than 255 in order Locked Rotor
pump must be stopped and the cause of the high starting current to protect overcurrent situation

investigated. If the starting current increases to its maximum and remains while there is no
evidence that the pump is rotating, it may be because the pump has seized. If
f) When the pump discharge pipe is filled to the discharge Close Isolating Valve after investigations it is considered to be a mechanical problem, then the pump
valve, a substantial increase in the discharge pressure and a will have to be removed from the tank for repairs. In the case of a sustained
corresponding decrease in current should be observed. locked rotor start, an attempt to restart the pump must only be made after a
period of at least 30 minutes has elapsed, and then with no more that two restart
g) Once the pump is operating normally, close the filling valve Open Fill Valve 100%
attempts in total. If it is thought that the pump casing has iced-up, it may be
and adjust the discharge valve to obtain the required flow or possible to break the rotor free by reversing the motor by changing over two of
pressure. The operator should monitor the pump motor running the supply phases to the pump. These will then have to be reinstated once the
current, taking care not to exceed the maximum current level. Start Cargo Pump
freeing operation has been completed.

CAUTION Overload Starting

The pumps should only ever be operated between their minimum and Pump Restarts (Normal)
If the starting current increases to its maximum value but then falls to an
maximum continuous discharge capacities of 511m3/h and 1,400m3/h The restart of any pump during normal operations is restricted, depending intermediate level between the starting value and the normal full load current,
respectively. Operating them outside of this range will result in damage on the liquid level above the submerged electric motor, but no pump can be and the pump is known to be turning, check the starting voltage. If the voltage
to the pump and decreased performance. restarted with the tank level below the minimum liquid level of 580mm. falls below 10% of the normal value, the problem may be with the power
supply.

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Single-Phase Fault rate should be further reduced until the readings stabilise. When the flow is Pump Trips and Shutdowns
throttled down to about 511m3/h, the required NPSH will be about 241mm.
If the starting current increases to its maximum value and remains high, a
This level represents the minimum level attainable by pumping. To protect the cargo pumps and the cargo tanks, the pumps will be shut down
single-phase fault in the power supply may exist. Checking the voltages and
current in each phase will determine if this is the case. and a stop sequence activated if any of the following shutdown signals are
CAUTION activated:
It is of the utmost importance that the pumps are never allowed to
Reversed Rotation
run dry, even for short periods, as this will result in motor failure. Undercurrent
If during the start-up procedures, the current falls to around the no-load current A momentary loss of priming during cargo stripping should not be
value and the discharge pressure is 75% or less than normal, the pump may be considered as running a pump dry. Up to 30 seconds of operation with • Relay: 24.2A
operating in the wrong direction. To correct this, disconnect the power supply dry suction but with fluid in the discharge pipe will not damage the
• Delay (start-up): 10 seconds
at the main isolator and change over two of the phases to the pump. The pump pump or the motor.
can then be restarted and checked for correct operation. • Delay (normal): 10 seconds
When the liquid level reaches less than 1m above the pump inlet, avoid
Low Liquid Level stopping the pump if at all possible until the cargo has been fully discharged.
If the shore facility is unable to accept the liquid for intermittent periods, it is Overcurrent

SAMSUNG
If during the start-up procedures the current falls close to the no-load value and preferable to keep the pump going and recirculate the liquid back into the tanks
the discharge pressure is near to zero, a low suction level may be the cause. As • Relay: 52.3A
until the cargo discharge can be resumed and completed.
detailed previously, the minimum tank level for a normal pump start should not • Delay (start-up): 5 seconds
be less than 580mm. The minimum tank level allowable for pump operation at
the minimum continuous flow is 341mm. Points to Remember • Delay (normal): 0 seconds
• Check the cargo liquid level before starting a pump and
Discharge of Cargo maintain a discharge pressure of at least 200kPa. This is to Low Discharge Pressure
ensure adequate lubrication and cooling of the bearings on the
pumps in service. • Relay setting: 200kPa(g)

QGTC
Operating a pump at, or close to, its design flow capacity of 1,400m3/h is in
the best interests of the pump lifespan and operating performance, however, • Open the discharge valve to between 5% and 25%, normally • Delay setting: 10 seconds
operating the pump at flow rates which are less than this can at times not be 18%, before starting a pump.
avoided. This is especially the case when the shore receiving facility cannot Each cargo pump low discharge pressure and low-low discharge pressure
• Always monitor the motor ammeter and the cargo discharge
accept the rated flow. It should be remembered during these operations alarms are inhibited when the associated pump is not running.
pressure gauges and never allow a pump to operate above the
however, that it is better to operate one pump at the design flow than two
motor ammeter red line.
pumps at 50%. The pump’s rated flow should only ever be exceeded during the
starting period while the discharge valve is being adjusted. • Always try to run the cargo pumps at the design flow rate Overcurrent Relay
whenever possible. The overcurrent relay protection is set at 52.3A and will automatically trip
Stripping or Low Liquid Level Operation • Never blow hot air through a discharge line. This may turn the pump to prevent excessive current flow through the motor windings. The
the impeller and rotor at high speed in the wrong direction, device has a timer fitted that will allow the starting current surge to initiate the
As the end of a discharge approaches, the pump suction head will approach the pump operation while preventing overcurrent damage.
damaging the bearings.
net positive suction head (NPSH) for a given flow. At approximately 341mm
liquid level above the pump inlet bell, the NPSH for the rated capacity will • Monitor the tank level and never allow the pumps to run dry.
be reached. When the amount of liquid falls to this level, the motor ammeter Undercurrent Relay
• Never assume that all of the electrical interlocks and safety
and the pump discharge pressure should be monitored continuously by the The undercurrent relay is used to automatically trip the motor in the event that
relays will continuously function correctly. The operator should
operator. the pump has lost its suction. This prevents potentially damaging cavitation
be ready at all times for any eventuality.
inside the pump casing and the possibility of the pump running dry. The device
Note: The minimum liquid level in a cargo tank to allow the main cargo • Do not allow sea water, fresh water, steam or any cleaning agent has an adjustable setting and should be set to a value between the no-load
pumps to start during normal cargo operations is 1,000mm, but this figure containing water to come into contact with a pump or its cables current and the zero flow current levels.
can be reduced to 580mm for pump restarts during stripping operations. and connections.
Low Discharge Pressure Switch
The low level alarm is triggered when the liquid level is about 1.0m above the Note: The cargo pump 6.6kV motors have their insulation monitored on a
NPSH, the flow should be reduced by use of the throttling valve on the pump continuous basis. Any defects found should be dealt with immediately to The low discharge pressure switch is used to automatically stop the pump in the
discharge side. If any fluctuations are observed on the motor ammeter or on allow time for the implementation of emergency procedures should it be event that the pump has lost its suction. As with the undercurrent relay, it is used
the pump discharge pressure gauge during final pumping, the discharge flow necessary. to to prevent the possibility of cavitation inside the pump casing and should be
adjusted to a value between the pump’s maximum flow and cavitation.

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 Bu Samra Cargo Operating Manual

Illustration 4.3.2a Stripping/Spray Pumps

RATED FLOW: 65m³/h

RATED HEAD: 145m PUMP MODEL: 2EC-12
SPECIFIC GRAVITY: 0.500
IMPELLER TRIM: 308mm

200 30

Housing Assembly
180 27
HEAD

POWER (kW) & NPSH/PUMPDOWN (x 10) ABOVE DATUM

Bearing Assembly
160 24

SAMSUNG

DIFFERENTIAL HEAD (m) & EFFICIENCY (%)

P

MINIMUM CONTINUOUS FLOW (21m3/hr)

140 SHAFT POWER AT 0.50 SG 21

MAXIMUM FLOW (78m3/hr)

120 18

100 15

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80 12
Housing for
Motor
60 EFFICIENCY 9
E

40 6

20 3
NPSHR

0 0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90
Bearing Assembly
FLOW (m³/h)

Impeller Assembly

Inducer

Reference Ebara International Drawing: PPC-402002 Rev NC - Calculated Pump Performance Curves

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4.3.2 Stripping/Spray Pumps Introduction Cooldown
The pumps must be cooled by the spraying of LNG into the tank until the
Manufacturer: Ebara International Corporation The stripping/spray pumps are intended for use in the cooldown of the cargo temperature at the pump has been reduced to -120°C or less. Cooling down
Type: 2EC-12, fixed vertical tanks before loading and after a ballast voyage, and are in principle, similar to to this level should be completed over a minimum timescale of 10 hours, and
the main cargo pumps. The spray/stripping pumps can also be used to supply when completed, the pumps must be allowed to remain fully submerged in
Operating temperature: -163°C LNG to the LNG vaporiser for the following: liquid LNG for at least one hour before attempting to start. This ensures that
Specific gravity: 0.500
• Gassing-Up - To supply gaseous natural gas (GNG) to the cargo full thermal stabilisation has been achieved throughout the whole of the pump
tanks and displace the inert gas before the initial cooldown/ and motor assembly.
Capacity: loading operation. Normally this would only be carried out
during the first cargo after a dry docking, or in the event of a one CAUTION
Rated flow: 65m3/h at 145m differential head tank gas freeing operation. Failure to comply fully with the cooling down process before operating
Best efficiency point the pumps can result in severe damage.
(BEP): 61m3/h at 151m differential head) • LNG Discharge - To supply cold vapour to the cargo tanks
during discharge operations whenever the discharge terminal
Minimum flow: 21m3/h (continuous)
return gas blowers are not operative or are not supplying
Operating Modes

SAMSUNG
Power required: 23.8kW (rated) sufficient return vapour to the ship.
23.2kW (best efficiency point)
The pumps are started and stopped from the CCR via the IAS, but before
25.8kW (maximum, 120% rated flow) The pumps are of the submerged motor type, similar to the main cargo pumps
starting, the spray pump discharge valves must be opened between 5% and
with the motor windings being cooled by the pumped LNG. The LNG is also
NPSHR at rated flow: 0.10m 25%. The valves are controlled through the IAS screen
used to lubricate and cool the pump and the motor bearings, and because it
No. of stages: 1 serves as both the lubricant and the coolant, it is extremely important for the
No. of sets: 5 (1 per cargo tank) pump that the correct operational procedure is strictly adhered to. CAUTION
Motor rating: 429.8kW, 440V, 60Hz, 2-pole The pump should not be started or operated against a closed discharge
The pumps are started and stopped from the CCR via the IAS system, but in valve due to potential damage which may result, due to insufficient

QGTC
Motor speed: 3,600 rpm
an emergency, all of the pumps can be stopped by activation of the emergency cooling and lubrication for the motor and bearings and excessive
Starting method: Direct on-line vibration levels associated with zero flow conditions.
shutdown (ESD) system trip.
Current: 52A (full load)
342A (starting load) The circumstances when these pumps can be used are as follows: The valves are operated in automatic mode, where the valve can be adjusted
Starting method: Direct on-line through the IAS to a value of between 0% and 100% when the LNG vaporiser
• To cool down the liquid header prior to discharging the cargo.
is in operation.
• To cool the cargo tank during the ballast voyage prior to arrival
Undercurrent at the loading terminal by discharging LNG to the spray nozzles
in the tanks. Procedure Before Starting a Stripping/Spray Pump
Start-up Operation
Relay setting: 18 amps 18 amps • To enable the tanks to be stripped as dry as possible for reasons a) Check the level of the liquid in the cargo tank. The tank liquid
such as a cargo tank entry. level must indicate that the pump is submerged for an initial
Delay setting: 10 secs 10 secs
start and the minimum tank level for a pump normal start is
The minimum liquid level in the cargo tank to allow the pump to start during 500mm. The temperature indicator in the tank must also be
Overcurrent normal operations is 350mm (180mm during stripping), but whenever possible, stable at the specification temperature of the liquid.
the stripping/spray pumps should be started sufficiently early during cargo
Start-up Operation operations to avoid any possible starting problems due to very low tank b) Before starting the pump, set the pump discharge valve to
Relay setting: 50 amps 50 amps levels. between 5% and 25% open, normally 15% for minimum
Delay setting: 5 secs 0 secs continuous flow of 21m3/h. Start the stripping/spray pump using
the IAS by clicking on the PUMP icon in the graphic screen
Low Discharge Pressure display to bring up the faceplate and clicking on the RUN soft
key. The operator should keep a close watch on the discharge
Start-up Operation pressure and the motor current.
Relay setting: 200kPa(g) 200kPa(g)
Delay setting: 10 secs 10 secs

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c) The current consumption should steady after the motor has been Illustration 4.3.2c Stripping Pump Start Flow Chart Overload Starting
running for approximately 3 seconds. During the starting, while
If the starting current increases to its maximum value but then falls to an
the discharge pipe is being filled, the current may be above the
intermediate level between the starting value and the normal full load current,
ammeter red line. If the starting current has not reduced after 10
and the pump is known to be turning, check the starting voltage. If the voltage
seconds of operation, the pump should be stopped and the cause Strip/Spray Pump Start
falls below 10% of the normal value, the problem may be with the power
of the high starting current investigated.
supply.
d) When the pump discharge pipe has been filled to the discharge
valve, an increase in the discharge pressure and a corresponding Discharge Valve > Open Discharge Valve > 5% Single-Phase Fault
5%
decrease in the motor current should be observed. If the starting current increases to its maximum value and remains high, a
Yes
single-phase fault in the power supply may exist. Checking the voltages and
e) Once the pump is operating normally, adjust the discharge valve current in each phase will determine if this is the case.
to obtain the required flow or pressure. The operator should
Remote Selected? Select Remote Mode (MCC)
monitor the pump motor running current, taking care not to No

exceed the maximum current level. Reversed Rotation

SAMSUNG
Yes
If during the start-up procedures, the current falls to around the no-load current
CAUTION value and the discharge pressure is 75% or less than normal, the pump may be
The pumps should only ever be operated between their minimum Ready to Start? Reset Trip Causes (MCC) operating in the wrong direction. To correct this, disconnect the power supply
No
and maximum continuous discharge capacities of 21m3/h and 65m3/h at the main isolator and change over two of the phases to the pump. The pump
respectively. Operating them outside of this range will result in damage can then be restarted and checked for correct operation.
to the pump and decreased performance.
Check Discharge Valve Position ** ** ) It should not be more than 255 in order Low Liquid Level
to protect overcurrent situation
Pump Restarts If during the start-up procedures the current falls close to the no-load value and

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The restart of any pump during normal operations is restricted depending on the discharge pressure is near to zero, a low suction level may be the cause. As
the liquid level above the submerged electric motor, but no pump should be Open Spray Return Valve 100% detailed previously, the minimum tank level for a normal pump start should not
restarted with the tank liquid below the (stripping) minimum level of 180mm. be less than 350mm.

During a normal restart sequence with the liquid level above 350mm in the Start Strip/Spray Pump
Starting Interlocks
tank, the following times apply:
The stripping/spray pumps in each tank can only be started and stopped
• 1st restart: minimum 5 minutes after shutdown Abnormal Starts manually through an IAS operator workstation and only if there are no active
• 2nd restart: 15 minutes after 1st restart interlocks present. These interlocks are as follows:
Locked Rotor
• 3rd restart: 15 minutes after 2nd restart • An emergency shutdown (ESD) has been issued.
If the starting current increases to its maximum and remains while there is no
• No more than 4 restarts within one hour evidence that the pump is rotating, it may be because the pump has seized. If • If the pump has been stopped by a low current signal; this is an
after investigations it is considered to be a mechanical problem, then the pump automatic feature fitted inside the pump’s starter panel.
The pumps are fitted with time delayed switches that operate if a low pressure will have to be removed from the tank for repairs. In the case of a sustained • A gas dome low-low pressure alarm exists in the pump’s
at the pump outlet is detected after the pump has been started. locked rotor start, an attempt to restart the pump must only be made after a associated cargo tank.
period of at least 30 minutes has elapsed, and then with no more that two restart
attempts in total. If it is thought that the pump casing has iced-up, it may be • A gas dome high-high pressure alarm exists in the pump’s
If attempting a restart during stripping operations it is still necessary to check
possible to break the rotor free by reversing the motor by changing over two of associated cargo tank.
that the minimum level inside the tank is above the 180mm level. The pump
can then be started, but a period of a least 30 minutes must be allowed to pass the supply phases to the pump. These will then have to be reinstated once the
before attempting a restart, and then there must be no more than two restarts freeing operation has been completed. Note: The stripping pump motors have their insulation monitored on a
in an hour. continuous basis. Any defects found should be dealt with immediately to
allow time for the implementation of emergency procedures should it be
necessary.

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 Bu Samra Cargo Operating Manual
Pump Alarms and Shutdowns Illustration 4.3.2b Operation Guide - Stripping Pump Start Screen Shot

The stripping/spray pumps will go into alarm on the following conditions:

• Low pump discharge pressure.
• Low/low pump discharge pressure.

The stripping/spray pumps will be stopped automatically should any of the

following occur:
• Activation of the ship or shore emergency shutdown (ESD)
system.
• Motor single-phasing.
• Low electric motor current (undercurrent) - 18A for 10
seconds.

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• High motor current (overcurrent) - 50A for 0 seconds during
normal running but with a 5 second delay during starting.
• A discharge low-low pressure alarm is active when the pump
been running for more than a set period of time.
• Low discharge pressure - 200kPaG for 10 seconds.

Overcurrent Relay

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The overcurrent relay protection is set at 50A and will automatically trip the
pump to prevent excessive current flow through the motor windings. The
device has a timer fitted that will allow the starting current surge to initiate the
pump operation while preventing overcurrent damage.

Undercurrent Relay
The undercurrent relay is used to automatically trip the motor in the event that
the pump has lost its suction. This prevents potentially damaging cavitation
inside the pump casing and the possibility of the pump running dry. The device
has an adjustable setting and should be set to a value between the no-load
current and the zero flow current levels.
Low Discharge Pressure Switch
The low discharge pressure switch is used to automatically stop the pump in
the event that the pump has lost its suction. As with the undercurrent relay, it is
used to prevent the possibility of cavitation inside the pump casing and should
be adjusted to a value between the pump’s maximum flow and cavitation.

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 Bu Samra Cargo Operating Manual

Illustration 4.3.3a Emergency Cargo Pump

RATED FLOW: 550m³/h

RATED HEAD: 165m PUMP MODEL: 8ECR-12
SPECIFIC GRAVITY: 0.500
IMPELLER TRIM: 340mm

240 192.0

220 176.0

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HEAD
Top Bearing P
200 160.0

DIFFERENTIAL HEAD (m) & EFFICIENCY (%)

Shaft

POWER (kW) & 10X NPSH ABOVE DATUM

SHAFT POWER AT 0.50 SG
180 144.0

MINIMUM CONTINUOUS FLOW (187m3/hr)

160 H 128.0

MAXIMUM FLOW (660m3/hr)

140 112.0

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Rotor 120 96.0

100 80.0
Stator
EFFICIENCY
80 64.0
E
60 48.0

40 32.0

20 NPSHR 16.0

Lower Bearing
0 0.0
0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800
Automatic Thrust FLOW (m³/h)
Balancing Device

Impeller

Pump Inlet

Reference Ebara International Drawing: PPC-482003 Rev NC - Calculated Pump Performance Curves

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 Bu Samra Cargo Operating Manual
4.3.3 Emergency Cargo Pump Low Discharge Pressure: The pump discharge valves CL103, CL203, CL303, CL403 and CL503 are all
controlled manually through the IAS screen.
Start-up Operation
Manufacturer: Ebara International Corporation
Relay setting: 200kPa(g) 200kPa(g) CAUTION
Type: 8ECR-12, fixed vertical
Delay setting: 70 seconds 10 seconds The emergency cargo pump must not be started or operated against a
Operating temperature: -163°C
closed discharge valve, due to potential insufficient cooling, lubrication
Specific gravity: 0.500
Introduction and excessive vibration.

Capacity: The emergency cargo pump is used in the unusual event that both of the main Procedure Before Starting the Emergency Cargo Pump
cargo pumps fitted in each tank have failed. When not in use the pump is
Rated flow: 550m3/h at 165m differential head
located in the midship deck store and has to be transported to whichever tank a) Confirm the gas pressure in the pump column has been
Best efficiency point: 533m3/h at 169m differential head requires its services. The pump is of the submerged motor type, with the motor equalised with the tank gas pressure. This is necessary for the
Minimum flow: 187m /h (continuous)
3 windings being cooled by the pumped LNG. The LNG is also used to lubricate initial start, especially at low tank levels when a high column
Power required: 168kW (rated) and cool the pump and the motor bearings, and because it serves as both the gas pressure may result in liquid displacement from the column

SAMSUNG
166kW (best efficiency point) lubricant and the coolant, it is extremely important for the pump that the correct and the pumps failure to prime. The pressure equalisation can
operational procedure is strictly adhered to. be achieved with a temporary connection to vent the column
184kW (maximum, 120% rated flow)
pressure which can be closed after a successful start-up.
NPSHR at rated flow: 0.80m The pump is fitted into a dedicated emergency pump well which is fitted with
No. of stages: 1 a spring-loaded foot valve that is held in the closed position by highly loaded b) Check the level of the liquid in the cargo tank. The tank liquid
No. of sets: 1 springs. Should a failure of either one or both of the main cargo pumps require level must indicate that the pump is submerged and the minimum
the use of the emergency pump, it is lowered into the emergency pump well level for a normal start-up is 1200mm. The temperature indicator
Motor rating: 223.8kW, 440V, 60Hz, 2-pole
after the well has first been purged with nitrogen. The weight of the emergency in the tank must also be stable at the specification temperature
Motor speed: 3,600 rpm pump then overcomes the compression of the springs to open the foot valve. of the liquid. If the pump is being used for stripping operations,

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Starting method: Direct on-line
the minimum level in the tank can be 500mm.
Current: 348A (full load) During this operation a small flow of nitrogen should be maintained while the
2234A (starting load) pump is being installed, but for full details on this operation refer to Section c) Before starting the pump, open the pump discharge valve to
7.4 of this manual, ‘Failure of Cargo Pumps’. between 15% and 20%. This should correspond to the pump’s
Starting method: Direct on-line
minimum continuous flow of 187m3/h.
Note: Before undertaking this operation it is important to reduce the tank
Undercurrent pressure to near atmospheric pressure (minimum 0.5kPa) and to keep at this
d) Start the emergency cargo pump through the IAS and keep a
level throughout the entire operation.
close watch on the discharge pressure and the motor current.
Start-up Operation
Relay setting: 76 amps 76 amps The operator has to assign the emergency pump to the tank that it has been e) The current consumption should steady after the motor has been
Delay setting: 10 seconds 10 seconds installed through the IAS in the CCR, so that it is possible to start and stop the running for approximately 3 seconds. During the starting, while
pump through the IAS mimic. the discharge pipe is being filled, the current may be above the
Overcurrent ammeter red line. If the starting current has not reduced after 10
The electrical connections are made to the fixed junction boxes which are seconds of operation, the pump should be stopped and the cause
Start-up Operation located adjacent to each emergency pump well. All of the safety devices are of the high starting current investigated.
Relay setting: 388 amps 320 amps then transferred to the emergency pump when the circuit-breaker is engaged,
Delay setting: 5 seconds 0 seconds as they are the same for the main cargo pumps. f) When the pump discharge pipe has been filled to the discharge
valve, an increase in the discharge pressure and a corresponding
Following the successful installation of the pump into a cargo tank, it is most decrease in the motor current should be observed.
Low Liquid Level Trip important that the pump is fully cooled in gas for at least 10 hours before being
used to open the foot valve and submerged in liquid LNG. The pump must then g) Once the pump is operating normally, adjust the discharge
Start-up Operation
remain in that condition for a minimum of one hour before attempting to start valve to obtain the correct flow conditions. The operator should
Relay setting: 2.5 metre 0.5 metre it. This is to ensure thermal stabilisation has taken place and only after this time monitor the pump motor running current, taking care not to
should the pump be started. Failure to adhere to this timescale may result in exceed the maximum current level.
severe damage to the pump.

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 Bu Samra Cargo Operating Manual

CAUTION Abnormal Starts Pump Alarms and Shutdowns

The emergency pump should only ever be operated between its minimum Locked Rotor
and maximum continuous discharge capacity of 187m3/h and 550m3/h The emergency cargo pump will go into alarm on the following conditions:
If the starting current increases to its maximum and remains while there is no
respectively. Operating it outside of this range will result in damage to • Low pump discharge pressure
evidence that the pump is rotating, it may be because the pump has seized. If
the pump and decreased performance.
after investigations it is considered to be a mechanical problem, then the pump • Low/low pump discharge pressure
will have to be removed from the tank for repairs. In the case of a sustained
Normal Pump Restarts locked rotor start, an attempt to restart the pump must only be made after a The emergency pump will be stopped automatically should any of the following
period of at least 30 minutes has elapsed, and then with no more that two restart occur:
The restart of the emergency pump during normal operations is restricted,
attempts in total. If it is thought that the pump casing has iced-up, it may be
depending on the liquid level above the submerged electric motor. It should not • Activation of the ship or shore emergency shutdown (ESD)
possible to break the rotor free by reversing the motor by changing over two of
be restarted under normal operating conditions if the tank liquid level is below system.
the supply phases to the pump. These will then have to be reinstated once the
the minimum level, which for this pump is set at 1,000mm. • Motor single-phasing.
freeing operation has been completed.
During a normal restart sequence with the liquid level above 1,000mm in the • Low electric motor current (undercurrent) - 76A for 10 seconds
Overload Starting during start-up and 10 seconds during normal running.

SAMSUNG
tank, the following times apply:
• 1st restart: minimum 5 minutes after shutdown If the starting current increases to its maximum value, but then falls to an • High motor current (overcurrent) - 320A for 0 seconds during
intermediate level between the starting value and the normal full load current, normal running but with a 5 second delay during starting.
• 2nd restart: 15 minutes after 1st restart
and the pump is known to be turning, check the starting voltage. If the voltage • Low discharge pressure with time delay during starting - 200kPa
• 3rd restart: 15 minutes after 2nd restart falls below 10% of the normal value, the problem may be with the power for 70 seconds during start-up and 10 seconds during normal
• No more than 4 restarts within one hour supply. running.

Pump Restarts During Liquid Stripping Single-Phase Fault Overcurrent Relay

QGTC
If attempting a restart during stripping operations it is still necessary to check If the starting current increases to its maximum value and remains high, a The overcurrent relay protection is set at 320A and will automatically trip
that the minimum level inside the tank is above the 500mm level. The pump single-phase fault in the power supply may exist. Checking the voltages and the pump to prevent excessive current flow through the motor windings. The
can then be started, but a period of a least 30 minutes must be allowed to pass current in each phase will determine if this is the case. device has a timer fitted that will allow the starting current surge to initiate the
before attempting a restart, and then there must be no more than two restarts pump operation while preventing overcurrent damage.
in an hour. Reversed Rotation
If during the start-up procedures, the current falls to around the no-load current Undercurrent Relay
The pump is fitted with a time delayed alarm that operates if a low pressure at
value and the discharge pressure is 75% or less than normal, the pump may be The undercurrent relay is used to automatically trip the motor in the event that
the pump outlet is detected after the pump has been started.
operating in the wrong direction. To correct this, disconnect the power supply the pump has lost its suction. This prevents potentially damaging cavitation
at the main isolator and change over two of the phases to the pump. The pump inside the pump casing and the possibility of the pump running dry. The device
CAUTION can then be restarted and checked for correct operation. has an adjustable setting and should be set to a value between the no-load
If there is a situation of a sustained rotor lock during starting, then a
current and the zero flow current levels.
restart may only be initiated after a period of 30 minutes has elapsed,
with a total of two restarts allowed under this condition. If icing has Low Liquid Level
occurred, attempt to break the rotor loose by temporarily reversing two If during the start-up procedures the current falls close to the no-load value and Low Discharge Pressure Switch
of the supply phases and attempting a restart. the discharge pressure is near to zero, a low suction level may be the cause. As The low discharge pressure switch is used to automatically stop the pump in
detailed previously, the minimum tank level for a normal pump start should not the event that the pump has lost its suction. As with the undercurrent relay, it is
be less than 1,001mm. used to prevent the possibility of cavitation inside the pump casing and should
be adjusted to a value between the pump’s maximum flow and cavitation.

Issue: 1 - December 2009 IMO No: 9388833 Section 4.3 - Page 11 of 11

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 Bu Samra Cargo Operating Manual

Illustration 4.4.1a High Duty Compressor Screen Shot

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual
4.4 Cargo Compressors The motors are installed in an electric motor room that is segregated from over-cooling and is used to maintain the oil within a range of between 38°C
the compressor room by a steel gas tight bulkhead. The drive shaft between and 47°C.
4.4.1 High Duty Compressor the motor and the compressor penetrate the bulkhead via a mechanical seal
operated with a pressurised oil barrier. The oil supply to the bearings is fed via a 25µ duplex filter which has an
automatic continuous flow switch changeover valve. A pressure control valve
High Duty Compressors The compressors can be operated either locally from the cargo machinery then regulates the oil flow to the bearings with excess oil being bypassed and
Manufacturer: Cryostar room or from the cargo control room located on C deck. When in use, the returned to the sump.
No. of sets: 2 capacity of the compressors can be regulated and controlled by the inlet guide
vane opening, with the travel indication being shown on the local and the The temperature sensors that are fitted monitor the oil outlet temperature of the
Model: CM 400/60HD cargo control room panels. The compressor motors are limited to three starts gear bearings, but for reference the nominal operating temperature should be
Type: Centrifugal, single-stage, fixed speed with per hour when starting in a cold condition or two starts per hour from warm between 40°C and 50°C. Should the temperature rise to 60°C, this will cause
adjustable inlet guide vanes conditions. the alarm relays to operate.
Capacity of oil reservoir: 400 litres
The LO system feeds the following:
Type: Single-speed, asynchronous, 3-phase, water-cooled Compressor Systems

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• Journal bearing on both sides of the high speed shaft
Seal Gas System
Motor • Journal bearing on the driven end of the low speed shaft
The seal gas system prevents LO mist from contacting LNG vapour and
Manufacturer: Hyundai
avoids cold LNG flowing to the gearbox. The carbon ring seal consists of two • Integral thrust and journal bearing on the non-driven end of
No. of poles: 2 chambers, with the first chamber on the impeller side allowing any leak-off low speed shaft
Insulation: F class gas to be drawn back to the suction side of the compressor, while the second
• Sprayers for the gearwheels
Motor speed: 11200 rpm chamber is fed with dry nitrogen. From the buffer tank the nitrogen pressure is
reduced and regulated by the control valve CN711F to a nominal pressure of
Rated motor power: 1,120kW, 6,600V, 60Hz
500kPa to the purging and sealing header. The seal gas is injected between the Surge Control System

QGTC
gear shaft and the compressor wheel, with the nitrogen being produced by the An automatic surge control system is provided to ensure that the compressor
Design Case 1 Case 2 Case 3 nitrogen generator on board and supplied to each HD compressor via isolating flow rate does not fall below the designed minimum. Below this rate, the gas
Medium CH4 90.2 CH4 90.2 CH4 CH4 valves CN904 and CN905. The system is further regulated by the control valve flow will not be stable and the compressor will be liable to surge, causing shaft
9.79% N2 9.79% N2
PCV11 fitted on each compressor so that the seal gas pressure is a function
Molecular weight kg/mol 16.04 17.21 17.21 16.04 vibration which may result in damage to the compressor.
of the compressor outlet pressure. Any seal gas entering the gearbox from the
Flow m3/h 36,000 36,000 34,500 36,324
shaft seals is returned to the LO sump where it is separated from the oil and
Inlet pressure kPa(a) 103 103 103 103 All of the gas compressors are equipped with an automatic surge control
vented to atmosphere via a mist separator and the No.5 vent mast.
Inlet temperature ˚C -140 -140 -140 -140 system which consists of the following:
Outlet pressure kPa(a) 200 200 200 200 • A flow transmitter
Outlet temperature ˚C -107.5 -105.3 -106.2 -107.5
Lubricating Oil System
• A compressor differential pressure transmitter
Coupling power kW 1024 1003 1010 1033 Lubricating oil in the system is stored in a vented sump tank which has an
Shaft speed rpm 11,200 11,200 11,200 11,200 integral steam immersion heater with a thermostatic switch fitted. The heater is • A ratio station
Inlet guide vanes setting 0 to +73 0 to +73 0 to +73 0 to +73 used to maintain the oil at a constant positive temperature of at least +40°C to • An anti-surge controller
avoid the formation of condensation when the compressors are not running.
• A recirculating valve on the gas stream
Introduction Lubricating oil is supplied from the sump through separate suction strainers
and one of the two LO pumps. The discharge from the pumps is via pressure On the basis of a preset ratio between the gas flow and compressor differential
Two high duty (HD) compressors are installed in the cargo machinery room relief valves set to operate at 800kPa to a common LO supply line that feeds pressure signals, the anti-surge controller produces a signal which modulates
and are used for compressing the LNG vapour for return to the shore terminal the gearbox and its bearings. The main operational pump is driven by the the compressor recirculating valve.
during cargo loading, tank purging and tank warming-up. high speed gear shaft of the compressor. Upon failure of the driven pump, the
standby electric motor-driven auxiliary pump is automatically started and an Inlet Guide Vanes
The compressors are driven by 1,120kW electric motors that are supplied with alarm raised to indicate abnormal conditions to the duty engineer. The standby
power from the 6.6kV cargo switchboards. The No.1 HD compressor is fed electric auxiliary pump is also used during the starting and shutdown cycles of To achieve the required gas flow, the compressors have inlet guide vanes
from No.1 6.6kV switchboard in the starboard cargo switchboard room and the compressor for a preset period of time. fitted at the suction end. The vanes are operated by pneumatic actuators which
the No.2 compressor is fed from No.2 6.6kV switchboard in the port cargo receive control signals from the flow controller.
switchboard room. To control the temperature of the oil it is passed through a heat exchanger
where it is cooled. The thermal bypass temperature control valve prevents Rotation of the vanes is possible through an indicated angle of 80° to -30°.

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 Bu Samra Cargo Operating Manual

Illustration 4.4.1b High Duty Compressor PI PAL PALL TAL TAH TI TAHH TAL TAH TI PALL PAL TAHH TAHH TAHH Common A A Control System
Vent 8 8 8A 8 8 8 9A 9F 9F 9F 8C 8C 10A 10B 10B Trip Trouble
PALL PAL PAL PI PI TAHH TAH TI
11 11 1 1A 2A 2A 2B 2B
L
PLLL TLHH PLLL TLHH T T A
T T T T L L 15.5
8A 9A 12 8C 10 15.6 15.1
TLHH A Common Ready to Start
PLLL T A A A Emergency Power On Alarm Motor
12 11 2A TSH
T Stop
11
9F EMS
TSHH TSH PSLL PSLL PSL L L
A 8A 10 8C 15
2A 2B PTI PI 15.4 15.3
8 8B
Compressor Ready
Emergency External
TT TT Stop Shutdown
PSLL PSL Running to Start
11 11 2A 2B Demister TE
8
Compressor
PCV TE TE HS
11 PI Gearbox 9A 9F TE TE
10A 10B 15.1
Nitrogen Seal Gas PCV
L L L
8 15.9 15.10 Local/Remote Remote
Instrument Air Control Heater Auxiliary LO
L
System Trip Pump Motor

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15.2
Surge Controller Abnormal Fail
FI Ready
ZI PDI PDI FIC 11 Bulkhead Seal Compressor to Start Ready to Start
3A 1 1A/2A 1 Room Aux LO Pump Compressor
PT PT
1A 1B
T
HS HS HS HSH
TI CA
Electric 8 15.2
PI TI 15 15.5 15.3 15.4
PTI PTI TE TE Motor Start
2 1 2 2A 2B 2 Horn Horn Reset Lamp Remote Start
S Compressor
Process Gas Silence Test Compressor
Out F HSL
7
15.2

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FY PI Main Stop Remote Stop
1 Motor Compressor Compressor
1 Lubricating PDI
PDI PDTI PDT
PDT
1
Oil Pump Room CV
6A
7A 7B 7 7A
ZSL ZSH 8 bar V
1 1 OP 6A PDSH
Process Gas Compressor
6A 7A
In Compressor
8 bar V
FE 6B Running
1
Key Inlet CV
DV 6B L
Air TI Guide V 6
YE 6C 15.8
1 Vane 9 F Fill
Nitrogen 5C
V Locked Compressor Compressor Motor
DV Oil Cooler 6F
Open Motor
Desuperheated Steam TE ZSL
1 Auxiliary Abnormal
1 3
YET Locked Abnormal
LSL 9 Lubricating
Lubricating Oil/ 5 Open
Oil Pump
LNG Vapour ZE ZI
3 3 LG TCV
5 EM C 6
Fresh Water TSH Lubricating 6 6 Control System
PI P 5
Electrical Signal TI Start LO Stop LO Trouble
5A Oil Tank TI
Pump Pump TI 6A
TSL
Instrumentation PCV 5 6B PDI
3C H HSH HSL 7A
DAC 5
Cargo Control Room PI 3 6 6 PI PI
6B 6A
HIC ZS HS F F HS PDAH
Local Instrument 5A 5B 15.3 7A
3 3 3
PCV Reset
Local Panel Instrument
3B L/R
PI TCV EMLH Oil Pump
5 YI YLHH 6 Running
DV
Local Panel Instrument HY 9 9 5
3 I/P
PCV A Ready to
T Trip Circuit 3A A A A T
12 Start Auxiliary
12 11 11 LO Pump
A Alarm Circuit

Start-Up Interlock ZLL ZLH TI ZL ZLL LAL TAH TAL YAH YI YAHH EMY
11
LO Pump 1 1 1 3 3 5 5 5 9 9 9 6 To/From Cargo
12 Start-Up Interlock Closed Open Remote Remote Auxiliary LO Pump Ready to Start Auxiliary Auxiliary LO Pump Fresh Water Cooling System
From Steam System To Condensate System
Machine Remote Control Signal Start Stop Running LO Pump Overload

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Axial and Vibration Displacement Monitoring System • Motor aft bearing temperature m) Start the compressor. The shaft vibration monitoring system is
released after approximately 14 seconds. Check that no alarm or
The compressor rotor is monitored for both vibration and axial displacement • Motor forward bearing temperature
trip lamps are on.
and the alarm and shutdown is transmitted to the control panel.
• Motor windings temperatures
• High vibrations n) Check the bearing temperatures and the vibration levels.
Bulkhead Shaft Seals
A flow orifice regulates the oil flow and oil pressure to the bulkhead seal. This o) The auxiliary (standby) LO pump should stop after the
oil is used for the lubrication of the shaft seal and returns back to the oil tank. Operating Procedures compressor-driven pump has run up to speed and is delivering
full system pressure.
To prepare the HD compressors for operation, proceed as follows:
Capacity Control Observe the following parameters:
The compressor controller detects the pressure in the vapour main pipeline a) Check the oil level in the compressor sump tank.
and alters the guide vane position to meet the pressure required. It is possible p) The seal gas differential pressure should read 10kPa to 20kPa.
to change the guide vane control to LOCAL mode if required, but a bumpless b) Start the LO heater between 1 and 6 hours prior to the expected Adjust the supply reducer if required.
transfer is required when returning back to REMOTE operation. compressor start-up depending on the ambient temperature.

SAMSUNG
q) The LO supply pressure should read between 200kPa and
c) Ensure that the nitrogen seal gas supply manual valve is open. 250kPa. Adjust the supply regulator if required.
Compressor Trips
The following conditions trip the HD compressors: d) Open the compressor suction and discharge valves. r) The LO supply temperature to the gearbox should be above
30°C.
• The emergency shutdown system (ESD) system
e) Run the auxiliary LO pump to warm-up the gearbox and
• Tank extreme high level alarm 99% bearings. Check the LO system for leaks. s) Check the local control panel for alarms.
• High high gas discharge temperature
f) Open the cooling water inlet and outlet valves for the LO cooler t) Check the complete operating system for oil, seal gas, air, water

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• High high bearing temperature and ensure cooling water is available. and product leakage.
• Excessive rotor vibration
g) Ensure that the instrument air supply to the control panel is
• Low low pressure - bulkhead To avoid the build-up of pressure inside the compressor, the suction and
operational.
discharge valves should remain open when the machine has been stopped.
• Low low system LO pressure - gearbox
h) Switch on the power to the control cabinet and reset any
• High high LO temperature - bulkhead
alarms.
• Low low gas seal pressure
• Electrical power failure i) Check with the ECR that there is sufficient power available at
the cargo switchboards.
Non-trip alarms are indicated on the IAS and are listed as follows:
In the cargo control room:
• Compressor discharge gas temperature - high
• Compressor LO filter differential pressure - high j) Select the HD compressor IAS screen mimic for the appropriate
operation.
• Compressor gearbox LO pressure low
• Oil tank level low k) Press the compressor’s RESET button and check if all of the
alarms and trip lamps are off and if the READY TO START
• Oil tank temperature high
lamp is on.
• Oil tank temperature low
• Temperature of oil system high Note: Ensure that the anti-surge valve, inlet guide vanes, electric motor
driven and auxiliary LO pumps are all set to the AUTO mode.
• Temperature of oil bulkhead
• LO bulkhead pressure low l) The inlet guide valve should to be set at 80°, which equates to
the minimum open position. The anti-surge controller is set at
• Seal gas pressure low
minimum, ie, the bypass valve is fully open.

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 Bu Samra Cargo Operating Manual
Compressor Alarms Tag Description Normal Action Set Point
Operation H-HH Type
Each compressor electric motor is fitted with six temperature sensors, type PT-100, with two sensors being fitted per phase. L-LL
There are also two PT-100 temperature sensors fitted to the motor’s drive end bearing.
TT 8 Temperature oil system TE 8 ~42°C
TSL 8 L Alarm, 12 +20°C
HD Compressor Electric Motor Temperature Alarms TSH 8 H Alarm +55°C
Tag No. Description Alarm Trip TT 10A Temperature oil bulkhead TE 10A ~60°C
TSHH 10A HH Trip +80°C
No.1 HD motor U winding 145°C 150°C
TT 10B Temperature oil bulkhead TE 10B ~60°C
No.1 HD motor V winding 145°C 150°C
TSH 10B H Alarm +75°C
No.1 HD motor W winding 145°C 150°C
TT 9A Bearing temperature TE 9A ~65°C
No.1 HD motor drive end bearing 80°C 90°C TSHH 9A HH Trip 75°C
No.1 HD motor non-drive end bearing 90°C 85°C TT 9F Bearing temperature TE 9F ~65°C
No.2 HD motor U winding 145°C 150°C TSL 9F L Alarm, 12 15°C

SAMSUNG
No.2 HD motor V winding 145°C 150°C TSH 9F H Alarm 70°C
No.2 HD motor W winding 145°C 150°C PT 8 Gearbox LO pressure ~160kPa
No.2 HD motor drive end bearing 80°C 90°C PSL 8A L Alarm, 12 100kPa(g)
No.2 HD motor non-drive end bearing 90°C 85°C PSLL 8A Gearbox LO pressure ~150kPa LL Trip 80kPa(g)
PSL 8C LO pressure bulkhead ~110kPa L Alarm, 12 40kPa(g)
PSLL 8C LO pressure bulkhead ~110kPa LL Trip 20kPa(g)
HD Compressor Set Points, Alarms and Shutdowns PCV 11 Seal gas control valve 25kPa - - -

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PSL 11 Seal gas pressure - L Alarm, 11, 12 20kPa(g)
Tag Description Normal Action Set Point
Operation PSLL 11 Seal gas pressure - LL Trip 15kPa(g)
H-HH Type
L-LL ZT 3 Inlet guide vane position ZE3 +80° 0° - - 100kPa(g)
PT1 Suction gas pressure 3kPa(g) - - - PCV 3A IP converter control valve 140kPa(g) - - -
PT2 Discharge gas pressure 100kPa(g) - - - PCV 3B HIC control valve 100kPa(g) - - -
TT1 Suction gas temperature -140°C - - - PCV 3C Nozzle actuator control valve 600kPa(g) - - -
TT 2A Discharge gas temperature -107.52°C Key:
TSHH 2A TE 2A HH Trip +100°C H: High Level
HH: High-High Level
TT 2B Discharge gas temperature -107.52°C
L: Low Level
TSH 2B TE 2B H Alarm +90°C
LL: Low-Low Level
ZSL 3 IGV start position - 12 Closed 11: Start-up interlock LO pump
ZSH 1 Surge valve position - - 12 Open 12: Start-up interlock machine
ZSL 1
PDT 1 Process gas flow 5,991kPa - - -
YET 9 Vibration YE9 10-30µm/s
YSH 9 H Alarm 50µm/s
YSHH 9 HH Trip 75µm/s
PDT 7 Differential pressure oil 50kPa
PDSH 7A filter H Alarm 250kPa
LSL 5 Oil tank level L Alarm, 11 -
TCV 5 Oil heater temperature 40°C - - -
TSL 5 Temperature oil tank 55°C L Alarm, 11 25°C
TSH 5 H Alarm 60°C

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 Bu Samra Cargo Operating Manual

Illustration 4.4.2a BOG Compressor Process Screen Shot

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 Bu Samra Cargo Operating Manual
4.4.2 Boil-Off Gas Compressor variable speed drives, enabling a high and low speed to be attained. The flow If the gas being discharged from the BOG compressors contains more than
of BOG is compressed by the 1st stage of the compressors and passes through 20.9% nitrogen for a period of 30 minutes or more, the partial reliquefaction
an inter-cooler between the 1st and 2nd stages. The inter-coolers ensure the gas mode will be initiated, allowing the condensate to flow to the LNG flash drum.
Boil-Off Gas Compressors
is cooled and stabilised prior to entering the 2nd stage. During this process, when the gas is admitted to the drum, the vapour being
Manufacturer: Cryostar flashed-off is directed either to the GCU or back to the tanks via the liquid main
Type: CM2-300 The BOG line header pressure and temperature to the 1st stage is monitored by if the GCU is unavailable.
Quantity: 2 remote pressure and temperature indicators. A further temperature transmitter
is located at the inlet to the 1st stage which is regulated by the combined
Rated speed: 23,351 rpm Two Running Compressors (Excess Boil-off Gas)
temperature/alarm controller. This controls the flow of nitrogen from the
Drive system: Two-speed electric motor reliquefaction plant to the compressor inter-coolers. In the event of there being excess boil-off gas from the tanks and with the
Power: 6600V, 60Hz vapour header pressure increasing to its maximum permissible value, the
Motor rated duty: 600kW The BOG is further compressed by the 2nd stage of the compressor, after operation of the second BOG compressor will be activated. The excess BOG
which it flows to the BOG desuperheater and condenser. The BOG flowing from the 2nd compressor will be discharged to the GCU along a dedicated line.
Rated speed: 3,580 rpm
from the compressor’s 2nd stage is monitored for temperature and pressure as The separation of the reliquefaction and GCU systems in this way avoids any
follows: interaction and interference with the reliquefaction plant. The start-up of the

SAMSUNG
Design Case 1 Case 2 Case 3 Case 4 second BOG compressor (and GCU) will be initiated by the IAS system.
• BOG high pressure alarm (PAHH3) set at 700kPa(g)
Gas Composition % CH4 CH4 CH4 / N2 CH4 / N2 CH4 / N2
Nitrogen N2 7,460 8,500 29.900 • BOG high temperature alarm (TAH22B) set at 100˚C
Methane C1 100.000 100.000 92.540 91.500 79.100 BOG Compressor Lubricating Oil System
Ethane C2 • BOG high/high temperature transmitter alarm (TAH22A) set at
Hydrocarbons C3 Each compressor is fitted with two oil pumps, one main pump and the other
Hydrocarbons C4 125˚C
an auxiliary lubricating oil pump. The electric-driven auxiliary pump ensures
Molecular weight kg/mol 16.043 16.043 16.936 17.065 18.545 the oil pressure is maintained at start-up, shutdown and during trip conditions,
Flow m3/h
The BOG discharging from the 2nd stage compressor is monitored and
Volume 5,430 5,270 5,490 5,510 5.920 while the gear-driven oil pump maintains the pressure when the compressor
controlled automatically by a load-sharing controller. This adjusts the 2nd
Mass Flow kg/h 6300 6120 6725 6804 7924 is running. During normal running the oil is circulated and cooled by a

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stage discharge nozzles by positioning the compressor’s variable diffuser vanes
Inlet pressure kPa(a) 103 103 103 103 103 fresh water heat exchanger before flowing through a duplex filter where any
(VDV), which in turn modulate the gas flow rate from the 2nd stage. The VDV
Outlet pressure kPa(a) 445,00 445,00 478,00 485,00 545,00 contamination is removed. The fresh water cooling heat exchanger is fitted
is adjusted mechanically by a pneumatic actuator using a signal from the load-
Inlet temperature ˚C -100.0 -100.0 -100.0 -100.0 -100.0 with a temperature control valve which will bypass the lubricating oil from
sharing controller.
Outlet temperature ˚C -84.5 -18.5 -82.2 -81.2 -76.4 the cooler as necessary, in line with the temperature setting of the thermostatic
Isentrop, delta H kJ/kg 134.568 134.568 134.092 134.256 133.593 valve. From the filter the oil is directed under pressure to lubricate and cool
During low load operations the BOG flow from the 1st stage BOG compressor
Efficiency % 73.01 73.01 73.02 73.01 73.01 the compressor drive bearing before returning to the sump. A steam heater has
is monitored and controlled automatically by the low load signal selector. This
Shaft speed rpm 23,351 23,352 23,353 23,354 23,355 been installed to keep the oil temperature within set limits.
selector automatically adjusts the 1st stage discharge nozzles using the VDVs,
Shaft power kW 322.5 313.3 343.1 347.5 402.8
which modulate the gas flow rate from the 1st stage compressor.
Coupling power kW 403 393 423 428 483 Bog Compressor Shaft Seal Gas System
The compressors are protected from surging (recycling gas caused by low flow The BOG compressors require nitrogen as seal gas to prevent the leakage of
Introduction and high gas pressures) by anti-surge control valves on the 1st and 2nd stages. process BOG between each compressor stage and the gearbox, as well as the
For 1st stage surging, a flow control valve connects the outlet of the 1st stage to gearbox and the 6,000kW electric drive motor. The nitrogen pressure supplying
Two boil-off gas (BOG) compressors are installed in the cargo machinery the GCU via the BOG heater. The surging effects in the 2nd stage compressor the seals is reduced using the pressure differential control valves PDCV-11B
room, and these are used to compress the LNG vapour produced by natural are controlled by allowing the gas to return to the BOG discharge line from the and PCV-11A/B. During normal operations the seal gas is supplied from the
boil-off to a sufficient pressure to allow it to be sent to the reliquefaction plant 1st stage via another flow control valve. ship’s nitrogen system. The nitrogen pressure is monitored by a low and low/
for cooling and returning to the tanks. They are both two-stage compressors low pressure alarm as well as a pressure differential low and low/low alarm.
and are normally controlled and operated from the CCR. The BOG compressors Both BOG compressors have load signal selector and load-sharing controllers
are driven by electric motors which are installed in the electric motor room which can be manually overridden if required.
Capacity Control
adjacent to but segregated from the compressor room by a gas tight bulkhead.
The shaft penetrates the bulkhead through a gas tight shaft seal. The BOG compressors operate on a lead/lag basis, which enables one of the The two BOG compressors have variable diffuser vanes (VDV) on each stage
compressors to be lined-up to operate with the discharge going to the BOG for adjusting the load. The control of the VDVs is carried out as a separate
desuperheater and the second lined-up and discharging to the GCU if the plant function. The 1st stage VDV controls the low load function with the 2nd stage
One Running Compressor (Normal Reliquefaction) switches to excess-BOG mode. VDVs controlling the gas flow demands.
The BOG from the LNG tanks and header flows initially to the 1st stage of
the two-stage BOG compressors. Both compressors are electrically-driven by

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 Bu Samra Cargo Operating Manual

Illustration 4.4.2b Boil-Off Gas Compressor PDI PDAL PALL PI PAL TAH TAL TI TAH TAL TI PALL PAL PI TI TAL PALL PAL PI
Anti-Surge Anti-Surge
11A 11A T 11B 11A 11A 9F 9F 9F 9E 9E 9E 8B T 8A 8A 8 8 8C T 8D 8D XIC A/S C1 XIC A/S C2
T H L
Valve 2 Valve 3
TAH Stage 1 HIC Stage 2 HIC
1111B
E PDALL PDIT PDIT PALL TAHH TAHH TAHH TAHH PALL PI PI 8 PALL PI PI T > 2 T > 2
11B 11B 11A
N2 11B 9A 9A 9B 9B 8B 8B 8A 8C 8C 8D SV XY SV XY
L H
2
LO 10 S 2 20 S 3
Nitrogen F-11B
PDALL PI PIT PIT T T
11B 11C 11B 11A ZYH ZYH
Seal Gas TE TE TE TE PIT PI PIT TE PIT PIT 10 20
9A 9F 9B 9E 8B 8B 8A 8 8C 8D
PDCV ZI ZI
Key 11B 10 20
FI 1110 1120
11D F PCV PI
11A 11A 11A IA IA
Air FI
FCV ZT FCV ZT
11A
2 10 10 20 20
FO FO
1101 VI VI
Nitrogen PCV PI VM 9B 9B
11B 11B
PCV PI DCV D TAH TI TAHH PDAH PDI PDIT
Steam 3B 3B 3B 5 10A 10A 10B T 7 7 7
DY
3B
Lubricating Oil/ H L
LNG Vapour TAHH
ZIL ZI ZT ZI 10B
3B 3B 3B 3B PCV TI
Fresh Water 8 7

SAMSUNG
ZSL Insulating
3B Box VT
Electrical Signal ABS Gearbox 9B
PI PIT VE T T T T T
2A 2A 9B Oil Filter
Instrumentation H
TAHH TI TAH TI TAHH TAHH TI TAH TAHH TI TAH TI TAHH
14G 14G 14A 14A 14B 14D 14C 14C 14F 14E 14E 14H 14H
PDI PDIT
2B 2B L

TE TE TE TE TE TE TE TE TE TE PDI
Cargo Control 11.MV.42 14G 14A 14B 14D 14C 14F 14E 14H 10A 10B 7A
Room ABS Compressor
PI PIT
0003-1 No.2
2B F
2B 7
H
PDI PDIT Bulkhead Seal
Local Instrument 2A 2A L Electric Motor

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M

XY XIC Load Sharing 2 112A 112A

4 1 Controller FW FW
Local Panel OC
Instrument PI
ABS
FG 8
PIT
1A 1A 8B Oil Collector
H Fresh Water
Local Panel PDI PDIT
L
FG Main Lubricating Cooling System
1B 1B
Instrument 8A Oil Pump TCV
6
11.MV.41 Sett:800kPa(g) LO V6-A
ABS
0003-1 Compressor
T Trip Circuit PAL PI PIT No.1 Oil Cooler LO V6-F
1B 1B 1B
H
PSV PSV LO V6-B
6A 6B
PDI PDIT
1A 1A L
To Main VE VE VE LO V6-C 2

Motor < 9C 9D 9A Auxiliary 111A

L2.M.01 CURRENT
II I IC XY ZI ZIL ZSL VT VT VT Filling Lubricating FW
3A 9C 9D 9A V5 Line Fresh Water
1 1 1 3A 3A
Insulating M Oil Pump Cooling System
6 111B
ZT ZI Box FW
3A 3A
MCC
Main MAIN
2
PCV PI F
Motor
INCREASE DECREASE
FLOW FLOW
MOTOR Signal 3A 3A LSL 5C MCC Auxiliary Lubricating Oil Pump
START
READY 10.XY.2 113 DY 5
1A 3A
HS HS XI 0002-2 TSH LG Lubricating
156A 156B 157B Instrument Air PCV PI
5 5
Oil Tank
DCV
3C 3C 3A TSL TI FLASH
5 5A EMS T EMS LIGHT

HS HS HS XS
TCV
F F T 15 15A 15 150
Main Motor Control Logic 5 Auxiliary Lubricating Oil Pump Control Logic
5A 5B

2
Steam
XA HSL HSL HSL HS XI XI XI XI XI System Compressor Control Logic HSL HSL XI XI XA XI
155 152C 152A 152 154 154D 154B 153C 153A 158B 6A 6B 6C 6E 6B 6F
COMMON START START STOP LAMP RUNNING RUNNING READY READY MAIN START STOP AUX LUBE AUX LUBE AUX LUBE AUX LUBE
ALARM FULL HALF TEST FULL HALF TO START TO START MOTOR OIL PUMP OIL PUMP OIL PUMP OIL PUMP
SPEED SPEED SPEED SPEED FULL HALF TROUBLE
LAL TAH TAL ST CD VAHH VAHH VI VAH VI VI VI VAH VAHH VAHH VI VI HS HS HS HS XA XA RUNNING READY TO MOTOR MOTOR
SPEED SPEED
5 5 5 FC21 FC22 9C T 9C 9C 9C 9C 9D 9D 9D T 9D 9D 9A 9A 151 151 153 155 16 16
START TROUBLE START
READY
HS HS HS XI XI XI XI XI HS HS XI XI XI
LOCAL/ LOCAL/ RESET FLASH EMS AND EXTERNAL
152C 152A 152 154C 154A 153C 153A 158A EXTERNAL SHUTDOWN
REMOTE REMOTE LIGHT SHUTDOWN 6A 6B 6D 6E 6A
ACKNOWLEDGE

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 Bu Samra Cargo Operating Manual
The load-sharing controller adjusts the 2nd stage discharge nozzles by air systems are in operation and available for use by the Observe the following parameters:
positioning the compressor’s VDVs which modulate the gas flow rate from reliquefaction plant.
the 2nd stage compressor. The VDV is adjusted mechanically by a pneumatic a) The seal gas differential pressure should read between 20kPa
actuator using a signal from the load-sharing controller. During low load c) Check and confirm that all of the BOG compressor valves have and 15kPa, high and low low set points. Adjust the supply
operations the BOG flow from the 1st stage compressor is monitored and been correctly lined-up. reducer if required.
controlled automatically by the low load signal selector. This automatically
adjusts the 1st stage discharge nozzles using the variable diffuser vanes which d) Ensure the operating compander is in IDLE mode. b) The LO supply pressure should read 160kPa. Adjust the supply
modulates the gas flow rate from the 1st stage compressor. regulator if required.
Note: If a nitrogen compander is tripped by a fault or an emergency trip, the
duty (running) BOG compressor will also trip. c) The LO supply temperature to the gearbox should be above
Operating Procedures 45°C.
To prepare the BOG compressors for operation, proceed as follows: Prior to starting the BOG compressor, a number of interlocks have to be
overcome: d) Check the local control panel for alarms.
a) Confirm that power is available to the main motor and • No trip functions to be active e) Check the complete operating system for oil, seal gas, air, water

SAMSUNG
compressor control panels. and product leakage.
• The compander operating in IDLE mode
b) Check that the duplex lubricating oil filters are clear and the • The LNG flash drum is ready for operation
oil level in the compressor sump is between the maximum and • The BOG compressor logic accepts release to start Compressor Alarms
minimum levels. Replenish with the correct grade of oil as
necessary. It should be noted that the level will fall when the • The reliquefaction process logic accepts release to start Each compressor electric motor is fitted with six temperature sensors, type
compressor starts. PT-100, with two sensors being fitted per phase. There are also temperature
The following table indicates the valves that MUST be in the following sensors fitted to the motor’s drive and non-drive end bearings.
c) Warm-through the oil reservoir heater and allow the oil to operating conditions for the start of the No.1 BOG compressor. The failure of

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heat up to between 15°C and 35°C. The BOG compressor is any of the signals to the valves will prevent the start operation: For a listing of the compressor alarms, trips and normal operating parameters,
equipped with a steam operated LO heater with the steam flow refer to the table on the following page:
being controlled by a thermostat located inside the reservoir. Position Description Valve
Open Inlet isolating valve for the BOG supply from HV02
d) Run the auxiliary LO pump to warm-up the gearbox and the header to the 1st stage BOG compressor
bearings. Check the LO system for leaks.
Open Outlet valve from the 2nd stage BOG HV10
compressor
e) Ensure that all of the instrumentation isolating valves are open.
Closed Outlet valve to the CGU HV01
f) Confirm the gas seal nitrogen is available from the ship’s
nitrogen tank and that the seal gas pressure is at its correct a) Select the lead BOG compressor and activate START LOW
setting, 30kPa. FLOW on the reliquefaction plant section of the operator
station. The start sequence will be activated.
g) Set the duty BOG compressor valves in a accordance with the
procedures detailed in Section 4.7 of this manual that deals with Note: The operation of the BOG compressor in low speed automatically
the reliquefaction process. switches the operating compander to the LOW FLOW mode. A similar
arrangement will ensure a high speed is attained via the LOAD CONTROL
The BOG compressor can be started either on the GCU or reliquefaction modes. mode by the operating compander if the BOG compressor is assigned to a
This is manually set by the operator through the operating screen mimics. The high speed.
following sequence shows the start-up sequence for reliquefaction.
b) When the BOG compressor attains the LOW FLOW mode
a) Confirm the reliquefaction plant system valves are correctly (low speed), a request to operate in the high speed operation
set. can be carried out by pressing the START NORMAL FLOW
button. The BOG compressor will ramp-up to high speed after
b) Ensure that sufficient electrical power is available and that the satisfying a number of control system demands.
nitrogen generating system, cooling, heating and compressed

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 Bu Samra Cargo Operating Manual
BOG Compressor Set Points, Alarms and Shutdowns Tag Description Normal Action Set Point
Tag Description Normal Action Set Point Operation H-HH Type
Operation H-HH Type L-LL
L-LL ZT 3 Inlet guide vane position ZE3 +80° 0° - - 100kPa(g)
PT1 Suction gas pressure 3kPa(g) - - - PCV 3A IP converter control valve 140kPa(g) - - -
PT2 Discharge gas pressure 100kPa(g) - - - PCV 3B HIC control valve 100kPa(g) - - -
TT1 Suction gas temperature -140°C - - - PCV 3C Nozzle actuator control valve 600kPa(g) - - -
TT 2A Discharge gas temperature -108.34°C Key:
TSHH 2A TE 2A HH Trip +100°C H: High Level
TT 2B Discharge gas temperature -108.34°C HH: High-High Level
TSH 2B TE 2B H Alarm +90°C L: Low Level
LL: Low-Low Level
ZSL 3 IGV start position - 12 Closed
11: Start-up interlock LO pump
ZSH 1 Surge valve position - - 12 Open

SAMSUNG
ZSL 1 12: Start-up interlock machine
PDT 1 Process gas flow 5,663kPa - - -
YET 9 Vibration YE9 10-30µm/s BOG Compressor Electric Motor Temperature Alarms
YSH 9 H Alarm 50µm/s
Tag No. Description Alarm Trip
YSHH 9 HH Trip 75µm/s
TE14A Motor winding temperature U 70°C 150°C
PDT 7 Differential pressure oil 50kPa
PDSH 7A filter H Alarm 250kPa TE14B Motor winding temperature U 70°C 155°C
LSL 5 Oil tank level L Alarm, 11 - TE14C Motor winding temperature V 70°C 150°C

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TCV 5 Oil heater temperature 40°C - - - TE14D Motor winding temperature V 70°C 155°C
TSL 5 Temperature oil tank 55°C L Alarm, 11 25°C TE14E Motor winding temperature W 70°C 150°C
TSH 5 H Alarm 60°C TE14F Motor winding temperature W 70°C 155°C
TT 8 Temperature oil system TE 8 ~42°C TE14G No.2 HD motor drive end bearing 45°C 155°C
TSL 8 L Alarm, 12 +20°C TE14H No.2 HD motor non-drive end bearing 45°C 155°C
TSH 8 H Alarm +55°C
TT 10A Temperature oil bulkhead TE 10A ~60°C
TSHH 10A HH Trip +80°C
TT 10B Temperature oil bulkhead TE 10B ~60°C
TSH 10B H Alarm +75°C
TT 9A Bearing temperature TE 9A ~65°C
TSHH 9A HH Trip 75°C
TT 9F Bearing temperature TE 9F ~65°C
TSL 9F L Alarm, 12 15°C
TSH 9F H Alarm 70°C
PT 8 Gearbox LO pressure ~160kPa
PSL 8A L Alarm, 12 100kPa(g)
PSLL 8A Gearbox LO pressure ~150kPa LL Trip 80kPa(g)
PSL 8C LO pressure bulkhead ~110kPa L Alarm, 12 40kPa(g)
PSLL 8C LO pressure bulkhead ~110kPa LL Trip 20kPa(g)
PCV 11 Seal gas control valve 25kPa - - -
PSL 11 Seal gas pressure - L Alarm, 11, 12 20kPa(g)
PSLL 11 Seal gas pressure - LL Trip 15kPa(g)

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 Bu Samra Cargo Operating Manual

Illustration 4.5.1a High Duty and BOG Heater Screen Shot

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 Bu Samra Cargo Operating Manual
4.5 Boil-Off/Warm-Up Heaters High Duty Heater Data 108-UT-38/34-4.6 Control of Temperature
Operation Sizing Begin End Emergency
4.5.1 High Duty and Boil-Off Gas Heaters Two temperature control valves are fitted to each heater for controlling the
Warm-Up Warm-Up Boil-Off
boil-off gas outlet temperature. One control valve is located on the heater
Mode Mode Gas
Heaters inlet and the other is on the bypass line. A split range temperature controller
Process Fluid Methane Methane Methane Methane regulates the two control valves to the desired set point for the heater.
Manufacturer: Cryostar Mass flow (kg/h) 40,000 55,100 30,200 8,500
Inlet volume flow (m /h) 21,700
3 22,948 21,066 2,104 When starting the heater in warm-up mode, the bypass valve should initially
High Duty Heater
Outlet volume flow 41,232 75,348 45,398 2,942 be fully OPEN and the inlet valve fully SHUT. With the valve controls in the
Type: 108-UT-38/34-4.6 (m3/h) remote position the temperature can slowly be increased on the IAS panel.
Design temperature: -196°C/+220°C (tube), +220°C (shell) Inlet temperature -60°C -110°C 0°C -55°C
Design pressure: 1MPa (tube and shell) Outlet temperature; 85°C 48°C 117°C 127°C Condensate Drainage
No. of sets: 1 uncontrolled The steam condensate from the heaters is returned to the engine room
Boil-Off Gas (BOG) Heater Outlet temperature; 80°C 80°C 25°C atmospheric drains tank via the cargo steam drain cooler and a gas vent drains

SAMSUNG
controlled tank. The gas vent drains tank is constantly monitored by the gas sampling
Type: 21-UT-38/34-2.2 Supply inlet pressure 100 100 100 350 system to prevent the possibility of LNG vapour entering the engine room in
Design temperature: -196°C/+220°C (tube), +220°C (shell) kPa(g) the event of a failure of any of the tubes within the heater.
Design pressure: 1MPa (tube and shell) Outlet pressure kPa(g) 75 20 20 340
No. of sets: 1 Heat exchange (kW) 3,545 5,515 1,529 431 Procedure for Preparing the High Duty Heater for Operation
Steam consumption 6,225 9,684 2,685 756
Introduction (kg/h) a) Ensure that the engine room control air supply valve to the cargo
Steam inlet temp. (°C) 169 control room is open. (Normally never closed.)

QGTC
There are two steam heated high duty/boil-off gas heaters fitted and these are
Steam outlet temp. (°C) 164 approx
located in the cargo machinery room on the starboard side of the trunk deck. b) Ensure that the engine room main steam isolating valve ST110
Inlet pressure kPa(g) 700
The heaters have been provided for use in the following modes: to the cargo machinery room is open.
Outlet pressure kPa(g) 700
• BOG Mode - In conjunction with the HD compressors the c) Ensure the cargo machinery room steam isolating valve ST574
heaters can supply heated boil-off gas to the engine room for Boil-Off Gas Heater Data 21-UT-38/34-2.2 is open.
burning in the gas combustion unit. Under normal operating
conditions only one heater is used for fuel gas operations and Operation Design Part d) Open the steam drain cooler inlet and outlet valves SD600 and
the gas outlet temperature is regulated at 25°C. The high duty BOG SD601 respectively and close the bypass valve SD602.
heater is used for when there are large quantities of gas, eg, Process Fluid Methane Methane
where the liquefaction plant is inoperative, and the BOG heater e) Ensure that cooling water from the cargo fresh water system
Mass flow (kg/h) 8,500 6,400
for operations that require only partial BOG burning. is available and that the supply and return valves WF531 and
Inlet volume flow (m3/h) 2,104 2,177
• Warm-Up Mode - In conjunction with the HD compressors the WF532 are open. Check that the drain outlet valve SD603F on
Outlet volume flow (m3/h) 2,942 3,031
heaters can be used for warming-up the cargo tanks prior to gas the gas vent drain tank is closed.
freeing operations. This will normally only be done prior to a Inlet temperature -55°C -40°C
dry docking or in the event that a one tank warm-up operation Outlet temperature; uncontrolled 25°C 42°C f) Open the heater shell side vent valve to the save-all.
has to be carried out for maintenance purposes. The heater gas Outlet temperature; controlled 25°C
outlet temperature is regulated to 0°C for the first stage and Supply inlet pressure kPa(g) 350 250 g) Open the condensate inlet and outlet valves SD572F and
80°C throughout the warm-up operation, and when used in this Outlet pressure kPa(g) 340 240 SD574F to the steam trap and close the bypass valve SD575F.
mode both heaters are normally used.
Heat exchange (kW) 431 332
h) Crack open the heating line steam inlet bypass valve ST563F
CAUTION Steam consumption (kg/h) 756 584 and commence warming-through the heater.
When returning heated vapour to the cargo tanks in warm-up mode the Steam inlet temp. (°C) 169
temperature at the heater outlet should not be allowed to exceed +80°C. Steam outlet temp. (°C) 164 approx
Failure to comply with this could result in damage to the cargo tank Inlet pressure kPa(g) 700
insulation and safety valves. Outlet pressure kPa(g) 700

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 Bu Samra Cargo Operating Manual

Illustration 4.5.1b High Duty Heater

Feeding Compressor External Common
Set Point to be Tripped Trip Alarm
TI H TI HIC PI ZI PI L TAHH L ZI XA Common XA LAHH HH LAH TALL TI TALL XA XA PI
Trip IAS System
1 L 2 2 1 2 2 2 2 1 1 Trip 4 4 4 4.2 4 5 2 in Cargo
Control L/R L/R
TIC Valve Split Range
Control Room
Position Position
PV 2 Temperature Control Safe Area

Trip Trip Alarm Trip Trip Alarm

Trip
TT TT HIC HIC TT Control
1 2 2 1 4 Cabinet
Safe Area

L/R L/R
TI TI PI PT HS POT HS POT PT PI L PI TI HS L PT
1 2 1 1 2 2 1 1 2 2 5.1 3 4 5 5.2 3.1
Common ESD Common Local
Trip Alarm Panel

SAMSUNG Steam Inlet

QGTC
TE
2
Key
LNG Gas TSHH
Outlet 2 LNG Gas
CG923 Vent
ST ST
564 563 LNG Liquid

Desuperheated Steam

Air
High Duty Heater
Condensate

Electrical Signal

PCV ZBK Zener Barrier Box

2
SV HY
Trip Automatic Trip
2 2 LSHH
TCV 4
LI LSH Alarm Alarm Circuit
2
TE S FC 4
4
1 TSLL
FC PCV 4 Instrument on Local Panel
LNG 1 TE
Gas Inlet 4
CG917 HY IAS Function
ZT ZI
1
2 2 TCV
1

ZT ZI SV
S To Drain Cooler
1 1 1
and Gas Vent
SD572F SD573F SD574F Drain Tank

SD575F Instrument
Air Supply

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 Bu Samra Cargo Operating Manual
i) When the heater shell side vent valve starts to exhaust steam, Procedure for Shutting Down the High Duty Heater
close in the valve to the save-all until it is just cracked open.
Allow the heater to slowly warm-through and close the valve a) Close the LNG inlet valve CG917 to the heater.
when the condensate outlet temperature is approximately
164°C. b) Allow the inlet and outlet temperatures to equalise.

j) Once the steam pressure has risen to the operating pressure, c) Close the steam supply valve ST564F to the heater.
slowly open the main steam inlet valve ST564F and close the
bypass ST563F. The heater is now ready for use. d) Crack open the shell side vent valve and slowly reduce the
pressure in the heater.
k) Open the heater gas outlet valve CG923.
e) Once the shell pressure is at atmospheric pressure, fully open
l) Turn the local/remote switch to the REMOTE position on the the shell vent valve.
local panel for the flow control valve FCV1 and the temperature
control valve TCV2. Open the inlet valve CG917.

SAMSUNG
Illustration 4.5.1c Boil-Off Gas (BOG) Heater
Feeding Compressor External Common
Set Point to be Tripped Trip Alarm

m) Ensure that there are no alarms or trips active on the heater. TI

1
H
L
TI
2
HIC
2
PI
1
ZI
2
PI
2
L
2
TAHH
2
L
1
ZI
1
Trip
XA Common
Trip
XA LAHH HH LAH
4 4
TALL
4
TI
4.2
TALL
4
XA
5
XA PI
2
IAS System
in Cargo
Control L/R L/R
TIC Valve Split Range
Control Room
Position Position
n) Before commencing the operation, set up all of the LNG liquid PV 2 Temperature Control Safe Area

and vapour valves on the cargo system as necessary.

Trip Trip Alarm Trip Trip Alarm
Trip
TT TT HIC HIC TT Control
1 2 2 1 4 Cabinet
Safe Area
o) Monitor all of the pressures and temperatures until the heater
has stabilised. TI
1
TI PI PT HS
L/R
POT HS
L/R
POT PT PI L
5.1
PI TI
4
HS
5
L
5.2
PT
2 1 1 2 2 1 1 2 2 3 3.1

QGTC
Common ESD Common Local
Trip Alarm Panel
The procedure for setting up the Low Duty (BOG) heater into operation is the
same as that detailed above except for the valve numbering.

Note: The low duty heater does not have a steam inlet bypass, so warming-
through is carried out using the main steam inlet supply valve. Steam Inlet

TE
2
Key

Note: The cargo machinery room exhaust fans and the gas sampling system LNG Gas
Outlet
TSHH
2 LNG Gas
CG924 Vent
must be in operation prior to and during any cargo operations which involve ST562 LNG Liquid

LNG entering the cargo machinery room pipework system. Desuperheated Steam

Air
BOG Heater
CAUTION Condensate

Electrical Signal
Thorough checks around the heater and the associated flange connections PCV ZBK Zener Barrier Box
must be conducted during operation. SV HY
2
Trip Automatic Trip
2 2 LSHH
TCV 4
LI LSH Alarm Alarm Circuit
2
TE S FC 4
4
1 TSLL
FC PCV 4 Instrument on Local Panel
LNG 1 TE
Gas Inlet 4
CG918 HY IAS Function
ZT ZI
1
2 2 TCV
1
S To Drain Cooler
ZT ZI SV
1 1 1 and Gas Vent
SD568F SD569F SD570F Drain Tank

SD571F Instrument
Air Supply

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 Bu Samra Cargo Operating Manual

Illustration 4.5.2a. Reliquefaction Overview

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual
4.5.2 Off-Gas Heater Procedure for Preparing the Off-Gas Heater for Use n) Monitor all of the pressures and temperatures until the heater
has stabilised.
(Normally warmed-through ready of use during all reliquefaction operations.)
Off-Gas Heater
CAUTION
Manufacturer: Cryostar a) Ensure that the engine room control air supply valve to the cargo Thorough checks around the heater and the associated flange connections
Model: 21-UT-38/34-2.2 control room is open. (Normally never closed). must be conducted during operation.
No. of sets: 1
b) Ensure that the engine room main steam isolating valve ST110
to the cargo machinery room is open.
Operation Sizing Case Nitrogen Case
Process Fluid Methane Nitrogen c) Ensure the cargo machinery room steam isolating valve ST574
Mass flow (kg/h) 1,170 2,000 is open.
Inlet volume flow (m3/h) 159 189
d) Open the steam drain cooler inlet and outlet valves SD600F and
Outlet volume flow (m3/h) 402 504
SD601F respectively and close the bypass valve SD603F.

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Inlet temperature -163.8°C -166°C
Outlet temperature; uncontrolled 6°C 6°C e) Ensure that cooling water from the cargo fresh water system
Outlet temperature; controlled 0°C is available and that the supply and return valves WF531 and
Supply inlet pressure (kPa(g)) 310 232 WF532 are open. Check that the drain outlet valve SD603F on
Outlet pressure (kPa(g)) 306 225 the gas vent drain tank is closed.
Nozzle velocity inlet (m/s) 22.5 26.7
f) Open the vent gas heater shell side vent valve to the save-all.
Nozzle velocity outlet (m/s) 25.3 31.7
Heat exchange, actual (kW) 121 108

QGTC
g) Open the condensate inlet and outlet valves SD580F and
SD582F to the steam trap and close the bypass valve SD583F.
Shell Side (saturated steam)
h) Crack open the heating line steam inlet valve ST567F and
Steam consumption (kg/h) 756 584
commence warming-through the vent gas heater.
Steam inlet temp. (°C) 169
Steam outlet temp. (°C) 164 approx i) When the vent gas heater shell side vent valve starts to exhaust
Inlet pressure kPa(g) 700 steam, close in the valve to the save-all until it is just cracked
Outlet pressure kPa(g) 700 open. Allow the vent gas heater to slowly warm-through and
Nozzle velocity inlet (m/s) 29.5 26.1 close the valve when the condensate outlet temperature is
approximately 164°C.
Nozzle velocity outlet (m/s) 0.12 0.11
j) Once the steam pressure has risen to the operating pressure,
The vent gas is heated to ambient temperature in a vent gas heater upstream of
slowly fully open the main steam inlet valve ST567F. The vent
the GCU. The outlet temperature is controlled to ensure that the temperature
gas heater is now ready for use.
stays within the GCU operating limitations.
k) Confirm that the heater’s pressure control valves PCV5C and
Introduction PCV5D are operational and switched to automatic.

There is one steam heated vent gas heater provided in the cargo machinery l) When the Off-Gas burning is selected from the IAS, the system
room to warm-up any of the gaseous natural gas (GNG) produced from the automatically closes the Off-Gas return to tank valve PCV5B
LNG flash drum during the cooling sequence of the reliquefaction process, and operates PCV5C and PCV5D.
prior to it being burned in the gas combustion unit.
m) Slowly open the vent gas heater gas outlet valve CG931, then
operate through the IAS as required by the GCU via CG998,
(see Section 4-7).

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 Bu Samra Cargo Operating Manual

Illustration 4.6a LNG Vaporiser Screen Shot

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual
4.6 LNG Vaporiser initial inerting of cargo tanks or at the first loading terminal after dry dock. Procedure for Preparing the LNG Vaporiser for Use
The vaporiser outlet temperature must be controlled at 20°C during the inerting
operation. a) Ensure that the engine room control air supply valve to the cargo
LNG Vaporiser control room is open. (Normally never closed.)
The vaporiser can also be used to fill the evacuated insulation spaces with
Manufacturer: Cryostar nitrogen supplied by the terminal, as the on-board generators only have the b) Ensure that the engine room main steam isolating valve ST110F
Type: 65-UT-38/34-6.6 capacity to maintain the nitrogen supply but not fill with the first charge. to the cargo machinery room is open.
No. of sets: 1
Vaporiser Data c) Ensure the cargo machinery room steam isolating valve ST574F
is open.
Introduction Operation Gas Cargo Inerting GTT
Purge Disch. Mode Case d) Open the steam drain cooler inlet and outlet valves SD600F and
There is one steam heated LNG vaporiser fitted and this is located in the cargo Methane Methane Nitrogen Nitrogen SD601F respectively and close the bypass valve SD602F.
machinery room on the starboard side of the trunk deck. The vaporiser is of the Flow of gas (kg/h) 15,815 23,300 23,000 27,619
shell and tube type and can be seen in illustration 4.6a. e) Ensure that cooling water from the cargo fresh water system

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Inlet volume flow (m3/h) 35 52 28 34
is available and that the supply and return valves WF531 and
The vaporiser has been provided for and can be used in the following modes: Outlet volume flow (m3/h) 19,733 13,197 16,457 19,762 WF532 are open. Check that the drain outlet valve SD603F on
Inlet temperature (°C) -163 -163 -196 -196 the gas vent drain tank is closed.
Gassing-Up - To supply gaseous natural gas (GNG) to the cargo Outlet temp. uncontrolled (°C) 32 3 48 38
tanks and displace the inert gas before the initial cooldown/loading Outlet temp. controlled (°C) 20 -140 20 20 f) Open the vaporiser shell side vent valve to the save-all.
operation. Normally this would only be carried out during the first Supply inlet pressure kPa(g) 600 600 250 250
cargo after a dry docking, or in the event of a one tank gas freeing g) Open the condensate inlet and outlet valves SD576F and
Outlet pressure kPa(g) 20 20 20 20
operation. SD578F to the steam trap and close the bypass valve SD579F.
Heat exchange (kW) 4,076 3,645 2,838 3,408

QGTC
Inerting with Liquid Nitrogen - Supply the cargo tanks with Steam consumption (kg/h) 7,157 6,400 4,983 5,983 h) Crack open the heating line steam inlet bypass valve ST565 and
vaporised nitrogen using liquid nitrogen supplied by the terminal in Steam inlet temperature (°C) 169 commence warming-through the vaporiser.
the event of the vessel’s inert gas generator being inoperative. This Steam outlet temperature (°C) Approximately 164
operation would only be carried out at the initial inerting of cargo i) When the vaporiser shell side vent valve starts to exhaust steam,
Steam pressure kPa(g) 700
tanks or at the first loading terminal after dry dock. The vaporiser close in the valve to the save-all until it is just cracked open.
outlet temperature must be controlled at 20°C during the inerting Allow the vaporiser to slowly warm-through and close the
operation. Control of Temperature valve when the condensate outlet temperature is approximately
Two control valves have been fitted to the vaporiser, one on the inlet line 164°C.
LNG Discharge - To supply cold vapour to the cargo tanks during (FCV1) for flow control and the other on the bypass line (TCV2) that is used
discharge operations whenever the discharge terminal return gas for temperature control. A temperature controller regulates the opening of the j) Once the steam pressure has risen to the operating pressure,
blowers are not operative or are not supplying sufficient return bypass valves to obtain a constant and stable discharge temperature for various slowly open the main steam inlet valve ST566F and close the
vapour to the ship. ranges of operation. The temperature of the gas being discharged is adjusted by bypass ST565F. The vaporiser is now ready for use.
injecting a certain amount of liquid into the outlet side of the vaporiser through
the bypass (temperature) control valves and liquid injection nozzles. k) Open the vaporiser gas outlet valve CG929.
Gassing-Up
l) Turn the local/remote switch to the REMOTE position on the
In this mode the vaporiser is used during the gassing-up process to supply Condensate Drainage local panel for the flow control valve FCV1 and the temperature
warm vapour to the cargo tanks to displace the inert gas. For this, the LNG control valve TCV2. Open the inlet valve CS901.
liquid is supplied from the terminal to the liquid manifold where it passes to The steam condensate from the vaporiser is returned to the engine room
the stripping/spray header via the appropriate ESDS liquid valve. It is then fed atmospheric drains tank via the cargo steam drain cooler and a gas vent drains
tank. The gas vent drains tank is constantly monitored by the gas sampling m) Ensure that there are no alarms or trips active on the vaporiser.
to the heater and the LNG vapour produced is passed at +20°C to the vapour
header and then into each tank via the vapour domes. system to prevent the possibility of LNG vapour entering the engine room in
the event of a failure of any of the tubes within the vaporiser. n) Before commencing the operation, set up all of the LNG liquid
and vapour valves on the cargo system as necessary.
A secondary role is to supply the cargo tanks with vaporised nitrogen using
liquid nitrogen supplied by the terminal in the event of the vessel’s inert gas o) Monitor all of the pressures and temperatures until the vaporiser
generator being inoperative. This operation would only be carried out at the has stabilised.

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 Bu Samra Cargo Operating Manual

Illustration 4.6a LNG Vaporiser Screen Shot

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual

CAUTION
Thorough checks around the LNG vaporiser and the associated flange
connections must be conducted during operation.

Procedure for Shutting Down the LNG Vaporiser

a) Close the LNG inlet valve CS901 to the vaporiser.

b) Allow the inlet and outlet temperatures to equalise.

c) Close the steam supply valve ST566F to the vaporiser.

d) Crack open the shell side vent valve and slowly reduce the
pressure in the vaporiser.

SAMSUNG
e) Once the shell pressure is at atmospheric pressure, fully open
the shell vent valve.

Note: The cargo machinery room exhaust fans and the gas sampling system
must be in operation prior to and during any cargo operations which involve
LNG entering the cargo machinery room pipework system.

QGTC

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 Bu Samra Cargo Operating Manual

Illustration 4.7a Reliquefaction Flow Process Nitrogen Drum Pressure Seal Gas Pressure Nitrogen Buffer Pressure
To Atmosphere Nitrogen Inventory Control (On/Off) Control Control (On/Off)
Gas Control PC
PC
A/S PT
Combustion PC PT PT
Unit Control
A/S RSP
Compander
PT Nitrogen
Seal Gas Nitrogen Compressor Nitrogen
Drum Nitrogen
ASC Buffer Buffer
PCV54 and Nitrogen Dryer Module PCV4

PCV15 PCV55
Seal
PC Gas
Nitrogen Inter-cooler
and After-cooler PCV25
TT

TT TC

PT Nitrogen High

SAMSUNG
FT
Compander Inter-coolers PC
BOG Pressure Control
Heater TCV34 Off-Gas
Counter - Current Heater
TC Low Thermal
TC Heat Exchanger Load Load Control
Control
Nitrogen Compander DPC
M PCV PCV
C1 C2 C3 E 5C 5D
TCV2
Boil-Off Gas
HCV3

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TCV Desuperheater
1 LT
TC Inter-cooler Temperature Control
No.2 Boil-Off Gas Boil-Off Gas FT TT
Compressor Inter-cooler
TT

A/S LNG Drum

Control Boil-Off Gas Pressure
ASC 2nd 1st XC Condenser Control
M
Stage Stage
Boil-Off Gas Load RSP
A/S PDT Compressor PDT Sharing
PT LC
FCV20 Control
Condensate Temperature Control TC TT
Plant Capacity PCV
ASC A/S PC To Liquid
Control XC Condensate High Temperature Control TC 5B
A/S Control FCV10 PCV Main
2A PCV2B
PC

PC Control HCV2A
Via Vapour Return Boil-Off Gas Header HS
To Shore Line Pressure Control Condensate Return Header Operating LNG
Mode FCV3 Flash PT LCV3
Spray Header CS704 HCV Drum
2B
Vent LT
CS400 CS500
LC FC

Boil-Off Gas PT
FT MV16
Header
Key
LNG Return LNG Liquid
LCV5B
Pumps (x2) LNG Vapour
Nitrogen
CV07
Waste Gas
No.1 Tank No.2 Tank No.3 Tank No.4 Tank No.5 Tank

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 Bu Samra Cargo Operating Manual
4.7 Reliquefaction Plant LNG Transfer Pumps Introduction
Manufacturer: Cryostar
The main purpose of the reliquefaction system is to provide cargo tank pressure
Boil-Off Gas Compressors Quantity: 2
control by liquefying all of the boil-off gas from the cargo tanks during normal
Manufacturer: Cryostar Type: VS-3X2X7/F-1-1Ch4 ship operations, so protecting them from over-pressurisation. The system can
Type: CM2-300 Fluid: LNG be seen in illustration 4.7a and consists of two main loops, the boil-off gas loop
Quantity: 2 Number of stages: 1 (BOG) that is shown in purple and the nitrogen loop in orange.
Rated speed: 23,351 rpm Flow rate: 15m³/h
The vessel comprises five cargo tanks with the LNG being stored in the tanks at
Drive system: Two-speed electric motor Suction pressure: 3.00 bar(a) the bubble point. Although the tanks are fully insulated, the LNG is subjected
Power: 6600V, 60Hz Discharge pressure: 4.82 bar(a) to some heat input which causes the contents to boil and partially vaporise. The
Motor rated duty: 600kW Motor speed: 2,900 rpm vapour liberated is mainly methane and nitrogen and these have to be removed
Rated speed: 3,580 rpm Motor rated: 5.5kW to control and maintain the LNG tank pressures.

Note: The LNG tanks are designed to have a boil-off rate of approximately

SAMSUNG
Design Case 1 Case 2 Case 3 Case 4
Gas Composition % CH4 CH4 CH4 / N2 CH4 / N2 CH4 / N2 Nitrogen Companders 0.135% of the tank’s gross capacity per day (based on pure methane).
Nitrogen N2 7,460 8,500 29.900
Methane C1 100.000 100.000 92.540 91.500 79.100 Manufacturer: Cryostar
Ethane C2 The excess vapour from each tank is removed and returned to its liquid state,
Type: TMC3-200/80-A
Hydrocarbons C3 so enabling the pressure in the tanks to be controlled. This is achieved by
Hydrocarbons C4 Quantity: 2 compressing the BOG using the BOG compressors and then allowing the gas
Molecular weight kg/mol 16.043 16.043 16.936 17.065 18.545
Mass flow: 109,130kg/h at 5,417.4kW to be desuperheated, reliquefied and sub-cooled in the BOG condenser. The
Volume Flow m3/h 5,430 5,270 5,490 5,510 5.920
1st Stage compressor: 9.45 to 16.8 bar(a) pressurised liquid is then returned to the tanks.
Mass Flow kg/h 6300 6120 6725 6804 7924
1st Stage compressor: 42.2 to 112.24ºC

QGTC
Inlet pressure kPa(a) 103 103 103 103 103
Two boil-off gas (BOG) compressors have been installed in the cargo machinery
Outlet pressure kPa(a) 445,00 445,00 478,00 485,00 545,00 1st Stage inter-cooler: 2,198kW (rated duty) room, and these are used to compress the LNG vapour produced by natural boil-
Inlet temperature ˚C -100.0 -100.0 -100.0 -100.0 -100.0 1st Stage inter-cooler: 109,100kg/h (vapour) off to a sufficient pressure to allow it to be sent to the reliquefaction plant for
Outlet temperature ˚C -84.5 -18.5 -82.2 -81.2 -76.4 1st Stage inter-cooler: 125ºC design temperature shell side; 65ºC tube side cooling. They are both two-stage compressors and are normally controlled and
Isentrop, delta H kJ/kg 134.568 134.568 134.092 134.256 133.593
2nd Stage compressor: 16.6 to 29.5 bar(a) operated from the CCR. The BOG compressors are driven by electric motors
Efficiency % 73.01 73.01 73.02 73.01 73.01 which are installed in the electric motor room adjacent to, but segregated from,
2nd Stage compressor: 43 to 112.83ºC
Shaft speed rpm 23,351 23,352 23,353 23,354 23,355 the compressor room by a gas tight bulkhead. The shaft penetrates the bulkhead
Shaft power kW 322.5 313.3 343.1 347.5 402.8 2nd Stage inter-cooler: 2,242kW (rated duty) through a gas tight shaft seal.
Coupling power kW 403 393 423 428 483 2nd Stage inter-cooler: 109,100kg/h (vapour)
2nd Stage inter-cooler: 125ºC design temperature shell side; 65ºC tube side The BOG from the LNG tanks and header flows initially to the 1st stage of
3rd Stage compressor: 29.3 to 51.08 bar(a) the BOG compressors. Both compressors are electrically-driven by variable
Boil-Off Gas Condenser speed drives, enabling a high and low speed to be attained. The flow of BOG
3rd Stage compressor: 43 to 112.19ºC
Manufacturer: Linde is compressed by the 1st stage of the compressors and passes through an inter-
After-cooler: 2,331kW (rated duty) cooler between the 1st and 2nd stages. The inter-coolers ensure the gas is
Heat transfer: 998kW
After-cooler: 109,100kg/h (vapour) cooled and stabilised prior to entering the 2nd stage.
Vapour flow rate: 104,500kg/h
After-cooler: 125ºC design temperature shell side; 65ºC tube side
Design pressure: 9.65 bar The BOG line header pressure and temperature to the 1st stage is monitored by
Expander: 50.08 to 10.05 bar(a)
Nitrogen temperature: -168.4°C inlet; -140.3°C outlet remote pressure and temperature indicators. A further temperature transmitter
Expander: -103.39 to -165.29ºC is located at the inlet to the 1st stage which is regulated by the combined
Motor rated duty: 6,000kW temperature/alarm controller. This controls the flow of nitrogen from the
LNG Flash Drum Compander shaft: 5,260kW reliquefaction plant to the compressor inter-coolers. The BOG is further
Manufacturer: Cryostar compressed by the 2nd stage of the compressor, after which it flows to the
Heat transfer: 998kW BOG desuperheater and condenser.
Operating pressure: 2.99 bar(a)
The compressors are protected from surging (recycling gas caused by low
Operating temperature: -164.6°C flow and high gas pressures) by anti-surge control valves on the 1st and 2nd

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 2 of 38

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 4.7b Reliquefaction Plant

From Nitrogen Purging/Sealing Line

MV01A
CN951
CR903 CN705
CR902

CN901
To No.5 N2 PCV4
CR901
Vent Mast
Locked Closed MV31 MV02 PT PT
5 6 PSV1
No.2 H/D Compressor Set 3500kPa(g)
CG928
TCV2 MV32 MV17 Nitrogen
Drum

CN906

CV28
PI CG900
CG708 CG707 CG904 PDT
PI CG912 CG916 PT PT PSV2
7 4 Set 1000kPa(g) MV21
LNG Vaporiser 1

CV30
PI
CG929 PCV11 CN905
No.1 H/D Compressor

MV05 PCV25 CV04 MV03

FCV1 PI Nitrogen Buffer
Nitrogen

CG927
CG903 PDT PI CG911 CG915 MV18 MV20 MV33
System
TCV2 1
CG917 PI
High Duty PCV11 CN904 MV35
TCV1 Heater CG923
PI TE PT
CG925

CG706

CG710
7

CG926
6 6

CN910
TW TE
23 21 LS CV29 MV34

CG704
PI
CS908 TCV1
Off- BOG Heater TE MV39 HV01 PSV4

MV40
PI 4A
Gas
CG931 MV23

PT Set 1000kPa(g)

SAMSUNG
CG924

CG709
Heater 4 No.2 BOG Compressor LS
CG705 FCV20 MV37
PT
CG918 TCV2 4A PT
CS901

PCV5D
PCV5C
MV74

PCV55

HV02
H LS CV01 TE HV10 55
22A
TE TE Nitrogen Buffer MV36
11 PT PT 22B MV06 PCV1
2nd 3B 3A FI

MV05 MV03
11D

FCV10
PDCV11B MV09 PCV15 CV14 MV11 MV22

HV02
PSV3 PCV5B MV18 1st
FI PCV11A CN903
Set 1000kPa(g) MV16 PCV54 MV10

TCV21
MV25
11A
LS TE
21 LS

TW TE LS
MV03 MV02
TE MV39 HV01

MV40
23 4
PSV3C PSV3B 11

QGTC
No.1 BOG Compressor LS
Set 1000kPa(g) PSV2C PSV2B FCV20 TE PT HV25 MV10
HV30A

HV30B

CG711

32C 32C
PT PT
CV01 HV10

MV05 MV03
PSV5 PSV2A PT TE 32B 32A
PT 2 22A FCV10
5B Set 1000kPa(g) L.O. LS
TE MV68

TCV21

FCV10
MV38

MV38
1st PT 22B
PT
5A 2nd PT
3B 3A
FT
4
TE MV27HV32 PCV11
FI L.C.
4 PT
FCV3 HCV2A MV35 PCV2A MV36 11D 1
LT LT PDCV11B L.O. LS MV61

HV26B
MV13MV12

HV26B
MV25

MV26

MV26
5B 5A
MV38

MV09

MV11

MV28
TE MV28HV41

PSV42
MV62
5 SCV2 SCV1
Flash Drum FI PCV11A CN902
11A LS
PT
MV47 PCV2B
3
No.2 HV42
TE

MV01

MV66

MV09
11
CV48 EXP 3rd 2nd 1st
MV34 LCV5B MV16 CV15 MV17 MV08 MV06
TE PSV3A LNG Transfer Compander
3 Set 1000kPa(g) Pumps TE TE
BOG Desuperheater

HCV3MV77
4A 4B
MV40 MV48 Gas
AI
TE
No.1 2A
4 Analyser PT MV04
AYL 3AA
TE TW 4 Panel PT
2B 5 3AB PSV3 LS
MV01 CV14 MV02 PSV2
HCV2B
MV39
MV41

HV25 MV10

MV05A TCV34 MV07A

PSV5A

LT Key TE
MV02 32C PT
3 32C
PT PT
MV37

LNG Liquid 32B 32A PCV11 MV68

MV03
CV07 TE TE LNG Vapour L.O. LS
LCV3 CV44 21 34 FCV10 MV61
Nitrogen
MV27 HV32 L.C.
BOG Waste Gas
TE
Condenser 2
LS
MV13 MV12 SCV1
SCV2
To Gas MV28 HV41

PDCV23
TE

PSV42
MV62
3D Current
Combustion CG930 PT
TE
3B Exchanger LS
Unit 1 TE
CN914 CN913 11
LNG To Liquid Main HV42 3rd 2nd 1st

MV66

MV09
TE EXP
3A

Drain Line Return To Tank CN912 CN911 Cargo Compressor Room Electric Motor Room Compander
From
Gas Main
LNG Return To Tank/Spray Main LNG 9 11 12
Return From From
Vapour Main Vapour Main

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 3 of 38

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual
stages. For 1st stage surging, flow control valve FCV10 connects the outlet of • 2 BOG compressors with inter-coolers - two-stage For 1st stage surging, flow control valve FCV10 connects the outlet of the
the 1st stage to the vapour return header. The surging effects in the 2nd stage compressor’s 1st stage after the inter-cooler to the GCU via the BOG heater.
• BOG desuperheater
compressor are controlled by allowing the gas to return to the BOG discharge The surging effects caused by the 2nd stage compressor will allow the recycling
line from the 1st stage via flow control valve FCV20. • BOG condenser gas to return to the BOG discharge line from the 1st stage compressor via the
• LNG flash drum flow control valve FCV20.
The boil-off gas discharged from the BOG compressors is cooled and condensed
in a large multi-pass heat exchanger (BOG condenser) by low pressure nitrogen • 2 LNG transfer pumps The BOG is further compressed by the 2nd stage of the BOG compressor
supplied by the nitrogen compander. The compander comprises an AC where it flows to the desuperheater (10.E.03) and then to the BOG condenser
induction motor, driving the unit with a semi-flexible slipping coupling linking The principle of the BOG side of the reliquefaction plant is to remove and (10.E.01). The BOG flowing from the compressor’s 2nd stage is monitored by
the motor to a gearbox. The gearbox is designed to enable speed increases from control the LNG pressure inside the five cargo tanks. To help achieve this the following pressure and temperature transmitters:
1,790 rpm to 20,836 rpm. The compander also has three compressors and an a pressure transmitter has been installed on the vapour main header which
expander with three nitrogen inter-coolers and interconnecting pipes. is common to all five tanks. Because of the continual variations in the local • BOG pressure transmitters (PT3A and PT3B) for high/high
atmospheric pressure, the LNG pressure indicators and transmitters use pressure alarm (PAHH3) set at 700kPa(g)
The expander is of the radial inflow type using variable inlet guide vanes to ‘absolute’ pressure. The use of this pressure control helps the system to • BOG temperature transmitter (22B) for high temperature alarm
maintain control. The compressors are of axial inflow type with fixed diffusor maintain the LNG in a stable liquid/vapour condition and to avoid changes (TAH22B) set at 100˚C

SAMSUNG
vanes, enabling the compressor to operate over a range of pressures and flow generated when at a constant ‘gauge’ pressure.
• BOG temperature transmitter (22A) for high/high temperature
rates.
alarm (TAH22A) set at 125˚C
CAUTION
The motor drives the gearbox through three parallel shafts which include the The protective safety pressure transmitters are defined as ‘gauge’ The discharge of the boil-off gas from the 2nd stage of the compressors normally
following: pressure. goes directly to the BOG desuperheater (during normal reliquefaction), but can
• A low speed shaft driven by the motor be routed directly to the GCU via the BOG heater during excess BOG mode as
• A high speed shaft which drives the first and second stage Note: Absolute pressure control is used for laden voyages with gauge shown in illustration 4.7d.
compressors pressure control being used during ballast voyages.

QGTC
• A high speed shaft which drives the third stage compressor and Control of the Boil-Off Gas Compressors
the expander Boil-Off Gas Flow from the LNG Tanks to the Boil-Off Gas Compressors
The BOG discharging from the 2nd stage compressor is monitored and
The BOG from the LNG tanks and header flows initially to the 1st stage of the controlled automatically by the load-sharing controller. This adjusts the 2nd
The expander is equipped with inlet guide vanes which accelerate the gas and two-stage BOG compressors (11.K.01 and 12.K.01). stage discharge nozzles by positioning the compressor’s variable diffuser
control the flow via a variable opening from 0-100% of the flow area. The vanes (VDV) which in turn modulate the gas flow rate from the 2nd stage. The
vanes are adjusted from outside the expander by a pneumatic actuator and the The BOG line header pressure and temperature to the 1st stage is monitored VDV is adjusted mechanically by a pneumatic actuator using a signal from
shaft is equipped with a heater to prevent the formation of ice. by remote pressure and temperature indicators (PI4 and TI4), with the addition the load-sharing controller. This controller is governed by a number of process
of any fall in pressure initiated by a low/low pressure transmitter (PALL 4A) parameters, which include the following:
The LNG flash drum incorporated into the system is located after the BOG set at 98kPa absolute. A further temperature transmitter (TE11) is located at
condenser and is utilised when the plant operation switches to ‘partial • BOG compressor 1st stage inlet temperature transmitter (11-TI-
the inlet to the 1st stage of the BOG compressor which can be regulated by the
reliquefaction’ mode. During this mode, the waste gas from the top of the drum 11), which regulates a signal from the combined temperature/
combined temperature/alarm controller (TIC21). This regulator controls the
is ‘flashed off’ and passes through the off-gas heater before being disposed of alarm controller (TIC21) to the compander outlet temperature
flow of nitrogen from the compander outlet from the BOG inter-coolers
in the gas combustion unit (GCU). If the GCU is not available for operation control valve (TCV21) from the BOG compressor 1st stage to
(11.E.01 and 12.E.01) located between the BOG compressors 1st and 2nd
the LNG is returned to the tanks via the liquid main. Any liquid collected at the 2nd stage inter-cooler.
stage. The combined/temperature regulator transmitter is also fitted with an
bottom of the flash drum is returned to the tanks using the LNG transfer pumps alarm (TAH21) set to initiate at 50°C. • BOG compressor 2nd stage inlet temperature transmitter
as shown in illustration 4.7e. (11-TI-21), which regulates a signal from the combined
The flow of BOG is compressed by the 1st stage of the BOG compressors and temperature/alarm controller (TIC21) to the compander outlet
When the plant is operating in full reliquefaction mode (as shown in illustration passes through the inter-cooler (11.E.01 and 12.E.01) located between the 1st temperature control valve (TCV-1) from the BOG compressor
4.7c), the reliquefied LNG collected at the bottom of the boil-off gas condenser and 2nd stages. The inter-coolers ensure the BOG is cooled and stabilised prior 1st stage to 2nd stage inter-cooler.
is returned back to the tanks via valves PCV2A/2B under its own pressure via to entering the 2nd stage of the compressor. The cooling of the gas flowing
the LNG return line. • BOG compressor 1st stage inlet pressure transmitter (11-PI-1B).
through the inter-coolers is carried out by nitrogen branched off from the
header manifolds that supply the BOG condenser and desuperheater. • BOG compressor 1st stage outlet pressure transmitter (11-PI-1A).
BOG Flow Operational Description • BOG compressor 2nd stage inlet pressure transmitter (11-PI-2B).
The BOG compressors are protected from the effects of surging (recycling gas
The primary components of the boil-off gas side of the reliquefaction plant are caused by low flow and high gas pressures) by the fitting of anti-surge valves • BOG compressor 2nd stage outlet pressure transmitter (11-PI-2A).
as follows: (FCV10 and FCV20) fitted to the 1st and 2nd stages of each compressor.

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 4 of 38

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 4.7c Full Reliquefaction

Gas H
Combustion CL012 CL014 CL013 CL011
CG931 MV23 PCV5D
Unit

PSV5
Off-Gas
PCV5C CV44 LCV3
Port Manifold Starboard
Heater
CS014 CS013

CS025
MV37
To and From HV10 FCV20

HCV2A

PCV5B
Reliquefaction

MV02

MV17
Flash Drum
Plant CL022 CL024 CL023 CL021
BOG HV01 CV01 2nd 1st HV02
BOG Condenser Desuperheater No.1 BOG Compressor

CS035
FCV10 HV26B CS024 CS023
Gas

MV35

MV47
CG924 TCV1 HV10
Combustion FCV20
CG930 HCV3 MV77
Unit
CG926

CG072 CG071
No.1 No.2
BOG Heater HV01 CV01 2nd 1st HV02
No.2 BOG Compressor LNG

PCV2A

PCV2B
TCV2 CG918 CG074 CG073

CV14

CV15

CV07
CS034 CS033
Transfer

CG925
FCV10 HV26B
CG923 TCV1
Pumps

MV18
MV01

MV16
CG927

CL032 CL034 CL033 CL031

High Duty

MV36

MV09
SAMSUNG
TCV2 CG915 CG911 CG903
Heater CG917
No.1 HD Compressor

CG075

CS071
CG929
CS044 CS043
FCV3

HCV2B

CG711
CL042 CL044 CL043 CL041
LNG
FCV1

TCV2

CG916 CG912 CG904 MV34 LCV5B

Vaporiser
No.2 HD Compressor

CV48
CS901
CG928

Locked
Closed
Key
CG900
LNG Liquid
VAPOUR RETURN LINE
LNG Vapour
Nitrogen
GI702

CG708 CG707 Condensate

QGTC
CG703
Ballast Line
CG710

CG704

CG706

CG705
BA526
CG709
CS703

CS702

CL701

Inert Gas/
Dry-Air from CS704 GAS MAIN To Cofferdam
Engine Room VAPOUR MAIN
LIQUID MAIN

CG701

CG700
SPRAY MAIN CL700

CS701 CS700

CS705

CG702
CS505

CS405

CS305

CS205

CS105
CS503

CS403

CS303

CS203

CS103
CL107
CL507

CL407

CL307

CL207
H H H H H

CG100
CG500

CG400

CG300

CG200
CS404

CS304

CS104
CS204
CS504

CS510

CS500

CS410

CS400

CS300

CS200

CS100
H H H H H H H
CR501 CR401 CR301 CR201 CR101
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL504

CL404

CL304

CL204

CL104
CL501

CL401

CL302

CL202

CL102
H H H H H
CR500 CR400 CR300 CR200 CR100
CG501

CG401

CG301

CG101
CG201
CS508

CS507

CS408

CS407

CS308

CS307

CS208

CS207

CS108

CS107
CL500

CL400

CL300

CL200

CL100
CL503

CL502

CL403

CL402

CL303

CL301

CL203

CL201

CL103

CL101
H H H H H H H H H H H H H H H

Port Port Starboard Starboard Starboard

Starboard Starboard Port Port Port

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL306

CL305
CL506

CL505

CL406

CL405

CL206

CL205

CL106

CL105
No.5
Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank

No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump
Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 5 of 38

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 4.7d Full Reliquefaction - Excess BOG

Gas H
Combustion CL012 CL014 CL013 CL011
CG931 MV23 PCV5D
Unit

PSV5
Off-Gas
PCV5C CV44 LCV3
Port Manifold Starboard
Heater
CS014 CS013

CS025
MV37
To and From HV10 FCV20

HCV2A

PCV5B
Reliquefaction

MV02

MV17
Flash Drum
Plant CL022 CL024 CL023 CL021
BOG HV01 CV01 2nd 1st HV02
BOG Condenser Desuperheater No.1 BOG Compressor

CS035
FCV10 HV26B CS024 CS023
Gas

MV35

MV47
CG924 TCV1
Combustion HV10 FCV20
CG930
Unit HCV3 MV77
CG926

CG072 CG071
No.1 No.2
BOG Heater HV01 CV01 2nd 1st HV02
TCV2 No.2 BOG Compressor LNG

PCV2A

PCV2B
CG918 CG074 CG073

CV14

CV15

CV07
CS034 CS033
Transfer

CG925
CG923 TCV1 FCV10 HV26B
Pumps

MV18
MV01

MV16
CG927

CL032 CL034 CL033 CL031

High Duty

MV36

MV09
SAMSUNG
TCV2 CG915 CG911 CG903
Heater CG917
No.1 HD Compressor

CG075

CS071
CG929
CS044 CS043
FCV3

HCV2B

CG711
CL042 CL044 CL043 CL041
LNG
FCV1

TCV2

Vaporiser CG916 CG912 CG904 MV34 LCV5B

Key
No.2 HD Compressor

CV48
CS901

LNG Liquid
CG928

Locked
Closed
CG900 LNG Vapour Cold*
VAPOUR RETURN LINE LNG Vapour Warm
Nitrogen
GI702

CG708 CG707 Condensate*

QGTC
CG703
Ballast Line
CG710

CG704

CG706

CG705
BA526
CG709
CS703

CS702

CL701

Inert Gas/
Dry-Air from CS704 GAS MAIN To Cofferdam
Engine Room VAPOUR MAIN
LIQUID MAIN

CG701

CG700
SPRAY MAIN CL700

CS701 CS700

CS705

CG702
CS505

CS405

CS305

CS205

CS105
CS503

CS403

CS303

CS203

CS103
CL107
CL507

CL407

CL307

CL207
H H H H H

CG100
CG500

CG400

CG300

CG200
CS404

CS304

CS104
CS204
CS504

CS510

CS500

CS410

CS400

CS300

CS200

CS100
H H H H H H H
CR501 CR401 CR301 CR201 CR101
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL504

CL404

CL304

CL204

CL104
CL501

CL401

CL302

CL202

CL102
H H H H H
CR500 CR400 CR300 CR200 CR100
CG501

CG401

CG301

CG101
CG201
CS508

CS507

CS408

CS407

CS308

CS307

CS208

CS207

CS108

CS107
CL500

CL400

CL300

CL200

CL100
CL503

CL502

CL403

CL402

CL303

CL301

CL203

CL201

CL103

CL101
H H H H H H H H H H H H H H H

Port Port Starboard Starboard Starboard

Starboard Starboard Port Port Port

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL306

CL305
CL506

CL505

CL406

CL405

CL206

CL205

CL106

CL105
No.5
Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank

No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump
Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 6 of 38

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 4.7e Partial Reliquefaction

Gas H
Combustion CL012 CL014 CL013 CL011
CG931 MV23 PCV5D
Unit

PSV5
Off-Gas
PCV5C CV44 LCV3
Port Manifold Starboard
Heater
CS014 CS013

CS025
MV37
To and From HV10 FCV20

HCV2A

PCV5B
Reliquefaction

MV02

MV17
Flash Drum
Plant CL022 CL024 CL023 CL021

BOG HV01 CV01 2nd 1st HV02

BOG Condenser Desuperheater No.1 BOG Compressor

CS035
FCV10 HV26B CS024 CS023
Gas

MV35

MV47
CG924 TCV1 HV10
Combustion FCV20
CG930 HCV3 MV77
Unit
CG926

CG072 CG071
No.1 No.2
BOG Heater HV01 CV01 2nd 1st HV02
No.2 BOG Compressor LNG

PCV2A

PCV2B
TCV2 CG918 CG074 CG073

CV14

CV15

CV07
CS034 CS033
Transfer

CG925
FCV10 HV26B
CG923 TCV1
Pumps

MV18
MV01

MV16
CG927

CL032 CL034 CL033 CL031

High Duty

MV36

MV09
SAMSUNG
TCV2 CG915 CG911 CG903
Heater CG917
No.1 HD Compressor

CG075

CS071
CG929
CS044 CS043
FCV3

HCV2B

CG711
CL042 CL044 CL043 CL041
LNG
FCV1

TCV2

CG916 CG912 CG904 MV34 LCV5B

Vaporiser
No.2 HD Compressor

CV48
CS901
CG928

Locked Key
Closed
CG900 LNG Liquid
VAPOUR RETURN LINE LNG Vapour*
Nitrogen
GI702

CG708 CG707 Condensate

QGTC
CG703 Waste Gas*
Ballast Line
CG710

CG704

CG706

CG705
BA526
CG709
CS703

CS702

CL701

Inert Gas/
Dry-Air from CS704 GAS MAIN
Engine Room VAPOUR MAIN
LIQUID MAIN

CG701

CG700
SPRAY MAIN CL700

CS701 CS700

CS705

CG702
CS505

CS405

CS305

CS205

CS105
CS503

CS403

CS303

CS203

CS103
CL107
CL507

CL407

CL307

CL207
H H H H H

CG100
CG500

CG400

CG300

CG200
CS404

CS304

CS104
CS204
CS504

CS510

CS500

CS410

CS400

CS300

CS200

CS100
H H H H H H H
CR501 CR401 CR301 CR201 CR101
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL504

CL404

CL304

CL204

CL104
CL501

CL401

CL302

CL202

CL102
H H H H H
CR500 CR400 CR300 CR200 CR100
CG501

CG401

CG301

CG101
CG201
CS508

CS507

CS408

CS407

CS308

CS307

CS208

CS207

CS108

CS107
CL500

CL400

CL300

CL200

CL100
CL503

CL502

CL403

CL402

CL303

CL301

CL203

CL201

CL103

CL101
H H H H H H H H H H H H H H H

Port Port Starboard Starboard Starboard

Starboard Starboard Port Port Port

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL306

CL305
CL506

CL505

CL406

CL405

CL206

CL205

CL106

CL105
No.5
Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank

No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump
Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 7 of 38

Produced by: WMT Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual
Load Control on Reliquefaction The BOG compressors operate on a lead/lag basis, which enables one of the Operation of the Boil-Off Gas Compressors in the Event of
compressors to be lined-up to operate with the discharge going to the BOG Excess Boil-Off Gas
During reliquefaction the load control of both the BOG compressors is
desuperheater, and the second lined-up and discharging to the GCU if the plant
controlled from a low load generated signal 10.XIC.1A. The controller receives
switches to excess-BOG mode. In the event of there being excess boil-off gas from the tanks and with the
a signal from the tank management system 10.PIC.1A. The processed value of
this controller is the BOG mass flow rate, measured from information from vapour header pressure increasing to its maximum permissible value, the
10.FI.4 located upstream of the BOG desuperheater 10.E.03. Boil-Off Gas from the Compressors to the Boil-Off Gas Desuperheater operation of the second BOG compressor will be activated. The excess BOG
and Boil-Off Gas Condenser from the 2nd compressor will be discharged to the GCU along a dedicated
The controller 10.XIC.1A output signal is sent to a low signal selector which line as shown in illustration 4.7d. The separation of the reliquefaction and
The flow of BOG from the BOG compressors enters the desuperheater (10. GCU systems in this way avoids any interaction and interference with the
obtains the lowest signal between 10.XIC.1A and controller 10.TIC.2B output.
E.03) where it is cooled from its superheated condition to the temperature at reliquefaction plant. The start-up of the second BOG compressor (and GCU)
The output of the low signal selector 10.XY.1A is then sent to the BOG
which its liquefaction will take place. Prior to entering the desuperheater the will be initiated by the IAS system.
compressor (operating on reliquefaction via selector 10.XY.2).
flow is constantly measured by flow transmitter (FT4). The BOG level entering
the desuperheater is monitored by LT3 and in turn is controlled by level
Note: The GCU is designed with a dedicated line for off-gas (waste gas)
Load Control on the GCU controller LCV3. The level is maintained by this transmitter controlling the
burning and one for excess BOG burning, so that the plant can operate in
position of LCV3 via the controller LIC3. The purpose of the level controller
During load control on the GCU, the load control of both the BOG compressors ‘full reliquefaction’ and ‘partial reliquefaction modes’. The details of these

SAMSUNG
and valve LCV3 is to drain the desuperheater and ensure it does not accumulate
is controlled from a low load generated signal 10.XIC.1B. The controller two modes have been given later in this section.
any liquid, which can reduce the heat exchangers surface area and so the heat
receives a signal from the tank management system (BOG header pressure
transfer. It can also be operated with a small offset which will enable the valve
controller). The processed value of this controller is the BOG mass flow rate The following table outlines the pressure settings:
LCV3 to remain slightly open and to keep the desuperheater free of any liquid
from information measured from 10.FI.2 located at the GCU inlet and responds
accumulating. The valve LCV3 is also used to maintain the pressure in the
to a signal from the GCU. The output of the controller 10.XIC.1B is sent to the Description Pressure Value
flash drum by the flash drum pressure controller.
BOG compressor(s) operating on the GCU via the selector 10.XY.2.
Safety pressure value relief direct to atmosphere 25kPa(g)
The normal flow of BOG from the desuperheater passes to the BOG condenser High/high pressure alarm 20kPa(g)
BOG Compressor Low Load Operation where the gas is further cooled and condensed in a large multi-pass heat

QGTC
Standby BOG compressor (to GCU) 18kPa(g)
The actuator 11.DCV.3A is a pneumatic actuator which is mechanically exchanger by nitrogen supplied from the compander. Further cooling below
Automatic start of the GCU; GCU in ‘standby’ mode 17kPa(g)
linked to the BOG compressor 1st stage discharge VDV (variable diffuser the temperature of liquid faction takes place and finally approximates to a
for full reliquefaction or in ‘off-gas burning’ mode for
vane) nozzles. The variable diffuser vanes provide the ability to modify the temperature of -165°C.
partial reliquefaction
compressors flow rate without significantly changing the characteristics. If Laden: Switch from absolute to gauge pressure 16kPa(g)
A branch line from the outlet of the BOG compressor also connects to and
sends support pilot gas to the GCU via control valve HCV3. This is normally If in Ballast: Start 1st compressor or stop spraying
When the the VDVs are closed the BOG compressor flow rate is at a minimum,
switched to automatic and is operated by controller HIC3. When open, it GCU and 2nd BOG compressor stop 12kPa(g)
and when the the VDVs are fully open the BOG compressor is at a maximum
flow rate. enables the BOG to flow to the GCU via the BOG heater. Prior to entering the If Laden: Switch from absolute to gauge pressure 5kPa(g)
GCU, the gas is controlled by a pressure differential indicator which controls If in Ballast: Stop the 1st compressor
the valve opening speed in relation to the pressure requirement. BOG compressor to minimum flow 4kPa(g)
Load-Sharing
Low/low pressure (BOG compressor trips) 2kPa(g)
The BOG compressor load-sharing controller 11.XIC.1 adjusts the 2nd stage LNG Flow from the Boil-Off Gas Condenser to the Cargo Tanks/Flash
VDV position by correcting the BOG compressor low load signal selector. The Drum Note: The operating set point for the condensate temperature control is to
load-sharing controller 11.XIC.1 output operates between -100% and +100%,
During normal operations, the LNG condensate from the BOG condenser and enable a temperature of -165.5°C to be attained at a specified rate.
which ensures the 2nd stage compressor operates at nearly the same power as
the 1st stage. desuperheater is directed back to the tanks, bypassing both the flash drum and
the transfer pumps (illustration 4.7c refers). The LNG discharging from the Operating Modes
BOG condenser is monitored by temperature sensors TE2A and TE2B, with
Note: The load-sharing is required because the flow rate of the 2nd stage Partial Reliquefaction (Illustration 4.7e refers)
the results of these readings being processed by temperature controller TIC2B
compressor is affected by the 1st stage discharge pressure, and temperature
to the load controllers. The temperature sensors also transmit signals that If the gas being discharged from the BOG compressors contains more than
(inter-cooler performance). Both BOG compressors have load signal selector
will activate a high temperature alarm (TAH2) setting of -156°C and a high 20.9% nitrogen for a period of 30 minutes or more (determined by the gas
and load-sharing controllers which can be manually overridden if required.
temperature differential alarm (TDAH2A) of 1°C. analyser AYL-4), the partial reliquefaction mode is initiated, allowing the
condensate to flow to the LNG flash drum. During this process, when the
gas is admitted to the drum, the pressure decreases and ‘flashes off’, with the
vapour being directed either to the GCU or back to the tanks via the liquid main
if the GCU is unavailable.

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 8 of 38

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 4.7f Nitrogen Compander

T T
TY PIC RSP ZIL ZIH
2A 3A 25 25 T

TY TAH TI TE TE TAHH
12A 12A 12A 12B 12B HPV
34A Nitrogen
IY PY PDAH
1 3A 3A ZSL ZSH
PSV 25 25 MV65
RSP 3 MV
TIC TY 2034 10
Nitrogen Nitrogen Set
34 34B 1A PT PT TAL 3500kPa(g)
3AA 3AB
4A Vent Vent
T TI MV19
PI PT TI TALL 1
3B 3B MV05A TCV MV07A 4A 4B HV25 SCV
MV22A 34 1 TE TI TAH
Nitrogen 21 21 21
MV TE TE MV PIC 2120
27 4A 4B 04 11 1A TAH
N3 N4 22A T
Nitrogen
Compressors
MV68 PCV TI TI TAHH
C1 C2

SAMSUNG
11 11 22A 22B
From No.1 BOG From No.2
Compressor BOG N2 N1 MV
T T
Nitrogen 61
Inter-cooler Compressor ZIL ZIH TE TE TE
Counter Current 11 22A 22B
Inter-cooler Nitrogen 41 41
Heat Exchanger MV MV HPV
TE Vent
3D 24 66 Compander
Motor MV64
TI MV TI MV ZSL ZSH MV
28 2 06 41 41 62 FCV SCV
3D
10 M 2

MV TE
Locked TI MV20
01 2 Open Expander 2

QGTC
BOG Gas Inlet MV28 HV41 4 C3
TW ZIH ZSL MV TE TI TAH
5 12 12 12 PSV 31 31 31
N1 2123 Nitrogen Locked Closed 42
1A Nitrogen T T
Nitrogen Set
N4 ZIL ZIH 3500kPag
Boil-Off Gas 42 42 Vent
PDCV Nitrogen
Desuperheater 23
N3
To No.1 BOG To No.2 BOG HY TAH
Compressor Compressor 1 32A
Inter-cooler Inter-cooler N2 N5 FRI FRI FRI TE TI
TE ZSL ZSH MV MV 1 2 3 32A 32A
34 42 42 09 13
Waste Gas TDAL T
3A TE TAHH
PAHH Set
PAH 32B 32B
TDI 32 5500kPag
3A 32C T
HV42 FI
32 PI
N1 N4 TY
1oo2 32C
HPV
1 PY
32 TAH FT MV63
RSP T T 32C 32
Key Nitrogen
TI TIC ZIL ZIH PT PT TI PT
Vent
3A 1 32 32 32B 32A 32C 32C
Nitrogen Boil-Off Gas MV
Condenser 14 TI MV21 To and From
LNG Vapour
MV 3 Fresh Water
02
MV
LNG Liquid 15
TE TE ZSH ZSL MV MV MV TE MV MV MV MV
3A 1
Locked 32 32 03 04 05 32C 60 59 67 70
Electrical Signal N2 N3
Open
Nitrogen
MV27 HV32 Seal Gas
BOG Gas Outlet FE
32
Compressor Room (Gas Area) Motor Room (Safe Area) Nitrogen

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 9 of 38

Produced by: WMT Limited, UK
Email: [email protected]

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 Bu Samra Cargo Operating Manual
Full Reliquefaction (Illustration 4.7c Refers) The liquid level in the flash drum is regulated by the level transmitter LT5B, BOG compressor inter-coolers, before returning via the counter current heat
which processes a signal to control the outlet from the transfer pumps by exchanger to the inlet side of the first-stage compressor on the compander.
During normal operations, full reliquefaction is the preferred mode of operation
controlling the position of the level control valve (LCV5B). The level control
with the LNG flash drum and transfer pumps being bypassed. The action is
valve is located downstream of the flow transmitter on the outlet of both LNG The capacity control of the loop is done by inventory control which involves
selected by the operator or automatically by the system and continues as long
pumps. letting nitrogen into or out of the refrigeration loop as necessary. The main
as the nitrogen content remains below the 20.9% threshold value dictated
components of the system are as follows:
by the gas analyser (AYL-4). The gas analyser is located on the inlet to the
The condensate entering the flash drum produces vapour due to the pressure
desuperheater. • Two sets of nitrogen companders (3 single-stage compressors
decrease. The pressure in the flash drum is maintained by the controller PIC-
with inter-coolers and an expander)
5A. The controller ensures the pressure is maintained by discharging the
Start-up or Partial Reliquefaction vapour to the GCU via the off-gas heater inlet valves PCV5C/5D and the off- • A single BOG desuperheater and BOG condenser
The selection of the LNG flash drum can be applied automatically or manually. gas heater, or alternatively the gas can be returned back to the cargo tanks via • Two sets of nitrogen booster compressors (duty/standby)
If the changeover is applied automatically, a command is initiated to start the the ‘fail open’ valve PCV-5B.
• Two sets of nitrogen dryers
GCU to enable ‘off-gas’ burning to take place. If requested by the operator, the
GCU can also be started manually. If the GCU/reliquefaction plant has been Note: The gas on the discharge side of the ‘off-gas’ heater is monitored by • A single nitrogen drum (reservoir)
selected for automatic operation a number of actions have to be initiated: a high temperature alarm (TAH6) set at 115˚C and a high/high temperature

SAMSUNG
• A single nitrogen seal gas buffer
alarm (TAHH7) set at 125˚C. The operating gas low temperature is monitored
• The gas (CH4) analyser AYL4 must be active. • A single nitrogen buffer reservoir
by low temperature alarm (TAL-6) set at 5˚C with a low/low temperature
• Confirm that bypass valve HCV2B has closed and that the alarm (TALL7) set at 0˚C.
remotely operated inlet valve to the flash drum HCV2A has
Compander Operation
opened (responding to the action of HS2). To ensure the pressure does not exceed the safe working pressure, a relief valve
has been fitted to relieve the excess pressure to the vent and relief main and this The nitrogen compander consists of two, three-stage compressors, an expander,
During automatic operation, the flash drum bypass valve HCV2B closes and is set to operate at 1,000kPa(g). inter and after-stage coolers and a counter current heat exchanger. The operation
the inlet valve HCV2A opens, allowing the condensate to flow into the flash
of the compander is as follows:

QGTC
drum. Prior to the flow of condensate entering the drum, the condensate flows The level in the flash drum is maintained at a predetermined level by a signal
through the pressure control valves PCV2A/2B to the LNG return line. The from level transmitter LT5B interfacing with the ‘fail close’ valve LCV5B • 1st Stage to 2nd Stage Compression - The flow of warm
valves PCV2A/2B controlled by pressure controller PIC-2 are adjusting the which controls the flow of condensate from the transfer pumps. To ensure nitrogen enters the 1st stage compressor where the gas is
pressure of the liquid at the condenser outlet. The remote set point of the the flash drum level does not vary excessively the drum levels are monitored compressed and discharged through inter-cooler 21.E.01. From
controller 10.PIC.2 is generated by the function 10.PY.2 according to the remotely by the following: exiting the inter-cooler the temperature is monitored for any
BOG compressor performance. The aim of this function is to operate the BOG deviation above the compressed gas set point value (TAH-21A
• Low/low level alarm (LALL5A) set to alarm when the level falls set at 50°C). The nitrogen then flows from the 1st stage inter-
compressor at the optimum efficiency (when the compressor is at full speed).
below 345mm from the bottom of the drum. cooler to the inlet of the 2nd stage compressor.
The function calculates the pressure according to the process parameters (BOG
composition temperature) and compressor curve. • High/high level alarm (LAHH5A) set to alarm when the level • 2nd Stage to 3rd Stage Compression - The gas from the 2nd
exceeds 1,466mm from the bottom of the drum. stage compressor enters the 2nd stage inter-cooler (21.E.02)
Note: The inlet lines to the flash drum are protected by a total of three where the stabilisation of the gas temperature takes place.
pressure valves set to operate at 1000kPa(g) with the vented gas being The return of the LNG condensate from the flash drum to the tanks during The temperature entering the inter-cooler is monitored by the
directed to the vent and relief main. partial reliquefaction is normally via the transfer pumps, but as previously temperature indicator and alarm (TI22A and TAH22A set at
detailed, these can be bypassed under certain operating conditions. 120°C). If the temperature rises above the set point of TAH22A
During the period on partial reliquefaction or when the discharge line pressure the associated high/high temperature alarm (TAHH22B set at
is insufficient, the LNG transfer pumps can be operated. The LNG from the Refrigerant (Nitrogen) Operational Description 125°C) will be activated. The flow of refrigerant from the 2nd
flash drum is removed by one of the two transfer pumps (10.P.01/02) operating stage compressor inter-cooler is monitored for any temperature
in a duty/standby mode. The transfer pumps discharge the liquid contents The main task of the reliquefaction refrigeration system is to provide the deviation by the temperature indicator and alarm (TAH31 set at
either to the LNG return line if discharging to tanks No.4 or No.5, or to the necessary refrigerant to liquefy the boil-off gas from the cargo tanks. The 50°C).
spray main if returning the LNG to other tanks. Prior to the LNG returning nitrogen in the loop is compressed in a three-stage centrifugal compressor, • 3rd Stage to the Counter Current Heat Exchanger (1st Pass)
to the tanks, the liquid is regulated by the actions of the flow control valve with the gas being cooled by fresh water heat exchangers downstream of - The gas is further compressed by the 3rd stage compressor
(FCV3). The control valve FCV3 is regulated by controller FIC3 and is used each stage. The gas then flows through a counter current heat exchanger, after section of the compander. The exiting gas temperature from
to enable the LNG return pump to operate with a minimum flow. This facility which it passes through an expander fitted to the final stage of the compander. this stage is monitored for any temperature deviation by the
protects the pump from damage in the event of there being a flow limitation When leaving the expander, the nitrogen flows through the BOG desuperheater temperature indicator and alarm (TAH32A set at 120°C.
anywhere downstream. and BOG condenser cooling the boil-off gas from the cargo tanks. At the Any further rise from the set point will activate the high/high
outlet of the condenser the nitrogen is branched off to supply cooling to the temperature TAH32B set at 125°C). The flow of gas from the

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 10 of 38

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 4.7g Reliquefaction Plant

From Nitrogen Purging/ Sealing Line

MV01A
CN951
CR903 CN705
CR902

CN901
To No.5 N2
CR901
Vent Mast
Locked Closed MV31 PCV4 MV02 PT PT
5 6 PSV1
No.2 H/D Compressor Set 3500kPa(g)
CG928 Nitrogen
TCV2 MV32 MV17
Drum

CN906
PI

CV28
CG708 CG707 CG904 PI CG912 CG916 CG900 PT PT PSV2
PDT
1 7 4 Set 1000kPa(g) MV21
LNG Vaporiser

CV30
PI
CG929 PCV11 CN905
No.1 H/D Compressor

MV03
FCV1 Nitrogen Buffer
Nitrogen
CG903 PDT PI CG911 CG915 MV18 MV20 MV33
System
PI 1
CG917 PI TCV2

CV04
CG927
High Duty PCV11 CN904 MV35
Heater
CG923
PI TE PT

PCV25
7 6 6 CG925

CG706

CG710

CG926
TCV1 TW TE

CN910
23 21 LS
CV29 MV34

CG704
PI
CS908 Off-Gas TCV1

MV05
Heater TE MV39 HV01 PSV4
BOG Heater 4A

MV40
PI Set 1000kPa(g)
MV23

PT

SAMSUNG
CG924
4

CG709
CG705 No.2 BOG Compressor LS
MV37
PT FCV20
CG918 TCV2 4A PT
PCV5C
CG931

PCV50
CS901

MV74

PCV55

HV02
H LS CV01 TE HV10 55
22A
TE TE Nitrogen Buffer MV36
11 PT PT 22B MV06 PCV1
2nd 3B 3A FI
11D

MV05 MV03

FCV10
MV09 PCV15 CV14 MV11 MV22
PDCV11B

HV02
PSV3 PCV5B MV18 1st
FI PCV11A CN903
Set 1000kPa(g) 11A MV16 PCV54 MV10

TCV21
MV25
LS TE
21 LS

TW TE MV03 MV02
TE MV39 HV01 LS
23 4

MV40
PSV3C PSV3B 11

QGTC
Set 1000kPa(g) No.1 BOG Compressor LS
PSV2C PSV2B FCV20 TE PT HV25 MV10
HV30A

HV30B

CG711

32C 32C
PT PT
PSV2A PT CV01 TE HV10 32B 32A
PSV5

MV05 MV03
PT 2 22A FCV10
5B Set 1000kPa(g) L.O. LS
TE

TCV21

FCV10
PT 22B FT

MV38

MV38
PT 1st PT
5A 2nd 3B 3A 4
TE MV27 HV32 PCV11MV68
FI L.C.
4 PT
FCV3 HCV2A MV35 PCV2A MV36 11D 1
LT LT L.O. LS
MV61
MV13 MV12

HV26B

HV26B
5B 5A

MV25

MV26

MV26
MV38

MV09

MV11

MV28
TE PDCV11B
MV28 HV41

PSV42
5

MV62
SCV2 SCV1
Flash Drum FI
MV13

11A PCV11A CN902 LS

MV47 PCV2B
PT
3
HV42
TE

MV01

MV66

MV09
11
EXP 3rd 2nd 1st
CV48 MV34 LCV5B MV16 CV15 No.2 MV17 MV08 MV06
TE PSV3A
LNG Transfer Compander
3 Set 1000kPa(g)
Pumps TE TE
BOG Desuperheater

HCV3 MV77
4A 4B
MV40 MV48 Gas
AI
TE
2A
4 Analyser PT MV04
No.1 3AA
AYL
Panel
TE TW 4 PT
2B 5 3AB PSV3 LS
MV01 CV14 MV02 PSV2
HCV2B
MV39
MV41

HV25 MV10

MV07A
PSV5A

LT Key MV02 TE PT
3 32C 32C
PT PT
MV37

LNG Liquid 32B 32A PCV11MV68

MV03
CV07 TE TE LNG Vapour

TCV34
L.O. LS
FCV10
LCV3 CV44 21 34 MV61
Nitrogen
MV27 HV32 L.C.
Waste Gas

MV05A
BOG
Condenser TE LS
2 MV13 MV12 SCV1
SCV2
TE MV28 HV41

PDCV23
Gas

PSV42
MV62
3D Current
Combustion CG930 PT
3B TE LS
Unit Exchanger 1 TE
CN914 CN913 11
TE HV42 EXP 3rd 2nd 1st

MV66

MV09
3A

CN912 CN911
Cargo Compressor Room Electric Motor Room Compander
From
Gas Main
LNG Return To LNG 9 11 12
Tanks Return From From
Vapour Main Vapour Main

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 11 of 38

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 4.7h Nitrogen Boost Compressors and Dryers FI105

Cooling Water
Inlet/Outlet HV123 HV124 HV126
DPI PI PI
101 114
NV112 NV122 124 HV
UV 125
5.5 bar 3 bar 34 bar 80°C P
101
PI PSH PI PSL PI PSH TSH
101 101 102 101 103 102 101 HV HV
110 112 HV RO RO HV
Nitrogen 121 101 102
122
Compressors HV HV114 HV
PSV HV HV PSV HV HV NV111 NV121 HV
113 118 DPI
101 103 105 102 109 119 120 001
HV
RF101A 111 Nitrogen Filters
HV HV CO101A HV Nitrogen HV002
102 104 108 FI102 FI103 FI104 PSV R110 R120 PSV
111 Dryers 121
S LSL
101
HV101 PCV101 HV FY101 NV101

SAMSUNG
106 FI101 RF102 HV HV
HV HV HV 001 003
115 116 117 P P
HV107
UV112 UV122
RF101B FY FY
S S
CO101B 102 103
P P

NV UV111 UV121
102

QGTC
FI205

DPI HV223 HV224 HV226

201
PI PI
5.5 bar 3 bar 34 bar 80°C 214
NV212 NV222 224 HV
PI PSH PI PSL PI PSH TSH UV 225
HV HV P
201 201 202 201 203 202 201 201
210 212 MI MT
Nitrogen 001 001
Compressors HV214 HV RO RO HV
HV HV 221 201 202
222 TI
PSV HV HV PSV HV 213 218 001
201 203 205 202 209 NV211 NV221
HV HV HV
RF201A 211 Nitrogen Filters 219 220
HV HV CO201A HV Nitrogen
202 204 208 FI202 FI203 FI204
Delivery
PSV Nitrogen PSV
S LSL R210 Dryers R220
201
211 221
HV201 PCV201 HV FY201 NV201
206 FI201 RF202
HV HV HV Key
HV207 215 216 217
P P Nitrogen
RF201B FY FY
S S
CO201B 202 203 UV212 UV222 Cooling Water

NV P P Electrical signal
202
UV211 UV221
Drain

Nitrogen Nitrogen
Feeding Vent

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 12 of 38

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 4.7i Boil-Off Gas Compressor PDI PDAL PALL PI PAL TAH TAL TI TAH TAL TI PALL PAL PI TI TAL PALL PAL PI
Anti-Surge Anti-Surge
11A 11A T 11B 11A 11A 9F 9F 9F 9E 9E 9E 8B T 8A 8A 8 8 8C T 8D 8D XIC A/S C1 XIC A/S C2
T H L
Valve 2 Valve 3
TAH Stage 1 HIC Stage 2 HIC
1111B
E PDALL PDIT PDIT PALL TAHH TAHH TAHH TAHH PALL PI PI 8 PALL PI PI T > 2 T > 2
11B 11B 11A
N2 11B 9A 9A 9B 9B 8B 8B 8A 8C 8C 8D SV XY SV XY
L H
2
LO 10 S 2 20 S 3
Nitrogen F-11B
PDALL PI PIT PIT T T
11B 11C 11B 11A ZYH ZYH
Seal Gas TE TE TE TE PIT PI PIT TE PIT PIT 10 20
9A 9F 9B 9E 8B 8B 8A 8 8C 8D
PDCV ZI ZI
11B 10 20
Key FI F PCV PI
1110 1120
11D 11A 11A 11A IA IA
FCV ZT FCV ZT
FI
Air 11A
2 10
FO
10 20
FO
20
1101 VI VI
PCV
Nitrogen 11B
PI
11B
VM 9B 9B

Lubricating Oil PCV PI DCV D TAH TI TAHH PDAH PDI PDIT

3B 3B 3B 5 10A 10A 10B T 7 7 7
DY
Steam 3B
H L
Lubricating Oil/ TAHH
ZIL ZI ZT ZI
LNG Vapour 3B 3B 10B
3B 3B PCV TI
8 7

SAMSUNG
Fresh Water ZSL Insulating
3B Box VT
Electrical Signal ABS Gearbox 9B
PI PIT VE T T T T T
2A 2A 9B Oil Filter
Instrumentation H
TAHH TI TAH TI TAHH TAHH TI TAH TAHH TI TAH TI TAHH
14G 14G 14A 14A 14B 14D 14C 14C 14F 14E 14E 14H 14H
PDI PDIT
2B 2B L

TE TE TE TE TE TE TE TE TE TE PDI
Cargo Control 11.MV.42 14G 14A 14B 14D 14C 14F 14E 14H 10A 10B 7A
Room ABS Compressor
PI PIT
0003-1 No.2
2B F
2B 7
H
PDI PDIT Bulkhead Seal
Local Instrument 2A 2A L Electric Motor

QGTC
M

XY XIC Load Sharing 2 112A 112A

4 1 Controller FW FW
Local Panel OC
Instrument PI
ABS
FG 8
PIT
1A 1A 8B Oil Collector
H Fresh Water
Local Panel PDI PDIT
L
FG Main Lubricating Cooling System
1B 1B
Instrument 8A Oil Pump TCV
6
11.MV.41 Sett:800kPa(g) LO V6-A
ABS
0003-1 Compressor
T Trip Circuit PAL PI PIT No.1 Oil Cooler LO V6-F
1B 1B 1B
H
PSV PSV LO V6-B
6A 6B
PDI PDIT
1A 1A L
To Main VE VE VE LO V6-C 2

Motor < 9C 9D 9A Auxiliary 111A

L2.M.01 CURRENT
II I IC XY ZI ZIL ZSL VT VT VT Filling Lubricating FW
3A 9C 9D 9A V5 Line Fresh Water
1 1 1 3A 3A
Insulating M Oil Pump Cooling System
6 111B
ZT ZI Box FW
3A 3A
MCC
Main MAIN
2
PCV PI F
Motor
INCREASE DECREASE
FLOW FLOW
MOTOR Signal 3A 3A LSL 5C MCC Auxiliary Lubricating Oil Pump
START
READY 10.XY.2 113 DY 5
1A 3A
HS HS XI 0002-2 TSH LG Lubricating
156A 156B 157B Instrument Air PCV PI
5 5
Oil Tank
DCV
3C 3C 3A TSL TI FLASH
5 5A EMS T EMS LIGHT

HS HS HS XS
TCV
F F T 15 15A 15 150
Main Motor Control Logic 5 Auxiliary Lubricating Oil Pump Control Logic
5A 5B

2
Steam
XA HSL HSL HSL HS XI XI XI XI XI System Compressor Control Logic HSL HSL XI XI XA XI
155 152C 152A 152 154 154D 154B 153C 153A 158B 6A 6B 6C 6E 6B 6F
COMMON START START STOP LAMP RUNNING RUNNING READY READY MAIN START STOP AUX LUBE AUX LUBE AUX LUBE AUX LUBE
ALARM FULL HALF TEST FULL HALF TO START TO START MOTOR OIL PUMP OIL PUMP OIL PUMP OIL PUMP
SPEED SPEED SPEED SPEED FULL HALF TROUBLE
LAL TAH TAL ST CD VAHH VAHH VI VAH VI VI VI VAH VAHH VAHH VI VI HS HS HS HS XA XA RUNNING READY TO MOTOR MOTOR
SPEED SPEED
5 5 5 FC21 FC22 9C T 9C 9C 9C 9C 9D 9D 9D T 9D 9D 9A 9A 151 151 153 155 16 16
START TROUBLE START
READY
HS HS HS XI XI XI XI XI HS HS XI XI XI
LOCAL/ LOCAL/ RESET FLASH EMS AND EXTERNAL
152C 152A 152 154C 154A 153C 153A 158A EXTERNAL SHUTDOWN
REMOTE REMOTE LIGHT SHUTDOWN 6A 6B 6D 6E 6A
ACKNOWLEDGE

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 13 of 38

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 Bu Samra Cargo Operating Manual
3rd stage compressor is then cooled by the after-cooler 21.E.03 • The gas flowing from the after-cooler is monitored by pressure Compander Operational Interlocks
before it is discharged to the counter current heat exchanger (20. transmitter PT32C and a high pressure alarm will initiate if the
E.01). pressure increases to 5,250kPa(g). The pressure transmitter is Note: During the operation of the reliquefaction plant, only ONE compander
located downstream of the orifice. can be operated at a time, and interlocks are in place to prevent the second
Compander Seal Gas and Lubricating Oil Systems • The flow of gas passes through an orifice where a flow compander from being operated while the duty compander is running.
transmitter (FT32) continually monitors the flow.
The compander dry gas seals enable a seal to be maintained between the
The following table indicates the valves that MUST be in the following
compressor shaft penetrating the pressurised nitrogen process loop and the • The gas flowing from the after-cooler is monitored by a
operating conditions. This enables the No.1 compander to operate with the
atmospheric gearbox casing. The dry gas seal is of the mechanical type. temperature transmitter TI32C and a temperature alarm will be
No.2 compander stopped and isolated. Failure of any of the signals to the
initiated if the temperature increases to 50°C. The temperature
valves orientation will cause a compander trip:
Pressure in the chamber between the dry gas seals and the gearbox casing is transmitter is located upstream of the orifice.
monitored by two pressure transmitters. In the event of dry gas seal leakage
• The gas flow is further monitored by a pressure transmitter Position Description Valve
the pressure in the chamber will increase sufficiently to initiate an alarm, any
PT32A and a high/high pressure alarm will be initiated if the
further increase will cause a trip. The two seal gas systems installed on the Open Isolating valve from No.1 compander 3rd stage HV32
pressure increases to 5,500kPa(g). The pressure transmitter is
compander unit are as follows: after-cooler to the counter current heat exchanger
located downstream of the orifice.

SAMSUNG
• Air Seal Gas Module - The dry gas seals located on the Open Discharge isolating valve from No.1 compander HV42
gearbox side are protected from LO contamination by the flow expander
Counter Current Heat Exchanger to the 1st Stage Compressor Open Isolating valve from the counter current heat HV41
of instrument air. The air seal gas module is composed of an
inlet filter and a pressure control valve which controls the air The refrigerant gas flows through the nitrogen counter current heat exchanger exchanger to No.1 compander expander inlet
pressure. This pressure is regulated at 0.2 bar above the gearbox to the suction side of the expander, on exiting the expander the gas continues Open Isolating valve for refrigeration inlet line to No.1 HV25
LO tank pressure. to flow to the BOG condenser. The gas flowing through the condenser takes BOG compressor 1st to 2nd stage inter-cooler
its latent heat of evaporation from the nitrogen refrigerant ‘interface’ flowing Closed Isolating valve from No.2 compander 3rd stage HV32
• Nitrogen Seal Gas Module - Located on the gearwheel side,
through the condenser. The nitrogen then continues to flow to the desuperheater after-cooler to the counter current heat exchanger
the dry gas seals are protected from particles present in the

QGTC
with branch lines to the BOG compressor inter-coolers before entering the (2nd
process loop with nitrogen gas. For the expander, nitrogen seal Closed Discharge isolating valve from No.2 compander HV42
pass) interface pass of the nitrogen counter current heat exchanger.
gas will prevent cold creep to the dry gas seal. The nitrogen seal expander
gas module is composed of two solenoid valves to the selected Closed Isolating valve from the counter current heat HV41
nitrogen source. During standby the nitrogen is supplied by a Note: The nitrogen counter current heat exchanger is fitted with a bypass
exchanger to No.2 compander expander inlet
pressurised tank. line and temperature control valve TCV34. The temperature control valve
responds and is adjusted accordingly to a signal from the temperature sensor Closed Isolating valve for refrigeration inlet line to No.2 HV25
TE34 located on the outlet of the BOG condenser, and temperature controller BOG compressor 1st to 2nd stage inter-cooler
The compander also has a LO system which is designed to lubricate the gearbox
bearings, gear teeth and the electric motor bearings. The system includes an TIC34 located on the BOG condenser inlet. The bypass valve (TCV34) is
used to control the nitrogen loop temperature in IDLE mode and cooldown Note: If the 2nd compander is to be used, the manual isolating valves
electric and mechanically-driven pump, oil cooler, heater and double filter. Seal
operation of the condenser and counter current exchanger during start-up. between the two machines have to be opened/closed to release the interlocks
gas supply provides a slight over-pressure in the LO reservoir, so preventing
that will allow the 2nd compander to start. The switchover must be carried
moisture from entering the reservoir.
On exiting the counter current heat exchanger the temperature of the nitrogen out when the companders are stopped.
Cooling of the lubricating oil is carried out by a fresh water heat exchanger is monitored from any deviation from the set point value. Any deviation will
initiate a low temperature alarm (TAL4A set at -25°C) with a further fall
with an automatic LO temperature control valve to prevent over-cooling. A Nitrogen System Load Control Description
changeover filter maintains maximum cleanliness of the oil. Monitoring of the activating a low/low temperature alarm and trip value (TALL4B set at -29°C).
oil system is carried out by the following: The nitrogen system comprises the following:
The warmed-up refrigerant completes the closed loop by re-entering the 1st
• Oil tank level gauge and a low level switch stage compressor section of the compander. • Nitrogen buffer tank (20.V.02)
• Lubricating oil tank temperature • Nitrogen drum (20.V.01)
• Pressure tank indicator • Nitrogen seal gas buffer tank (20.V.03)

The nitrogen counter current heat exchanger is used to maximise the • Two nitrogen compressors (20.K.01A/B) and associated nitrogen
thermodynamic efficiency, along with the heat transfer capacity and performance dryers
of the nitrogen refrigeration systems. Prior to entering the nitrogen counter As the load varies during the normal operation of the BOG system, the nitrogen
current heat exchanger the gas is monitored by the following: refrigerant system is controlled by the circulating mass (load). The nitrogen

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 14 of 38

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual

Illustration 4.7j Nitrogen Compander T T T T T T T T Anti-Surge Valve Compander A/S Valve Stage 1 A/S Valve Stage 2
PDI PDAH FAL FI VAHH VAH YAHH VAH TAH TAHH TAH TAHH Nitrogen Vent TAHH TAH TAHH TAH VAH YAHH VAH VAHH
XIC SV SV SV
11 11 11 11 9A 9A 9B 9B 9A 9B 9C 9D 9F 9E 9H 9G 9E 9E 9F 9F AS C1 10 1 2
1
VI VI TI TI D TI TI VI VI T S T S T S
VT 9A VT 9B 9A 9C 5 9E 9G 9E VT 9F VT XIC
PDI PDIT FIT AS C2 2
11 11 11 9A 9B 9E 9F XY SUIC SUIC
FO VE VE TE TE TE TE KE TE TE TE TE VE VE XIC 10 1 2
11A 9A 9B 9A 9B 9C 9D 9-1 9F 9E 9H 9G 9E 9F AS C3 2110 2121 2122
3
1A ZT 1A ZT 1A
1 2
A XIC
10 FCV SCV SCV
FO 10 FO 1 FO 2
+ - + - + - FO ZYH ZI ZT ZYH ZI ZYH ZI
11B 10 10 10 1 1 2 2

PI
11 B PDALL PI PT PT PI
PDCV
11A TE
+
T
12 11 11 12 12 A E F B SY
XV AC 1
11 FO
11A PDIT
FC 11C
1
-
Nitrogen C H
MV2
T T T
XV F FE F FDCV
11B FO
1 1
G TAHH TI TAH TAHH TI TAH TAHH TI TAH
FC 11 11 11D 14B 14A 14A 14D 14C 14C 14F 14E 14E

Nitrogen PDAL PDI Compressor Compressor

D F C1 C2
1 1
Seal Gas
E TE TE TE TE TE TE

SAMSUNG
14B 14A 14D 14C 14F 14E
+ 211
1A PDYH
PDIT MV1 10
1B
To 21.M.01 - PDYL
EMS PT PT PT PT PT PT 10
Cryostar T PDALL 3A
1A 1B 2B 3A
2A 22 21 PDAL
1B 10
MS
15 T PAH PI PAHH PAHH PI PAH PI PI PDI
(VFD) 1A 1A 1B 2B 2A 2A 22 21 10
MCC Main Motor AA T T
Electric Motor
and CCS 21.M.01 PT PIT
PT
6A 3A
8

Heater AB PI PI
PALL PI PAL
Control Logic 42 41
6A 8 8
Remote

QGTC
HS XA T
T
152C 158A PT PT
Start D H G C To and From
Drive Cryostar 42 41
Local HSL AA Fresh Water EH
152C Common Trip MS
Maintenance Gear Box
15
MCC and CSS
XI MV3
Remote HS
TE TE
154C 14G 14H
Stop 152 Main Motor Oil
Drive
HSL Controller Logic Running
T PDI
7A Filter
F
7
PDI
7B
Local Compander TAHH TYH
152 AB Expander Compressor
Maintenance 16 15
XI
Control Logic C3 TAHH TAH TAHH TAH
External XI 157B
TYL 14G 14G 14H 14H
15
Ready to 158 T T
Drive Start TE TI TE
Start
Ready 16 15 15
MV4 XA
Start-Up KAH KAHH HS HS XA 5A
Sequence T
HS
Remote
1 1 15A 151 16
Running TAL
Time-Out Start-Up External L/R EMS + Auxiliary 6B
Start TI
6A
ZI ZT PT PT PT PT PT PT XI 6B
Sequence Shutdown External 41 41
21.E.04 3A
4A 4B 3B 3A 32 31 5F Lubricating HSL Local TAH
Time-Out Shutdown Start Ready Oil 6A
Maintenance 6A
2141
Pv
1A DPY PAH PI PAHH PAHH PI PAH PI PI XI Pump TE TI
Drive Cell Normal Remote
Pre-Charge
XS XI XS XA SI II Current DPI DPIC DPY DPY 41 4A 4A 4B 3B 3A 3A 32 31 5E Control HS 6A 6A
17 159 10 158B Speed 1 1 41 41 41B 41B
Ready to Start 6B
Stop
Command DPCV
T T Logic
Local Nominal Drive 41 XI HSL
Remote Speed Common Local
5D 6A
Demand Alarm Maintenance PCV
TE TE VE VE
Running AB 6B
XI SIC IIC KE 9L 9K 9H 9G TCV
153A 1 1 HIC VE VE TE TE 9-2 6
VT VT
41 9D 9C 9I 9J
9H 9G
MCC Auxiliary
Compander Remote TAH VAH VAH
VT VT Lubricating Oil AA
Ready to Start Speed 9D 9C
9K 9H 9G
To and From
(Mechanical) Demand
VAH VAH TAH Pump and CSS
Start/Stop 9D 9C 9I T
TAHH TI VI YAHH
T
VI VAHH
T Fresh Water
SYH
9L 9K 9H 9H 9G 9G Cryostar
HS VAHH VI YAHH VI TI TAHH
1
5 9D 9D 9C 9C 9I 9J
AC ZIH I
T T T 5B PAH 21.E.06
Key T 5
TAH TAL TI TAHH ZSH PI PSV
Nitrogen Oil Heater AB 5 5 5 5A Set 5B 5 6A
49.9kPag Set 1000kPag
Control Logic TYL TYH
Lubricating Oil 5 5
PSV PIT 21.P.6A
TE TSHH 5 CV5A
5 5A
5B Fill MV6
Fresh Water F Main Oil Pump (Gear Driven) M
LSL LAL 5A
AA LG F 5A SA F
5 5C
Electrical Signal Lubricating 5B
21.M.6B
MCC and CSS Oil Tank TI CV5B
Oil Heater 5
21.E.05 MV5 Auxiliary Oil Pump

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 15 of 38

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 Bu Samra Cargo Operating Manual
pressure (or inventory) of the nitrogen within the refrigerant cooling loop is Description Pressure Value by a low and low/low pressure alarm, as well as a pressure differential low and
controlled to take into consideration the correct load of the compander, which low/low alarm.
Nitrogen seal gas buffer tank (20.V.03) low pressure 2,500kPa(g)
will correspond to the correct cooling capacity of the refrigeration system eg,
alarm (PAL-55)
the mass of nitrogen in the refrigerant loop will directly affect the pressure WARNING
within the loop. Nitrogen buffer tank (20.V.02) high pressure alarm 1,800kPa(g)
(PAH-4) Continuous condition monitoring of the compressor sealing areas MUST
be implemented.
The operation of changing the mass inventory comprises transferring the Nitrogen buffer tank (20.V.02) low pressure alarm (PAL- 300kPa(g)
nitrogen between the nitrogen drum 20.V.01 and the nitrogen in the loop. The 4)
movement of the nitrogen is carried out by using the pressure difference and/ The Nitrogen Compander
or the nitrogen booster compressors 20.K.01A/B.
Boil-Off Gas Reliquefaction Equipment Description The nitrogen compander is shown in illustration 4.7j and consists of two, three-
During a period when the load on the compander has to be decreased, the stage compressors, an expander, inter-stage inter-coolers and one after-cooler.
Boil-Off Gas Compressors
nitrogen can be removed from the refrigerant loop to the following nitrogen
tanks or vented to atmosphere: The two BOG compressors are two-stage centrifugal compressors with variable Each compander is fitted with two oil pumps, one main pump and the other
diffuser vanes (VDVs) on each stage for adjusting the load. The VDVs are an auxiliary electrically-driven pump. The electric LO pump ensures the
• The nitrogen drum (20.V.01) by opening the pressure control controlled by the output signal from the low load signal selector 11.XY.1A. In oil pressure is maintained at start-up, shutdown and during trip conditions,

SAMSUNG
valve PCV15. The pressure control valve is located on a high the case of the 2nd stage VDV the signal is corrected by load-sharing controller while the gear-driven oil pump maintains the pressure when the compressor
pressure branch line before the nitrogen counter current heat 11.XIC.1A. The load-sharing controller output operates between -100% and is running. During normal operation the lubricating oil is discharged from
exchanger discharge. +100% and ensures that the 2nd stage compressor is working at approximately the main lubricating oil pump and cooled by a fresh water heat exchanger,
• The nitrogen buffer tank (20.V.02) by opening the pressure the same power as the 1st stage. before flowing through a duplex filter where any particulates are removed.
control valve PCV25. The pressure control valve is located The fresh water cooling heat exchanger is fitted with a temperature control
on a high pressure branch line before the counter current heat The load-sharing controller adjusts the 2nd stage discharge nozzles by valve which will bypass the oil around the cooler as necessary, in line with the
exchanger discharge. positioning the compressor’s VDVs which modulate the gas flow rate from temperature setting of the thermostatic valve. From the filter the oil is directed
the 2nd stage compressor. The VDV is adjusted mechanically by a pneumatic under pressure to lubricate and cool each of the compander’s compressor drive
• If necessary the nitrogen can be vented to atmosphere by

QGTC
actuator using a signal from the load-sharing controller. During low load bearings before returning to the sump. A branch line enables the pressurised oil
opening the vent valve PCV1 located on the nitrogen return line
operations, the BOG flow from the 1st stage BOG compressor is monitored to lubricate and cool the main electric motor drive bearings. A steam heater has
to the 1st stage compressor on the compander.
and controlled automatically by the low load signal selector. This automatically been installed to keep the oil temperature within set limits.
During the operational periods when an increase in load is required, nitrogen adjusts the 1st stage discharge nozzles using the variable diffuser vanes which
is added to the system in the following way: modulates the gas flow rate from the 1st stage compressor. The compander requires nitrogen to be supplied as a seal gas to prevent the
leakage of high pressure nitrogen from the stage compressors between the
• Nitrogen is added from the nitrogen drum (20.V.01) by opening Each compressor is fitted with two oil pumps, one main pump and the other compressor volute space and the gearbox, as well as the gearbox and the
the pressure control valve PCV54 located on the discharge line an auxiliary lubricating oil pump (illustration 4.7i refers). The electric-driven electric drive motor. The nitrogen supplying the seals is fed from nitrogen
from the drum with the discharge directed to the LP side of auxiliary pump ensures the oil pressure is maintained at start-up, shutdown from the 3rd stage inter-cooler (21.E.03). The nitrogen is reduced by pressure
nitrogen counter current heat exchanger. During the charging and during trip conditions, while the gear-driven oil pump maintains the differential control valve PDCV11 before flowing through duplex filters to the
period the atmospheric discharge valve PCV1, inlet valve from pressure when the compressor is running. During normal running the oil is distribution manifold which supplies the individual compander compressor
the HP side PCV15 and the cross-connection valve PCV55 circulated and cooled by a fresh water heat exchanger before flowing through seal spaces. The flow of nitrogen to the distribution manifold is monitored
between the nitrogen seal tank and the nitrogen tank, will be a duplex filter where any particulates are removed. The fresh water cooling by a flow transmitter FIT11 which transmits a signal to flow alarm FAL11. A
closed. heat exchanger is fitted with a temperature control valve which will bypass the further alarm transmitter monitors the filter condition (PDAH11).
lubricating oil from the cooler as necessary, in line with the temperature setting
The contents of each of the nitrogen tanks are monitored and regulated by their
of the thermostatic valve. From the filter the oil is directed under pressure to Compander Differential Pressure/ Flow Control
respective pressure indication and transmitters. The set points for the nitrogen
lubricate and cool the compressor drive bearing before returning to the sump. A
tanks are as follows: Each compander is load controlled by a differential pressure/flow controller
steam heater has been installed to keep the oil temperature within set limits.
(DPIC41) which controls the 1st stage suction flow rate. The DPIC41 output is
Description Pressure Value sent to a split range controller which adjusts the position of the following:
The BOG compressors require nitrogen as seal gas so as to prevent the leakage
Nitrogen drum (20.V.01) high pressure alarm (PAH-5) 3,160kPa of process BOG between each compressor volute space and the gearbox, • The expander nozzles from between 5% and 100% open.
Nitrogen drum (20.V.01) high/high pressure alarm 2,000 kPa(g) as well as the gearbox and the 6,000kW electric drive motor. The nitrogen The minimum opening of 5% is mechanically maintained in
(PAHH-6) pressure supplying the seals is reduced using the pressure differential control position.
Nitrogen drum (20.V.01) low pressure alarm (PAL-5) 900kPa valves PDCV11B and PCV11A/B. During normal operations the seal gas is
supplied from the ship’s nitrogen system. The nitrogen pressure is monitored • The expander bypass valve (PDCV23). The bypass valve and
Nitrogen seal gas buffer tank (20.V.03) high pressure 3,350kPa(g) line is located between the nitrogen refrigeration inlet to the
alarm (PAH-55) counter current heat exchanger and the outlet from the BOG

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 16 of 38

Produced by: WMT Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 4.7k Cargo Machinery Fresh Water Cooling System

Key
No.2 HD
Compressor WF530F
Cooling Fresh Water
Lubricating Oil
Engine Room From Fresh Water Service Cooler N2 Booster Compressor
WF529F WF and Dryer Skid Domestic Fresh Water
WG535F
513F
Air
No.2 HD
WF522F
Compressor Electrical Signal
Central Fresh Motor
Water Expansion WF521F
Tank (2.0m3) No.2 N2 Compander Skid Unit
LAL No.1 HD
C8009 No.2 N2 No.2 N2 No.2 N2
Compressor WF528F No.2 N2 No.2 N2
WG Lubricating Oil Compander Lubricating Oil Compander Compander Compander
583F Cooler Motor Cooler 3rd Stage 2nd Stage 1st Stage
WF527F After-cooler Inter-cooler Inter-cooler
K L I J
No.1 HD

SAMSUNG
PS
WF520F
Compressor TI TI TI
Motor MV59 MV60
From IAS MV63 MV64 MV65
WF519F
MV03
No.2 BOG P
TOC TOC Compressor MV55 TW TW TW
MM289 MM270 E.P Lubricating Oil Locked MV21 MV20 MV19
Cooler O MV04
Reliquefaction Plant Open
TW
and Cargo
Control Machinery Central
Fresh Water Coolers No.2 BOG

QGTC
Air MV56 PT
(Each 100%) Compressor
PI PI Motor
PT TE
MV54 2B
WF537F

TI WF205F WF204F TI
No.1 BOG P
Compressor MV51 TW TE WF535F
WF003F
No.2 No.1 Lubricating Oil Electric Motor Room
TE
Cooler O
2A
PI PI TW

WF536F
No.1 BOG
TI WF207F WF206F TI MV53 WF534F
Compressor
Motor
Locked
MV52 MV02
Open
Auto XA
CH-VR MM291
Cargo TW TW MV21 MV20 MV19
Compressor
Drain Cooler for Room
PI PI Cargo Heater
MV01
WF WF MV57 MV58 TI TI TI
WF203F WF201F MC WF209F 532F 531F
PP045 No.2 MV63 MV64 MV65
Normally
Closed K L I J
MC No.1 N2 No.1 N2 No.1 N2 No.1 N2 No.1 N2
MM270 WF533F Compander Compander Compander
Compander Lubricating Oil
Motor Cooler 3rd Stage 2nd Stage 1st Stage
WF202F WF200F PI PI WF208F After-cooler Inter-cooler Inter-cooler
No.1
Reliquefaction Plant and Cargo Machinery Central Fresh Water Pumps No.1 N2 Compander Skid Unit
(1,540m3/h x 4.2kg/cm2)

Issue: 1 - December 2009 IMO No: 9388833 Section 4.7 - Page 17 of 38

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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual
condenser. The valve is opened when the expander nozzles are intermittently from the 2m3 nitrogen buffer tank (20.V.02) to the 2m3 nitrogen 4) After the compander start-up procedure the loading is assumed
fully open to ensure energy wasting is minimised. The valve is gas buffer tank (20.V.03) and the 35m3 nitrogen drum (20.V.01). to have been completed and the BOG compressor start-up is
used during low loads and during the cooldown period. shown.
During normal operations the nitrogen for the BOG compressor seal gas
assembly is supplied from the ship’s nitrogen generator as detailed in Section Note: The system should not be operated until all of the auxiliary systems
Compander Anti-Surge Control
4.8 of this manual, ensuring that there is a continuous supply of nitrogen at have been started and lined-up correctly.
Each compander stage compressor is protected from surging by an anti-surge all times. The ship’s nitrogen generating system can also supply the nitrogen
controller which enables the gas to be recycled at a predetermined low flow buffer tank (20.V.02) via pressure control valve PCV4 to ensure any losses
rate. or system filling is maintained. To control the inventory regulation of the HP Start-Up of the Cooling Water and the Nitrogen Systems
refrigeration loop the inventory (mass) of nitrogen from the refrigeration loop Reliquefaction Cooling Water System (Illustration 4.7k Refers)
BOG Condenser is transferred via pressure control valve PCV25 to the nitrogen buffer tank (20.
V.02). The fresh water cooling system for the reliquefaction plant and cargo machinery
The compressed boil-off gas transferred from the BOG compressor is cooled cooling consists of two centrifugal pumps which draw water through two
and condensed in a large multi-pass plate-fin heat exchanger (BOG condenser). 100% duty plate coolers and circulate it around the reliquefaction plant and
The low pressure nitrogen flows through from the bottom of the cryogenic heat The Nitrogen Dryer cargo machinery cooling water systems. The cooling water returns to the plate

SAMSUNG
exchanger to the top before it is returned to the suction side of the first stage Each compressor system is provided with an absorption type dryer with coolers, which are cooled with sea water supplied by two dedicated centrifugal
compressor on the nitrogen compander. alternating absorption and regeneration phases. The nitrogen will be alternately pumps, as detailed in Section 2.4.1 of the Machinery Operating Manual.
dried in one of the absorption towers while the other is being regenerated;
this procedure ensures a continuous uninterrupted supply and operation. One cooling fresh water pump is normally in service, with the standby pump
Nitrogen Compressor and Dryer (Illustration 4.7h Refers)
Condensate, oil particles and dirt are removed in the pre-filter before it goes switched for automatic starting. A pressure switch located on the discharge
The compressor unit assemblies comprise the following primary components: into the dryer, where the nitrogen flows from the bottom of the chamber to the manifold provides the start signal for the standby pump should the operational
• Nitrogen dryers top through the lower shuttle valve and then to one of the absorbers. The dried pump fail to maintain the pressure for any reason. The temperature of the
nitrogen then passes through an upper shuttle valve to the after-filter before cooling water entering the reliquefaction plant and cargo machinery cooling
• Reciprocating compressors water system is controlled by a three-way valve which regulates the flow of
going to the nitrogen booster compressor suction.

QGTC
• Fresh water coolers water to the coolers. The temperature of the cooling water at the system inlet
is maintained at a temperature of 36°C.
• Nitrogen compressors Preparation for the Operation of the Reliquefaction Plant
• Series of in-line filters It has been assumed that the fresh water cooling system is in operation during
This procedure assumes that the LNG cargo is initially being loaded and the loading period, however, check and confirm that the ship’s reliquefaction
The purpose of the two nitrogen compressors is to replenish any losses that the companders are to be started in the IDLE mode. This corresponds with fresh water cooling system is in operation and that the cooling water valves are
may occur in the closed loop reliquefaction system. the status of the BOG compressor being stopped and the refrigeration loop lined-up in accordance with the following. This description assumes that the
requiring to be maintained in the cold condition. The refrigeration loop No.1 reliquefaction plant fresh water cooler will be in service.
pressure is at minimum (with minimum flow rate).
Note: During normal operations the nitrogen to the BOG compressor sealing
arrangement is supplied from the ship’s nitrogen generating system, with the a) Ensure that the cooling fresh water system is fully charged with
This procedure indicates four procedures: treated water and that all air is vented from the system. Ensure
nitrogen supplied to the compander gas seals coming from the nitrogen gas
seal buffer tank (20.V.03). that the expansion tank drain valve is closed and the expansion
1) The initial pre-start check outlines the requirements to ensure tank is at the correct level. Top-up the tank if required from the
the correct amount of nitrogen is available to the compander fresh water service system.
Each compressor comprises two oil lubricated, water and air-cooled single-
reliquefaction system and that seal gas is available. Ensure the
stage, reciprocating compressors that are designed to operate during the
compander auxiliary lubricating oil pump is operational and b) Ensure all pressure gauge and instrumentation valves are open.
loading and unloading of the refrigeration system. The 13kW compressors are
the sump LO heater is operational with a sump temperature of
capable of supplying nitrogen at 50Nm³/h at a pressure of 900kPa(g) with a dew
between 15°C and 35°C. c) Assuming the No.1 cooler is to be in use, set up the fresh water
point of -70°C. Each compressor is protected from operating with excessive
temperature with an alarm set point of 80°C. The compressor is also equipped cooling valves as per the following table:
2) Checks and confirmation of auxiliary systems are available, eg,
with high and low pressure alarms set at a value of 1000kPa and 400kPa.
power systems and cooling water.
Position Description Valve
The nitrogen booster compressors are provided with remote automatic start/ Open Reliquefaction plant fresh water cooling system WG583F
3) The nitrogen compander procedure includes pre-start checks
stop functions and are designed to maintain a pressure in the nitrogen tanks expansion tank outlet valve
and the start-up procedure.
based on preset values. This is done by starting/loading one compressor when Closed Reliquefaction plant fresh water cooling system
the lower limit has been reached and switching it off/unloading again when the expansion tank drain valve
upper limit has been reached. The compressors are used to transfer nitrogen

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Position Description Valve Position Description Valve g) With all of the machinery systems operating, check that
the correct temperatures and pressures are being maintained
Closed Reliquefaction plant fresh water cooling system WG535F Open No.1 nitrogen compander motor outlet valve MV57
throughout the systems. Check also for system leaks when at the
expansion tank filling valve Open No.1 nitrogen compander LO cooler outlet valve MV58 correct operating temperature.
Open No.1 reliquefaction plant fresh water cooling WF208F Open No.1 nitrogen compander 3rd stage after-cooler MV21
pump suction valve outlet valve CAUTION
Open No.1 reliquefaction plant fresh water cooling WF202F Closed No.1 nitrogen compander 3rd stage after-cooler MV63 In the initial start-up procedure the compander fresh water cooling
pump discharge valve drain valve valves to the inter-stage and after-stage coolers remain in the CLOSED
Open No.2 reliquefaction plant fresh water cooling WF209F Open No.1 nitrogen compander 2nd stage inter-cooler MV20 position until the start-up IDLE mode has been established, so as to
pump suction valve outlet valve avoid the possibility of a potential leak of fresh water or BOG ingress
Open No.2 reliquefaction plant fresh water cooling WF203F Closed No.1 nitrogen compander 2nd stage inter-cooler MV64 into the nitrogen refrigeration loop.
pump discharge valve drain valve
Open No.1 reliquefaction plant fresh water cooler inlet WF204F Open No.1 nitrogen compander 1st stage inter-cooler MV19 Fresh Water Cooling Set Point Values
valve outlet valve
The following data outlines the fresh water cooling set points available:

SAMSUNG
Open No.1 reliquefaction plant fresh water cooler outlet WF206F Closed No.1 nitrogen compander 1st stage inter-cooler MV65
valve drain valve
Description Pressure Value
Closed No.1 reliquefaction plant fresh water cooler vent/ Open No.2 nitrogen compander skid inlet valve MV04
drain valves Cooling fresh water supply high pressure alarm (PAH1) 300kPa(g)
Closed No.2 nitrogen compander skid low point drain MV03
Closed No.2 reliquefaction plant fresh water cooler inlet WF205F Cooling fresh water supply low pressure alarm (PAL1) 100kPa(g)
valve
valve Cooling fresh water return high temperature alarm (TAH2A 50°C
Open No.2 nitrogen compander motor outlet valve MV59
Closed No.2 reliquefaction plant fresh water cooler outlet WF206F and TAH2B)
Open No.2 nitrogen compander LO cooler outlet valve MV60
valve
Open No.2 nitrogen compander 3rd stage after-cooler MV21

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Operational Reliquefaction plant fresh water cooler three-way WF003F outlet valve Nitrogen Gas System
control valve
Closed No.2 nitrogen compander 3rd stage after-cooler MV63 Compressor Seal Gas System
Open System air release line valve WF513F drain valve Confirm that the supply gas quality and quantity is within specification and
Open No.1 BOG compressor inlet valve MV52 Open No.2 nitrogen compander 2nd stage inter-cooler MV20 that the system is in operation. For guidance refer to Section 4.8, Nitrogen
Open No.1 BOG compressor LO cooler outlet valve MV51 outlet valve Generator, of this manual. The nitrogen supply to the gas seals is maintained
Open No.1 BOG compressor motor outlet valve MV53 Closed No.2 nitrogen compander 2nd stage inter-cooler MV64 at 5 bar(g).
Open No.2 BOG compressor inlet valve MV54 drain valve
Open No.2 BOG compressor LO cooler outlet valve MV55 Open No.2 nitrogen compander 1st stage inter-cooler MV19 Note: The nitrogen seal gas has to be started as soon as the process loop is
Open No.2 BOG compressor motor outlet valve MV56 outlet valve under pressure.
Open No.1 HD compressor motor inlet valve WF519F Closed No.2 nitrogen compander 1st stage inter-cooler MV65
Open No.1 HD compressor motor outlet valve WF520F drain valve Nitrogen Booster Compressor Skid
Open No.1 HD compressor LO cooler inlet valve WF527F The system should not be operated until the auxiliary systems have been started
d) Set the No.1 pump selector switch to RUN through the IAS.
Open No.1 HD compressor LO cooler outlet valve WF528F and lined-up correctly in accordance with the following:
Check the system for leaks. When the system pressure has
Open No.2 HD compressor motor inlet valve WF521F become stable, switch the No.2 pump to STANDBY. a) Check the oil level in the compressor sump and replenish with
Open No.2 HD compressor motor outlet valve WF522F the correct grade of oil as necessary.
Open No.2 HD compressor LO cooler inlet valve WF529F e) Confirm that sea water cooling is being supplied to the
Open No.2 HD compressor LO cooler outlet valve WF530F fresh water coolers and that the fresh water cooler three-way b) Confirm the cooling water system is lined-up in accordance
temperature control valve is set at 36°C. with the procedure already detailed for the reliquefaction plant.
Open Cargo heater drain cooler inlet valve WF531F
Open Cargo heater drain cooler outlet valve WF532F f) Circulate the reliquefaction plant and cargo machinery cooling c) Ensure all instrumentation isolating valves associated with the
Closed Cargo heater drain cooler bypass valve WF533F water system and check all users are being supplied with cooling nitrogen compressor system are OPEN.
Open No.1 nitrogen compander skid inlet valve MV02 water at the required temperature and pressure.
Closed No.1 nitrogen compander skid low point drain MV01 d) Ensure power is available to the nitrogen compressors and dryer
valve control logic.

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e) Ensure the ventilation system to the nitrogen compressor skid is Position Description Valve Position Description Valve
fully operational.
Closed Outlet drain valve from outlet filter for nitrogen HV207 Closed Outlet drain valve from the nitrogen gas seal MV36
compressor (CO201A/B) - Prior to closing ensure buffer tank (20.V.03) - Prior to closing ensure all
f) Ensure all of the nitrogen compressor valves for CO101A/B
all moisture has been cleared moisture has been cleared
are in the positions as per the following table (illustration 4.7h
refers): Open Screw-down non-return drain valve from outlet NV202 Closed Outlet drain valve from the nitrogen buffer tank MV20
filter for nitrogen compressor (CO201A/B) (20.V.02) - Prior to closing ensure all moisture
Open Screw-down non-return nitrogen inlet valve to NV201 has been cleared
Position Description Valve
fresh water cooler from the nitrogen compressor Closed Bypass valve for (FC) pressure control valve MV22
Closed Inlet drain valve to nitrogen compressor HV106
(CO201A/B) PCV54
(CO101A/B) - Prior to closing ensure all
moisture has been cleared Open Outlet drain valve from outlet filter (FI202) to the HV215 Open Outlet valve from the nitrogen drum (20.V.01) MV10
nitrogen dryers to compander LP section (located before (FC)
Closed Outlet drain valve from outlet filter for nitrogen HV107
Closed Outlet drain valve from outlet filter (FI203) to HV216 pressure control PCV54)
compressor (CO101A/B) - Prior to closing ensure
all moisture has been cleared the nitrogen dryers - Prior to closing ensure all Open Outlet valve from the nitrogen drum (20.V.01) MV16
moisture has been cleared to compander LP section (located after (FC)

SAMSUNG
Open Screw-down non-return drain valve from outlet NV102
Closed Outlet drain valve from outlet filter (FI204) to HV217 pressure control PCV54)
filter for nitrogen compressor (CO101A/B)
the nitrogen dryers - Prior to closing ensure all Open Outlet valve from the nitrogen drum (20.V.01) to MV06
Open Screw-down non-return nitrogen inlet valve to NV101
moisture has been cleared atmosphere (located before (FC) pressure control
fresh water cooler from the nitrogen compressor
Open Outlet valve from the nitrogen dryers (R210 and HV223 PCV1)
(CO101A/B)
R220) Open Isolating valve from the compander HP section to MV09
Open Outlet drain valve from outlet filter (FI102) to the HV115
Open Inlet to filter (FI205) from the outlet from the HV224 the nitrogen drum (20.V.01) (located before (FC)
nitrogen dryers
nitrogen dryers (R210 and R220) pressure control PCV15)
Closed Outlet drain valve from outlet filter (FI103) to HV116
Open Outlet from filter (FI205) from the outlet from HV226 Open Isolating valve from the compander HP section to MV11

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the nitrogen dryers - Prior to closing ensure all
the nitrogen dryers (R210 and R220) the nitrogen drum (20.V.01) (located after (FC)
moisture has been cleared
Closed Outlet drain valve from outlet filter (FI205) to HV225 pressure control PCV15)
Closed Outlet drain valve from outlet filter (FI104) to HV117
the nitrogen dryers - Prior to closing ensure all Open Outlet valve from the nitrogen compressors to the MV35
the nitrogen dryers - Prior to closing ensure all
moisture has been cleared nitrogen gas seal buffer tank (20.V.03)
moisture has been cleared
Open Isolating valve from the compander HP section to MV05
Open Outlet valve from the nitrogen dryers (R110 and HV123
the nitrogen buffer tank (20.V.02) (located before
R120) Supply to the Nitrogen Drum (20.V.01), Nitrogen Buffer Tank (20.V.02)
(FC) pressure control PCV25)
Open Inlet to filter (FI105) from the outlet from the HV124 and Nitrogen Seal Buffer Tank (20.V.03)
Open Isolating valve from the compander HP section to MV03
nitrogen dryers (R110 and R120) a) Confirm instrument air is available and fully operational. the nitrogen buffer tank (20.V.02) (located after
Open Outlet from filter (FI105) from the outlet from HV126 (FC) pressure control PCV25)
the nitrogen dryers (R110 and R120) b) Confirm that all isolating valves associated with the nitrogen
Closed Bypass valve for (FC) pressure control valve MV32
Closed Outlet drain valve from outlet filter (FI105) to HV125 charging system are OPEN.
PCV4 (crossover valve to ship’s nitrogen system
the nitrogen dryers - Prior to closing ensure all and nitrogen buffer tank (20.V.02))
moisture has been cleared c) Confirm all nitrogen tanks are secure and no permits to work are
outstanding. Open Isolating valve for (FC) pressure control valve MV02
Open Inlet feed valve to the compressors (CO101A/B) HV101 PCV4 located before PCV4 (crossover valve to
d) Ensure all nitrogen valves associated with the nitrogen tanks are ship’s nitrogen system and nitrogen buffer tank
g) Ensure all of the nitrogen compressor valves for CO201A/B (20.V.02))
are in the positions as per the following table (illustration 4.7h in accordance with the following table:
Open Isolating valve for (FC) pressure control valve MV31
refers):
Position Description Valve PCV4 located after PCV4 (crossover valve to
ship’s nitrogen system and nitrogen buffer tank
Position Description Valve Closed Outlet drain valve from the nitrogen drum (20. MV21 (20.V.02))
Closed Inlet drain valve to nitrogen compressor HV206 V.01) - Prior to closing ensure all moisture has
been cleared Open Outlet valve from the nitrogen compressors to the MV33
(CO201A/B) - Prior to closing ensure all nitrogen buffer tank (20.V.02)
moisture has been cleared

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e) Select one compressor for duty and the other for standby. Supply to the Boil-Off Gas Compressor Gas Seals and Nitrogen Purge Position Description Valve
Lines from the Ship’s Nitrogen Supply (and Nitrogen Buffer Tank (20.
Open Nitrogen gas seal isolating valve to the 1st and
f) Charge the nitrogen drums and buffer tank as necessary V.02)
2nd stage of No.1 BOG compressor gas seals
a) Ensure that the ship’s nitrogen supply is available and that the (located before the pressure control valves
Nitrogen Storage Tank Alarm Set-Point Values nitrogen buffer tank (20.V.02) is fully charged. PCV11A and pressure differential control valve
PDCV11B). Note: PCV11A supplies the 1st
Description Pressure Value b) Confirm all instrumentation isolating valves associated with the stage gas seal and PDCV11B supplies the 2nd
Nitrogen drum (20.V.01) low pressure alarm (PAL5) compander gas seal are open. stage gas seal
Nitrogen drum (20.V.01) high/high pressure alarm and 3,350kPa(g) Open Nitrogen gas seal isolating valve to the 1st and CN903
trip (PAHH6) c) Ensure the nitrogen is available to the gas analyser panel. 2nd stage of No.2 BOG compressor gas seals
Nitrogen gas seal buffer tank (20.V.03) low pressure 2,500kPa(g) Open Nitrogen gas seal isolating valve to the 1st and
alarm (PAL55) d) Confirm that all instrumentation isolating valves associated with
2nd stage of No.2 BOG compressor gas seals
Nitrogen gas seal buffer tank (20.V.03) high pressure 3,350kPa(g) No.1 and No.2 BOG compressor gas seals are open, eg, pressure
(located before the pressure control valves PCV-
alarm (PAH55) differential indicators and pressure indicators (low and low/low
11A and pressure differential control valve

SAMSUNG
alarm transmitter).
Nitrogen buffer tank (20.V.02) low pressure alarm 350kPa(g) PDCV-11B)
(PAL4) Note: PCV-11A supplies the 1st stage gas seal
e) Ensure all nitrogen valves associated with the nitrogen tanks
Nitrogen buffer tank (20.V.02) high pressure alarm 1,800kPa(g) and PDCV-11B supplies the 2nd stage gas seal
and gas seal supply to the BOG compressors and the BOG
(PAH4) compressor nitrogen purge lines are set in accordance with the Closed Main isolating valve from the ships nitrogen MV34
following table: (locked) supply to the compander purge lines
Supply to the Compander Gas Seals from the Nitrogen Gas Seal Buffer Closed Cross-connecting valve from the ship’s nitrogen MV37
Tank (20.V.03) Position Description Valve supply to the main nitrogen inventory line.
Closed Nitrogen vent valve CN951 Branch line penetrating main line between the
a) Ensure the nitrogen drum (20.V.01) and the nitrogen gas seal

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nitrogen drum (20.V.01) and the nitrogen gas seal
buffer tank (20.V.03) are fully charged and ensure the nitrogen Open Isolating cross-connecting valve from the ship’s MV01A
buffer tank (20.V.03)
gas seal filters are clear. nitrogen supply to/from nitrogen buffer tank (20.
V.02) and to the gas seal and purge lines Closed Purge isolating valve to the inlet side of No.1 MV10
compander 1st stage
b) Confirm all instrumentation isolating valves associated with Closed Nitrogen purge isolating valve to the transfer MV08
pump suction line (branch line entrance located at Closed Purge isolating valve to the inlet side of No.1 MV66
the compander gas seal are open, eg, pressure differential
liquid line outlet from the flash drum (10.V.01)) compander expander
indicators for the pressure differential control valves, filter
pressure differential indicators (alarm transmitter) and the flow Closed Nitrogen purge isolating valve to the inlet line MV11 Closed Purge isolating valve to the inlet side of No.1 MV62
transmitters. from the BOG compressors the flash drum (10. compander expander
V.01) Closed Purge isolating valve to the inlet side of No.2 MV10
c) Ensure all nitrogen valves associated with the nitrogen tanks Closed Nitrogen ‘common’ purge isolating valve to the TBA compander 1st stage
and gas seal supply to the companders are set in accordance flash drum (10.V.01) inlet and outlet lines Closed Purge isolating valve to the inlet side of No.2 MV66
with the following table: Closed Nitrogen purge isolating valve to the inlet line to MV05 compander expander
the 1st stage of No.1 BOG compressor Closed Purge isolating valve to the inlet side of No.2 MV62
Position Description Valve Closed Nitrogen purge isolating valve to the inlet line to MV03 compander expander
Open Outlet nitrogen valve from the nitrogen gas seal MV69 the 1st stage of No.1 BOG compressor (located Open Isolating valve from nitrogen line on inlet to No.1 MV68
buffer tank (20.V.03) to the compander (21.C.01) after valve MV05) compander 1st stage to nitrogen buffer tank (20.
gas seals Closed Nitrogen purge isolating valve to the inlet line to MV05 V.02). Located after control valve PCV11
Open Outlet nitrogen valve from the nitrogen gas seal MV69 the 1st stage of No.2 BOG compressor Open Isolating valve from nitrogen line on inlet to No.2 MV68
buffer tank (20.V.03) to the compander (21.C.02) Closed Nitrogen purge isolating valve to the inlet line to MV03 compander 1st stage to nitrogen buffer tank (20.
gas seals the 1st stage of No.2 BOG compressor (located V.02). Located after control valve PCV11
after valve MV05)
Open Nitrogen gas seal isolating valve to the 1st and CN902
2nd stage of No.1 BOG compressor gas seals

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Gas Seal Alarm Set Points c) Ensure the compander sump heater is operating and the oil Position Description Valve
temperature is between 15°C and 35°C. The heater is equipped
Description Pressure Value Closed Isolating valve for dry-air injection (used MV61
with a local thermostat and over-temperature protection.
1st stage gas seal low pressure (PAL11A) 20kPa(g) prior to maintenance). Located on inlet to
No.1 compander 1st stage
2nd stage gas seal low pressure (PDAL11B) 20kPa(g) d) Confirm the gas seal nitrogen is available from the nitrogen gas
seal buffer tank. Open Isolating valve from No.1 compander 3rd HV32
1st stage gas seal low pressure (PALL11A) 15kPa(g)
stage after-cooler to the counter current heat
2nd stage gas seal low pressure (PDALL11B) 15kPa(g) exchanger - Interlock Valve
e) Set the No.1 compander system, counter current heat exchanger
Compander filter differential high pressure (PDAH11) 50kPa(g) Open Isolating valve from No.1 compander 3rd MV27
and BOG condenser valves in accordance with the following
Compander nitrogen flow low level alarm (FAL11) tables: (locked) stage after-cooler to the counter current heat
exchanger
Preparations for Starting the Companders in IDLE Mode Note: During the following valve positioning, ensure the INTERLOCK Open Isolating valve from the counter current heat HV41
valves noted in the table are correctly set, eg, the interlock valves associated exchanger to No.1 compander expander inlet
As stated previously, the procedure details the necessary steps prior to the with the operating compander, in this case No.1 compander, are OPEN with - Interlock Valve
completion of the loading of LNG; therefore the following procedure outlines the interlock valves associated with No.2 compander CLOSED. If this is not Open Isolating valve from the counter current heat MV28

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the necessary steps required to start the duty compander. As the two companders carried out the duty compander will not start. (locked) exchanger to No.1 compander expander inlet
are identical, the procedure for starting the No.1 machine has been provided Closed Cross-connecting isolating valve from MV12
but the procedure is the same for No.2. Position Description Valve (locked) No.1 compander expander inlet to No.1
Closed Vent valve to atmospheric line located on the MV09 compander 3rd stage outlet
The following start-up will initially set the compander to IDLE mode which
discharge of the expander Closed Cross-connection isolating valve from MV13
corresponds to the BOG compressor being stopped but the reliquefaction loop
Open Isolating valve from discharge from No.1 HV42 No.1 compander expander inlet to No.1
maintaining the system in a cold condition. During this mode the following
compander expander - Interlock Valve compander 3rd stage outlet
occurs:
Open Isolating valve for inlet to No.1 BOG MV25 Closed Sample valve located on discharge from No.1 MV14

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• The compander power consumption is minimised. compander 3rd stage
compressor inter-cooler (11.E.01)
• The refrigeration loop pressure is maintained at a minimum Open Isolating valve for outlet line from No.1 MV26 Closed Sample valve located on discharge from No.1 MV15
(minimum mass/inventory). BOG compressor inter-cooler (11.E.01). compander 3rd stage
• The expander flow rate and the counter current heat exchanger Located after control valve TCV21 Closed Sample valve located on inlet to No.1 MV06
bypass is minimised. Open Isolating valve for refrigeration inlet to No.2 MV25 compander expander
BOG compressor inter-cooler (12.E.01) Closed Sample valve located on inlet to No.1 MV24
Open Isolating valve for refrigeration outlet from MV26 compander expander
Nitrogen Compander Auxiliary Systems
No.2 BOG compressor inter-cooler (12.
The following pre-checks are to be carried out: E.01). Located after control valve TCV21 f) Set the No.2 compander system valves in a accordance with the
Closed Sample valve from No.1 BOG compressor MV43 following table:
a) Confirm power is available to the compander main motor
inter-cooler outlet (11.E.01). Located after
and to the control panels. Ensure that all of the compander Position Description Valve
temperature control valve TCV-21
instrumentation isolation valves are open.
Closed Sample valve from No.2 BOG compressor MV43 Closed Isolating valve from discharge from No.2 HV42
inter-cooler outlet (11.E.01). Located after compander expander - Interlock Valve
b) Check that the duplex lubricating oil filters are clear and the
oil level in the compander sump is between the maximum and temperature control valve TCV-21 Closed Isolating inlet valve to No.2 compander 1st HV25
minimum levels. Replenish with the correct grade of oil as Open Isolating bypass valve for counter current MV05A stage - Interlock Valve
necessary. It should be noted that the level will fall when the heat exchanger control valve TCV34 Closed Isolating valve for dry-air injection (used MV61
system starts. Open Isolating bypass valve for counter current MV07A prior to maintenance). Located on inlet to
heat exchanger located after the temperature No.2 compander 1st stage
Note: Each compander has a sump capacity of 2,500 litres and operates with control valve TCV34 Open Isolating valve from No.2 compander 3rd HV32
a nominal oil pressure of 7 bar(g). Open Isolating inlet valve to No.1 compander 1st HV25 stage after-cooler to the counter current heat
stage - Interlock Valve exchanger - Interlock Valve

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Illustration 4.7l Reliquefaction Overview

SAMSUNG
QGTC

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Position Description Valve b) Check that the duplex lubricating oil filters are clear and the g) Set the duty No.2 BOG compressor valves in accordance with
oil level in the compressor sump is between the maximum and the following tables:
Open Isolating valve from No.2 compander 3rd MV27
minimum levels. Replenish with the correct grade of oil as
(locked) stage after-cooler to the counter current heat
necessary. It should be noted that the level will fall when the Position Description Valve
exchanger
compressor starts.
Closed Isolating valve from the counter current heat HV41 Open Inlet valve from the BOG supply from the HV02
exchanger to No.2 compander expander inlet header to the 1st stage BOG compressor -
c) Warm-through the oil reservoir heater and allow the oil to heat
- Interlock Valve Interlock Valve
up to 15°C and 35°C. The BOG compressor is equipped with a
Open Isolating valve from the counter current heat MV28 steam operated LO heater with the steam flow being controlled Open Non-return outlet valve from the 2nd stage CV01
(locked) exchanger to No.2 compander expander inlet by a thermostat located inside the reservoir. BOG compressor
Closed Cross-connection isolating valve from MV12 Open Outlet valve from the 2nd stage compressor HV10
(locked) No.2 compander expander inlet to No.2 d) Ensure that all of the instrumentation isolating valves are open. - Interlock Valve
compander 3rd stage outlet
e) Confirm the gas seal nitrogen is available from the ship’s
Closed Cross-connection isolating valve from MV13 nitrogen tank. Preparation of the LNG Pump Skid
No.1 compander expander inlet to No.2

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a) Ensure power is available to the LNG transfer pump module.
compander 3rd stage outlet f) Set the duty No.1 BOG compressor valves in a accordance with
Closed Sample valve for take-off valve located on MV14 the following tables: b) Ensure all of the instrumentation isolating valves are open.
discharge from No.2 compander 3rd stage
Closed Sample valve for take-off valve located on MV15 Note: The INTERLOCK valves highlighted in the table MUST be in the Note: If the pump internals have been vented and exposed to the atmosphere,
discharge from No.2 compander 3rd stage position noted, eg, HV02 open, HV10 open and HV01 closed. Failure they should be purged with nitrogen before proceeding.
Closed Sample valve for take-off valve located on MV06 to configure these valves correctly will prevent the start-up of the BOG
inlet to No.2 compander expander compressor. c) Confirm that power is available to the LNG pump motors and
Closed Sample valve located on inlet to No.2 MV24 control panels, then set the LNG pump valves in a accordance

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compander expander Position Description Valve with the following table:
Open Inlet valve from the BOG supply from the HV02
header to the 1st stage BOG compressor - Position Description Valve
Preparations for Starting the BOG Compressors
Interlock Valve Open Inlet valve to No.1 LNG pump (10.P.01) MV02
The initial operating mode of the compander is to produce cold energy by Open Non-return outlet valve from the 2nd stage CV01 Open Outlet non-return valve from No.1 LNG CV14
operating in the IDLE mode. During this period of operation the duty BOG BOG compressor pump (10.P.01)
compressor will be assigned as operating in a LOW speed with the variable Open Outlet valve from the 2nd stage compressor HV10 Open Outlet valve from No.1 LNG pump (10. MV01
diffuser vanes set at minimum opening. - Interlock Valve P.01)
Closed Outlet valve to the GCU. Located between HV01 Open Inlet valve to No.2 LNG pump (10.P.02) MV17
During the initial start-up operation of the duty BOG compressor in low speed, valves CV01 and HV10 - Interlock Valve
the operation is always carried out in the ‘partial reliquefaction’ mode using Open Outlet non-return valve from No.2 LNG CV15
Open Non-return outlet valve from the CV44
the LNG flash drum. pump (10.P.02)
desuperheater to the flash drum (10.V.01)
Open Outlet valve from No.2 LNG pump (10. MV16
Open Isolating valve from the desuperheater to MV36
As the two BOG compressors are the same, it has been assumed that the No.1 P.02)
the flash drum located before the pressure
compressor has been assigned as the duty compressor with its valves lined-up Operational LNG transfer pump bypass valve CV07
control valve PCV2A
as detailed below. The procedure for the No.2 compressor would be the same
Open Isolating valve from the desuperheater to the MV35 Open LNG transfer pump discharge valve on MV34
but with different valve numbers.
flash drum located after the pressure control common pump discharge line
The initial checks are as follows: valve PCV2A Operational Outlet non-return valve from LNG pumps CV48
Open Isolating valve from the desuperheater to MV09 on common pump discharge line
a) Confirm that power is available to the main motor and the flash drum located before the pressure
compressor control panels control valve PCV2B
Open Isolating valve from the desuperheater to the MV47
flash drum located after the pressure control
valve PCV2B

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Illustration 4.7m Cargo Gas Management System

SAMSUNG
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LNG Flash Drum and Pump Alarm Set Point Values Note: During the LNG laden passage the liquid LNG can be discharged to The use of ‘absolute’ pressure control helps the system to maintain the LNG
any of the tanks by opening the spray header discharge valve CS704 and the in a stable liquid/vapour condition and to avoid changes generated when at a
Description Pressure Value constant ‘gauge’ pressure.
appropriate LNG storage tank valve(s).
LNG flash drum low level alarm (LAL58) set point 431mm above
drum base level To be able to control the tank pressure using reliquefaction, it is required to:
LNG flash drum high level alarm (LAH58) set point 690mm above Remote Operation of the Reliquefaction Plant
drum base level a) Start/verify the nitrogen inventory control system.
LNG pump flow alarm (FAL3) set point 2.5m³/h The operator stations are located in the following areas:
b) Start the nitrogen loop with either compander No.1 or No.2.
• Compressor Room - The operating station is only for BOG local
Procedure for the LNG Storage Tank Liquid and Vapour Valves Associated operation.
c) Start the reliquefaction with BOG compressor No.1 or No.2 in
with the Boil-Off Gas Compressors • Motor Room - The operating panel enables operation of the normal reliquefaction mode.
a) Set the LNG storage tank vapour outlet valves to the BOG reliquefaction plant equipment in remote mode.
compressors in accordance with the following table: • Cargo Control Room - The operating station enables operation Once the start-up sequence for normal reliquefaction mode has been completed,
of all reliquefaction plant that has been switched to remote. the selected tank pressure controller is automatically activated and starts to

SAMSUNG
Position Description Valve control the BOG compressor flow rate.
Open BOG inlet valve to No.1 BOG compressor HV02
Starting the Reliquefaction Plant from the CCR Note: For low flow mode there is no tank pressure control. The BOG
Open BOG inlet valve to No.2 BOG compressor HV02 compressor is operating at fixed 1st stage VDV position.
Closed Line valve to the LNG vaporiser CG928 Prior to starting any of the reliquefaction plant, check and confirm that the
(locked) valve line-up for the following equipment is correct:
Excess BOG or High Tank Pressure (GCU Control)
Automatic BOG inlet valve from the vapour main CG705 • Nitrogen booster compressors
header to the inlet of the BOG compressors Excess BOG or high tank pressure control is considered in normal operation
• Nitrogen companders

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when the BOG flow rate is above the reliquefaction plant’s capacity or when
Open BOG supply valves from No.1 tank to the CG100
• Nitrogen reservoir the reliquefaction plant is not available or has not yet been started. For high
BOG header CG101
tank pressure, the tank pressure control logic will automatically start the BOG
Open BOG supply valves from No.2 tank to the CG200 • BOG compressors
compressor lined-up on the GCU if:
BOG header CG201 • BOG condenser and desuperheater
Open BOG supply valves from No.3 tank to the CG300 • The BOG compressor is ready for GCU operation as detailed
• LNG flash drum and transfer pumps later in this section.
BOG header CG301
Open BOG supply valves from No.4 tank to the CG400 • Verify that the isolation valve CG705 between the vapour • The BOG disposal mode is switched to ‘GCU’ on the tank
BOG header CG401 header and the BOG compressors is open pressure control selector (see below).
Open BOG supply valves from No.5 tank to the CG500 • If the tank pressure is above the controller set point.
BOG header CG501 When all of the start interlocks/permissives have been satisfied for the duty
compander, BOG compressors and booster compressors, select one of the tank
b) Set the LNG storage tank liquid return valves (for LNG storage pressure control settings on IAS screen mimic C112.
tanks No.4 and No.5) from the BOG compressors in accordance
with the following table: Tank Pressure Control
When the reliquefaction plant is running, the tank pressure is controlled
Position Description Valve according to the selected operating mode based on the following selection:
Open Outlet valve (located after N/R valve CV48) CS705
• LADEN GAUGE
to the liquid header to LNG tanks No.4 and
No.5 • LADEN ABSOLUTE
As required LNG liquid outlet valve from the liquid CS400 • BALLAST GAUGE
header to No.4 LNG tank
As required LNG liquid outlet valve from the liquid CS500 The choice between LADEN GAUGE and LADEN ABSOLUTE can be used
header to No.5 LNG tank when the vessel is going through unsettled weather conditions and atmospheric
pressures fluctuate. Because of the continual variations in the atmospheric
pressure, the LNG pressure indicators and transmitters use ‘absolute’ pressure.

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Illustration 4.7n Nitrogen System Screen Shot (i)

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Conditioning System

Nitrogen Inventory Control System

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Nitrogen Inventory Control System Start-Up Controller 20.PIC.32C is automatically changed to 5,350kPa when the nitrogen a) Check locally the manual valve line-ups as previously described
loop/compander is started and changed back to 3,350kPa when the loop/ for the compressors and dryers.
The nitrogen inventory system is the first system to be started to be able to run compander is stopped again.
the nitrogen loop and then the reliquefaction plant.
Controllers 21 and 22.PIC.11 are changed to MAN 0% when the nitrogen
a) Set the system valves in accordance with the following table: loop/compander is started.

System Valve Position b) Verify that the N2 LOSSES function is in the AUTO position. If
not, then change to AUTO through the screen mimic button.
Nitrogen supply 20.MV.01A Open
20.MV.31 Open
20.MV.02 Open
20.MV.32 Closed
Nitrogen compressor and dryer 20.MV.33 Open
20.MV.35 Open

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Nitrogen purge lines 20.MV.34 Closed
(LC)
20.MV.37 Closed b) Verify that the nitrogen booster compressors are not already
20.PCV.54 20.MV.10 Open running and that they are switched to automatic. If not, then
change the mode to AUTO through the screen mimic button
20.MV.16 Open
(item No.2 on mimic L3.20.131) and as detailed below.
20.MV.22 Closed c) Verify that solenoids on the pressure control valves 20.PCV.4
20.PCV.1 20.MV.06 Open and 20.PCV.25 are energised. If one or both solenoids are not

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20.PCV.25 20.MV.05 Open energised, clear the fault, then reset the trip via the screen shot
below.
20.MV.03 Open
20.PCV.15 20.MV.09 Open
20.MV.11 Open

Controller Settings/Mode (Illustration 4.7n Refers)

a) Set the controllers in the nitrogen inventory system on mimic
L3.20.13 in a accordance with the following set points:

Controller Description Mode Set Point The priority of the compressors (duty/standby) can also be changed through this
(kPa) screen if it is required to equalise the operating hours on the two machines.
1 20PIC4 Nitrogen buffer 20.V.02 pressure AUTO 500
control PARALLEL OPERATION can be selected if fast loop filling or emptying is
2 20PIC4B Nitrogen buffer 20.V.01 high AUTO 1,500 required, but during normal operations the SINGLE OPERATION mode would
pressure limitation be selected.
3 20PIC32C Nitrogen loop high pressure AUTO 3,350
limitation Nitrogen Compressor and Dryer Line-up (Before Nitrogen Loop Start) Note: If MAN is selected through the same screen mimic, the nitrogen
4 20PIC55 Nitrogen seal gas buffer 20.V.03 AUTO 3,100 compressor can be started manually by the operator, but when operating in
pressure control Pressing the screen button N2 SYSTEMS, as shown on the Nitrogen Inventory this mode, the compressor will not be stopped automatically by the inventory
Control System mimic in the next column, will take the operator to the control logic.
5 21PIC11 Compander No.1 pressure control AUTO 2,000
L3.20.131 screen mimic detailed in illustration 4.7o.
6 22PIC11 Compander No.2 pressure control AUTO 2,000

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Because of this the compressor has to be stopped manually by the operator. Compander No.1 Valves b) Start the nitrogen loop by pressing the START N2 LOOP screen
If this does not occur, the compressor will either be stopped by a ‘too high button on L2.20.1 or L2.10.1 as shown in illustration 4.7p and
pressure’ or a ‘too low pressure’ interlock, by a system trip or when the dryers System Valve Position in the extract below (item No.2).
are not ready. Nitrogen purge lines 21.MV.02 Closed
21.MV.03 Closed Note: Do not use the START command for the compander in the ‘motor’
c) Verify that the nitrogen booster dryers are ready for operation 21.MV.09 Closed pop-up from mimic L3.21.1.
by checking screen mimic L3.20.131 (item 3) and as shown 21.MV.10 Closed
below.
21.MV.61 Closed
21.MV.62 Closed
21.MV.66 Closed
Isolation valves 21.HV.25 Open
21.HV.32 Open
21.HV.41 Open

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21.HV.42 Open
21.MV.06 Closed
21.MV.12 Closed
21.MV.13 Closed
21.MV.14 Closed
21.MV.15 Closed
The screen mimic should then switch to show the READY TO START AUTO
21.MV.24 Closed
Start Up the Nitrogen Loop COOLDOWN SEQUENCE in the dialogue box as shown above.
21.MV.27 Open

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This description is provided for the start-up of the nitrogen loop with the No.1 21.MV.28 Open The pre-requisite to start the nitrogen loop can be checked in the mimic S1000_
compander being used as the duty machine. When the No.2 compander is Seal gas pressure control valve (21.PCV.11) 21.MV.68 Open IN sequence interlocks as shown in illustration 4.7q.
to be used, the designation from compander No.1 (21) has to be changed to
21.MV.69 Open
compander No.2 (22) and vice versa.
21.MV.70 Open
a) Set the system valves in accordance with the following table,
but before opening any of the valves, check the pressure in the Compander No.2 Valves
different systems:
This is the minimum requirement to run the No.1 compander as part of trip
function.
Nitrogen Loop Valves
System Valve Position System Valve Position
Nitrogen purge lines 20.MV.01 Closed Isolation valves 22.HV.25 Closed
20.MV.04 Closed 22.HV.32 Closed
20.MV.28 Closed 22.HV.41 Closed
Temperature control valve (20.TCV.34) 20.MV.07A Open 22.HV.42 Closed
20.MV.05A Open
No.1 BOG compressor inter-cooler (11.E.01) 11.MV.26 Open Control System Configuration/Set-up
11.MV.25 Open a) Verify that the nitrogen loop is in the READY TO START AUTO The required conditions are as follows:
11.MV.43 Closed COOLDOWN SEQUENCE mode as shown in illustration 4.7p.
No.2 BOG compressor inter-cooler (12.E.01) 12.MV.26 Open If not, go to the interlock screen mimic S1000_IN and correct a) Ensure that the compander is in remote mode, if not, then
the problem. Screen mimic L2.20.1 or L2.10.1 as typically change the compander mode from the local station (in the
12.MV.25 Open
shown in illustration 4.7p refer. machinery room) to remote. This is normally done by a Cryostar
12.MV.43 Closed service engineer and is password protected.

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Illustration 4.7o Nitrogen System Screen Shots (ii)

SAMSUNG Sequential Interlocks

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No1 Nitrogen Cycle Overview

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b) Ensure that the compander shows READY TO START on the L3.20.13 and as shown below. Once the pressure is below 1,100kPa the LNG is bypassing the LNG drum, some condensate from the desuperheater is
screen mimic. If not, then go to the compander No.1 interlock selection can be changed back to No.1. sent to LNG drum and will need to be returned to tank.
mimic and correct the problem. Screen mimic L3.21.12
applies. a) Set the LNG drum and transfer pump valves in accordance with
the following table:
c) Check that the nitrogen loop pressure is higher than 500kPa.
If it is not then adjust the loop pressure to 500kPa (minimum) System Valve Position
via controller 20.PIC.3A. Screen mimic L3.20.13 applies Nitrogen purge lines 10.MV.06 Closed
(illustration 4.7n).
10.MV.08 Closed
d) Confirm that one BOG compressor is lined-up for reliquefaction. 10.MV.11 Closed
If not, manually line-up the duty BOG compressor as detailed Drain valves 10.MV.38 Closed
previously. Screen mimic L2.10.1 applies. 10.MV.39 Closed
10.MV.40 Closed

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Nitrogen Loop Cooldown Sequence Main Steps 10.MV.41 Closed
The operator must also check if the temperature 20.TIC.3A is below -50°C. 10.MV.48 Closed
The nitrogen loop cooldown sequence is a fully automated sequence that If not, then it is likely that the nitrogen loop pressure is not high enough Isolation valves 10.MV.35 Open
will bring the system to the IDLE state. When system is in IDLE mode, the (nominally 700kPa). It is recommended to verify the nitrogen system status 10.MV.36 Open
reliquefaction can be started as the nitrogen loop (refrigeration cycle) is then nitrogen compressors and dryers and eventually to change the nitrogen 10.MV.09 Open
ready. To get to the IDLE mode the nitrogen loop is passing through different compressor from single to parallel operation via screen mimic L3.20.131 and
steps indicated in the sequence S2003 given in EC7.NT.C0001 appendix 2 of 10.MV.47 Open
as shown below. Once the temperature is below -50°C, the selection can be
the vendor manual. changed back to single operation. 10.MV.02 Open
10.MV.17 Open

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Nitrogen Loop Cooldown Sequence Troubleshooting 10.MV.01 Open
10.MV.16 Open
The nitrogen loop cooldown sequence has an important step, that is the
changeover from half speed to high speed. To pass through this step, the loop 10.MV.34 Open
has to reach the following conditions:
b) Ensure that the LNG drum is in AUTO mode. If not, then
1) The temperature measured at the condenser inlet (20.TIC.3A) change to AUTO via screen button (refer to illustration 4.7r) and
must be below -50°C. as shown below:
2) The pressure at the 1st stage compressor inlet (20.PIC.3A) must
be below 1,100kPa.
3) The compander operating time at half speed must have been
completed, ie:
• 1 hour for a warm start.
• No time requirement for a cold start. Only valid following a Start Up Reliquefaction
restart within an hour after one hour operating at high speed.
In general, this is consecutive to a nitrogen loop trip. In this description it has been assumed that the reliquefaction plant is to be
started and operated using the No.1 BOG compressor.
In the case where alarm 20.XA.50 is generated during the nitrogen loop
cooldown, the operator must check if the pressure 20.PIC.3A is below When the reliquefaction has to be started with the No.2 BOG compressor,
1,100kPa. If not, then the inventory reduction was not fast enough. the designation from BOG compressor No.1 (11) has to be changed to BOG
compressor No.2 (12).
c) Ensure the LNG transfer pumps are in AUTO mode. If not, then
It is recommended that the operator verifies the nitrogen system status, nitrogen select AUTO from the pop-up window when clicking on the
compressors and dryers. It is also recommended to manually vent nitrogen by LNG Drum and Return Pumps pump icon, shown in illustration 4.7r.
changing the vent mode option from No.1 (default) to No.3 on screen mimic The LNG drum and return pumps always have to be ready for operation when
the reliquefaction plant is working. Even in full reliquefaction mode, when the

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Off-Gas Heater No.2 BOG Compressor Valves
The off-gas heater needs to be made ready when ‘normal reliquefaction’ System Valve Position
is expected in the ‘partial reliquefaction’ mode when the boil-off gas has Main isolation 11.HV.10 Closed
more than 20% nitrogen. For ‘low flow’ reliquefaction and during ‘normal
reliquefaction’ in ‘full reliquefaction’, the off-gas heater is not used.
a) Open reliquefaction overview screen mimic L2.10.1 as shown in
illustration 4.7s, then set for low flow reliquefaction operation
a) Set the condenser and desuperheater valves in accordance with
as follows.
the following table:
b) Verify that the reliquefaction plant shows READY TO START
System Valve Position as detailed on mimic L2.10.1 and as shown below. If it is not,
Isolation valves 10.MV.23 Open then go to the interlock screen mimic and correct the problem.

b) Check that off-gas heater is not faulty. If it is, then go to the

interlock mimic and correct the problem.

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Start-Up in Low Flow Reliquefaction
In this description it has been assumed that the No.1 BOG compressor is to be
used in ‘low flow’ mode. When the No.2 BOG compressor is to be started in
‘low flow’, the designation from BOG compressor No.1 (11) has to be changed
to BOG compressor No.2 (12).

a) Set the No.1 BOG compressor valves in accordance with the

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d) Check that the LNG return pumps are NOT FAULTY in the
pop-up window. following table:
c) Start the reliquefaction plant in ‘low flow’ mode by pressing the
e) Go to the LNG pumps interlock mimic and check that they are Note: The vapour main header valve CG075 must be open when operating START LOW FLOW RELIQ button as shown below.
not in a tripped condition. the BOG compressors and closed when the manifold valves CG071/072 are
open and in use.
The LEAD pump can also be changed over if it is required to equalise the
operating hours between the two pumps. No.1 BOG Compressor Valves

The interlock screen mimic L3.10.12 is also accessible via the screen button System Valve Position
highlighted, see illustration 4.7r. Nitrogen purge lines 11.MV.05 Closed
11.MV.03 Closed
Condenser and Desuperheater Main isolation 11.HV.01 Closed
The condenser and desuperheater always have to be ready for operation when 11.HV.02 Open
the reliquefaction plant is working. 11.HV.10 Open
11.HV.26B Open (LO)
a) Set the condenser and desuperheater valves in accordance with No.1 BOG compressor inter-cooler (11.E.01) 11.MV.25 Open
the following table:
11.MV.26 Open Note: Do not use the START command of the BOG compressor in the motor
11.MV.38 Closed pop-up from mimic L3.11.1.
System Valve Position
11.MV.43 Closed
Isolation valves 10.MV.18 Open
Process vent 11.MV.39 Closed The prerequisite to start ‘low flow’ reliquefaction can also be checked on IAS
10.MV.37 Open mimic S1000_1N as shown in illustration 4.7q.
11.MV.40 Closed
10.MV.77 Open
10.MV.23 Open

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Illustration 4.7p BOG and GCU System Screen Shots

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Gas Combustion Unit System

BOG Cycle Process System

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b) Open up the reliquefaction overview screen mimic L2.10.1 as System Valve Position
shown in illustration 4.7s.
Main isolation 11.HV.01 Closed
c) Verify that the reliquefaction plant shows READY TO START 11.HV.02 Open
RELIQUEFACTION as shown in the screen extract below. If it 11.HV.10 Open
does not, then go to the interlock screen mimic and correct the 11.HV.26B Open (LO)
problem. No.1 BOG compressor inter-cooler (11.E.01) 11.MV.25 Open
11.MV.26 Open
11.MV.38 Closed
11.MV.43 Closed
Process vent 11.MV.39 Closed
11.MV.40 Closed

SAMSUNG
No.2 BOG Compressor Valves

The required conditions to start are as follows: System Valve Position

• Ensure that the compander is in IDLE mode. If not, then start Main isolation 12.HV.10 Closed
the nitrogen loop or wait until the nitrogen loop cooldown
sequence has been completed. b) Open up the screen mimic L2.10.1 as shown in illustration 4.7s
and confirm that the compander is operating in the IDLE mode.
• Ensure that the No.1 BOG compressor is in REMOTE mode. If d) Press the START NORMAL RELIQ screen button on L2.10.1. If not, then start the nitrogen loop or wait until the nitrogen loop
not, then change the mode of operation at the local panel in the The system is fully automated and will then go through its cooldown sequence has been completed.

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cargo machinery room to REMOTE. predefined steps until it has switched from ‘low flow’ to ‘normal
• Ensure that the No.1 BOG compressor is lined-up for reliquefaction’ modes. c) Check that the No.1 BOG compressor is in REMOTE mode.
reliquefaction and that it has the start permissives. If not, then If not, then change the mode of operation at the local panel in
go to the interlock mimic and correct the problem. Note: Do not use the START command for the BOG compressors or the the cargo machinery room to REMOTE. Check also that the
motor pop-up window from screen mimic L3.11.1. compressor is lined-up for reliquefaction and that it has the start
• Ensure that only one BOG compressor is lined-up for permissives. If it does not, then go to the interlock mimic and
reliquefaction. If necessary, manually line-up the No.2 BOG correct the problem.
compressor on to the GCU. Screen mimic L2.10.1 in illustration Changeover to Normal Reliquefaction from Nitrogen Loop
4.7s refers. Idle Mode d) Ensure that only one BOG compressor is lined-up for
reliquefaction. If necessary, manually line-up the No.2 BOG
Note: The duty compressor’s auxiliary LO pump does not need to be started In this description it has been assumed that the reliquefaction plant is to be compressor on to the GCU. Screen mimic L2.10.1 refers.
manually, as this is done automatically during the start-up sequence. started and operated using the No.1 BOG compressor. When the reliquefaction
has to be started using the No.2 BOG compressor, the designation from BOG Note: The duty compressor’s auxiliary LO pump does not need to be started
To get to the low flow mode the plant passes through fully automated sequential compressor No.1 (11) has to be changed to BOG compressor No.2 (12). manually, as this is done automatically during the start-up sequence.
steps until the mode has been reached.
a) Set the system valves in accordance with the following tables:
e) Verify that the reliquefaction plant shows READY TO START
Changeover from Low Flow to Normal Reliquefaction RELIQUEFACTION. If it does not, then go to the interlock
Note: The vapour main header valve CG075 must be open when operating screen mimic and correct the problem.
the BOG compressors and closed when the manifold valves CG071/072 are
In this description it has been assumed that the reliquefaction plant is to be
open and in use. f) Press the START NORMAL RELIQ screen button on L2.10.1.
started and operated using the No.1 BOG compressor. When the reliquefaction
has to be started using the No.2 BOG compressor, the designation from No.1 The system is fully automated and will then go through its
BOG compressor (11) has to be changed to No.2 BOG compressor (12). No.1 BOG Compressor Valves predefined steps until it has switched from ‘nitrogen loop in
idle’ to ‘normal reliquefaction’ modes.
a) As the No.1 BOG compressor is already operating in low flow System Valve Position
mode, no change to the valve and equipment line-up is required Nitrogen purge lines 11.MV.05 Closed Note: Do not use the START command for the BOG compressors in the
when switching to normal reliquefaction. 11.MV.03 Closed motor pop-up from screen mimic L3.11.1.

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Procedure to Stop the Reliquefaction and Nitrogen Loop Note: Do not use the STOP command for compander or the motor pop-up Starting the BOG Compressor on the GCU
window on screen mimic L3.21.1, as this would lead to a fast stop of the
The reliquefaction stop sequence involves unloading the BOG and bringing the compander. This action could potentially create high thermal stresses inside In this description it has been assumed that the No.1 BOG compressor is to be
nitrogen loop/compander back to the IDLE mode. This is done by pressing the the heat exchangers so should only ever be used in an emergency. operated as the MASTER supplying the GCU. When the No.2 BOG compressor
STOP RELIQ button on screen mimic L2.10.1/L2.10.2 as shown below. is to be used as the MASTER, the designation from BOG compressor No.1
(11) has to be changed to BOG compressor No.2 (12).
Note: Do not use the STOP command for the BOG compressors or the motor Operating the BOG Compressor on the GCU
pop-up window on screen mimic L3.11.1, as this would lead to a fast stop of a) Set the system valves in accordance with the following table:
the BOG compressor. This could potentially create thermal stresses inside the As indicated in the section that deals with the tank pressure control, the BOG
heat exchangers and so should only ever be used in an emergency. compressor will be automatically started on the GCU if the compressor has been
No.1 BOG Compressor Valves
lined-up and the start permissives have been fulfilled. The process of sending
excess BOG to the GCU can also be done manually, but as one compressor is System Valve Position
not sufficient to reach the GCU’s full capacity, it may be necessary to start and N2 purge lines 11.MV.05 Closed
operate the second compressor in parallel with the first.
11.MV.03 Closed

SAMSUNG
If the second BOG compressor has been lined-up onto the GCU and the ‘BOGC Main isolation 11.HV.01 Open
load controller to GCU’ (item 1 below) shows a difference of 200kg/h between 11.HV.02 Open
the set point (SP) and the process value (PV) for more than 10 minutes, the 11.HV.10 Closed
second BOG compressor will be automatically started and operate in parallel 11.HV.26B Open (LO)
with the first. No.1 BOG compressor inter-cooler (11.E.01) 11.MV.25 Open
11.MV.26 Open
11.MV.38 Closed
11.MV.43 Closed

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Stopping the Nitrogen Loop Process vent 11.MV.39 Closed
11.MV.40 Closed
The nitrogen loop stop is a sequence that warms-up the nitrogen loop before
stopping the compander.
b) Open up the screen mimic L2.10.1 as shown in illustration 4.7s
and check the ‘BOGC to GCU’ window as detailed below.
This sequence can only be initiated when the nitrogen loop/compander is in
IDLE mode. To do this, proceed as follows:

a) Confirm that the compander is in IDLE mode. If not, then stop

the reliquefaction or wait until the nitrogen loop cooldown
sequence has been completed.
When both BOG compressors are lined-up on to the GCU, the MASTER can be
selected via screen mimic L2.10.1 in illustration 4.7s. The second compressor
b) Press the STOP N2 LOOP button on IAS screen L2.10.1/
is then designated as the SLAVE. When only one compressor is lined-up on the
L2.20.1 and as shown below:
GCU, it is designated as the MASTER by default.

c) Check that the BOG compressor is ready for operating on the

GCU and that this is indicated in the display window. If it is
not ready, then check the valve line-up and the interlock start
permissives. The compressor display should be as follows:

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Illustration 4.7q Nitrogen Screen Shots

SAMSUNG
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No.1 Nitrogen Compander Interlock No.1 BOG Compresor Interlock

No.1 and No.2 Nitrogen Compressor Dryers No.1 and No.2 Nitrogen Compressor Interlock

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d) For automatic operation on the GCU, select the BOG disposal When the BOG compressor has run up to full speed, the controller BOGC load
mode on the tank pressure control screen mimic (illustration to GCU 10.XIC.1B will be automatically switched to cascade (CAS) mode for
4.7m) as shown in the extract below. The selected BOG tank pressure control.
compressor will then start automatically.

Procedure to Stop the Slave BOG Compressor

SAMSUNG
When both BOG compressors are running in parallel the ‘slave’ compressor
is stopped when the anti-surge valve is 15% open for more than 10 minutes.
Alternatively, the stop command STOP BOGC ON GCU can be used to
e) For manual operation, select the MAN disposal mode as shown manually stop the slave BOG compressor (once per compressor).
below.
Note: The stop command STOP BOGC ON GCU has to be pressed twice to
stop both BOG compressors when using the manual stop.
If manual operation is required, the controller has to be changed to manual

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(MAN) for fixed BOGC VDV position or automatic (AUTO) when the flow
rate to the GCU has to be controlled to a given value. Equipment Instructions

Procedure to Stop the BOG Compressor Operating on the GCU The description that follows has been provided to give start-up and operating
instructions for the different pieces of equipment involved in the reliquefaction
When the BOG disposal mode is switched to ‘GCU’ as indicated previously, plant.
the BOG compressor will stop automatically when the process value (PV) is <
set point (SP) -2kPa.
Nitrogen Compander
The compander is always started within the nitrogen loop cooldown sequence.
The BOG compressor can then be started manually using the start command Consequently, the compander has to be in REMOTE and READY TO
on screen mimic L2.10.1. START.

Prior to starting the following notes may be of use:

• The start-up conditions can be checked in the interlock mimics
L3.21.12.
• The alarms related to a machine can be checked in mimic
L3.21.11.
When a manual stop is required, the STOP BOGC ON GCU command has to
be used, after first ensuring that the slave BOG compressor is stopped. • A trip can be checked and reset using the interlock mimics
L3.21.12.
Note: Do not use the STOP command for the BOG compressors or the
motor pop-up window from screen mimic L3.11.1, as this would cause the Note: During normal operations, the compander start-up machine panel must
shutdown sequence to trip. not be used (motor pop-up accessible from ENGR level). These commands
have only been made available for initial commissioning purposes.

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BOG Compressor
The BOG compressor (BOGC) is always started within the reliquefaction
sequence or the GCU operating sequence. Consequently, the BOG compressor
has to be switched to REMOTE and have the START CONDITIONS OK.

Prior to starting the following notes may be of use:

• The start-up conditions can be checked in the interlock mimics
L3.11.12.
• The alarms related to a machine can be checked in mimic
L3.11.11.
• A trip can be checked and reset using the interlock mimics
L3.11.12.

SAMSUNG
Note: During normal operations, the BOG compressor start-up machine
panel must not be used (motor pop-up accessible from ENGR level). The
commands have only been made available for commissioning purposes.

Nitrogen Booster Compressors

The duty nitrogen booster compressor is normally started by the inventory
control logic when AUTO has been selected. For maintenance purposes they
can be changed to MAN and their operation controlled by the operator.

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Prior to starting the following notes may be of use:
• The start-up conditions can be checked in the interlock mimics
L3.20.132.
• The alarms related to a machine can be checked in mimic
L3.20.132.
• A trip can be checked and reset using the interlock mimics
L3.20.132.

Nitrogen Dryer
The nitrogen dryer is a fully automated system that needs no operator action
during normal operations.

Following a system trip within a sequence or a valve failure, the system can
lose its logical state. Consequently, a regeneration/drying initialisation may be
necessary by using the INIT command in the interlock mimic. It is recommended
to use trends to check which dryer was previously in regeneration to select the
correct INIT button.

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Illustration 4.8a Nitrogen Generator System Screen Shot

SAMSUNG
QGTC

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4.8 Nitrogen Generator Dew Point Analyser Air is made up of 78% nitrogen, 21% oxygen and 1% of other gases such
Manufacturer: Michell Instruments as carbon dioxide and hydrogen. Each of these gases has a characteristic
Nitrogen Gas Generator permeation rate that is a function of its ability to dissolve and to defuse through
Model: Easidew
a membrane. This characteristic allows ‘fast’ gases such as oxygen to be
Manufacturer: ETech Process AS No. of sets: 4 separated out from ‘slow’ gases such as nitrogen.
Package No: U-06439 - Integrated Feed Air Compressor and Overall range: -80 to +20°C
Nitrogen Generator Each nitrogen generator module consists of thousands of these hollow fibre
Type: Hollow fibre membrane membranes enclosed inside a pressure vessel. As the compressed air enters
Nitrogen Buffer Tank and passes through the bore of the fibres, oxygen, carbon dioxide and water
No. of sets: 2
No. of sets: 1 vapour molecules contained in the air, permeate faster than the nitrogen to
Unit capacity: 150m3/h at 97% nitrogen
Capacity: 65m3 the low pressure side of the fibres. The bore side is gradually depleted of the
Oxygen content: <3 Vol faster gases and becomes enriched in nitrogen. By adjusting the flow rate of
Nitrogen dew point: <÷70°C at atmospheric pressure Design pressure: 1.3Ma air through the module, different levels of nitrogen purity can be produced as
Inlet pressure: 1,100/1,200kPa (minimum/maximum) Operating pressure: 1.0MPar (maximum) well as production flow rates. The unwanted gases such as oxygen and carbon
dioxide and any water vapour present is then vented to atmosphere.
Inlet temperature: 25/64°C (minimum/maximum)

SAMSUNG
Introduction
Discharge pressure: 500/1,000kPa (minimum/maximum) Each generator is a package unit comprising a feed air compressor, three
Outlet temperature: 35/50°C (minimum/maximum) nitrogen membrane banks and associated instrumentation and auxiliary
WARNING
equipment. The two units can be run independently or as duty and automatic
Nitrogen is a non-toxic inert gas with a lower density than air. As a standby.
Feed Air Compressor result, exposure to a nitrogen rich, low oxygen atmosphere will cause
Manufacturer: Atlas Copco sudden loss of consciousness, leading to permanent brain damage or
death. Spaces likely to have concentrations of nitrogen higher than 78% Feed Air Compressor
Model: GA55+. -90
should therefore be adequately ventilated until an atmosphere of 20% The feed air supply is from a dedicated 100% capacity feed air compressor unit
Type: Screw-type

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oxygen is achieved before any personnel are allowed to enter. which comprises an oil lubricated, water and air-cooled single-stage, screw-type
No. of sets: 2 compressor. The compressor is equipped with an integrated refrigerant dryer
Capacity: 528m3/h at 45°C and 80% RH Two membrane-type nitrogen generator packages have been installed in the for first-stage dew point control, with condensate removed via an automatic
Oil capacity: 26.5 litres engine room on the starboard side of the 2nd deck and are used to produce drain system. The compressed air holds a pressure dew point temperature of
Power (total input): 100.2kW nitrogen for the following functions: approximately 5°C as it enters into two feed air filters, arranged in series.
Shaft power: 87.5kW • Pressurisation of the cargo tank interbarrier and insulation
In operation the compressor is designed to run continuously, loading and
Cooling water: 136 litres/minute spaces around the cargo tanks.
unloading as required by system demand. Where demand is low the compressor
Dew point: 5°C at 700kPa • Sealing of the N2 compander shafts in the cargo compressor will be stopped automatically after a preset time period.
Power: 90kW room.
Voltage: 440V/60Hz/3ph • Sealing of the HD and BOG compressor shafts in the cargo Feed Air Filters
compressor room.
The feed air filters provide two-stage filtration, with the first filter acting as a
Refrigerant Dryer • Purging of the cargo pipelines and the vent mast. coalescing coarse filter and the second as a coalescing fine filter. The coarse
Manufacturer: Atlas Copco filter acts to remove condensate and any particulate carry-over from the
• Purging the fuel gas lines to the gas combustion unit.
Type: High pressure refrigerant compressor. The fine filter provides additional coalescing and particle retention
• Fire extinguishing medium in the LNG vent mast risers. for improved filtration quality and is equipped with an auto drain switch with
No. of sets: 2
• Purging various parts of the cargo piping and boil-off gas a liquid level alarm.
Capacity: R404a, 2.87kg
system.
Power: 3.4kW The coarse filter is provided with a differential pressure transmitter which will
• Top-up supply for the liquefaction unit. initiate an alarm at 350kPa.
Oxygen Analyser
The operating principle of each nitrogen generator is based on the use of The two packages are cross-connected upstream of the membrane banks. This
Manufacturer: SBS
hollow fibre membranes through which compressed air flows and is separated facility enables one feed air compressor to supply air to the other nitrogen
Model: QR310 01 into oxygen and nitrogen. generator in the event of equipment failure.
No. of sets: 2
Range: 0.2 to 21%

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Illustration 4.8b Nitrogen Generator

Mooring Deck
To Nitrogen Main Line PI 7kg/cm2 < 10kg/cm2

CN004F CN003F Key

PT PT PI
CN
007F Nitrogen
Nitrogen
Cooling Fresh Water Buffer Tank
CN032F Electrical Signal (65m3)
PIAL PI FI CN 7kg/cm2 < 10kg/cm2
MM077 FM013 008F Compressed Air
To Gas
Combustion
Unit CN031F CN030F CN006F CN005F To Primary Dirty Bilge Tank
No.2 Nitrogen Unit
POTER
Screw
Compressor TT Air Cooler
Refrigerant Dryer DPS
Dew Point Analyser

Water TT

SAMSUNG
Separator DPI FS FI
Oil Separator PT H31001 TAHH PI

Setting 70°C
CF-1 CF-1 HV08
PT
Dew Point Analyser
LAHH
S
Oil Cooler
Membrane FI
Bank PT TT
MOV310-03
TT TT

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To and From
Cooling Air Cooler
Fresh Water

CN
010F
No.1 Nitrogen Unit
POTER
Screw
Compressor TT Air Cooler
Refrigerant Dryer DPS
Dew Point Analyser
Water TT
Separator DPI FS FI
Oil Separator PT H31001 TAHH PI

Setting 70°C
CF-1 CF-1 HV08
PT
Dew Point Analyser
LAHH
S
Oil Cooler
To Primary Membrane FI
Bank PT TT
MOV310-03
TT TT Dirty Bilge Tank

To and From
Cooling Air Cooler
Fresh Water

To Primary Dirty Bilge Tank

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Air Inlet Heater If the dew point reaches the high high set point of -55°C a ‘product gas off The two nitrogen generating units can be set to operate:
spec’ alarm will be initiated at the LCP and the nitrogen generating package
The air inlet heater is provided to ensure that air entering the membrane • Manually
shut down.
modules is at the correct temperature. The heater is equipped with a
• Automatically
temperature controller with a set point of 50°C to provide thermal protection
to the membrane modules. Buffer Tank • Semi-automatically
Nitrogen produced by the generator packages is stored in a single 65m3 tank
A temperature transmitter is fitted downstream of the heater. The transmitter Manual Operation
located on the starboard side of the 2nd deck in the engine room. The tank is
will generate a signal if the air temperature rises to 65°C, initiating a ‘Heater
provided with two independent pressure transmitters, a double block manual The operating modes are set via the controller. In manual mode the units will
Failure’ alarm at the local control panel (LCP) and a trip signal and alarm via
drain valve and a pressure relief valve, set at 1200kPa, which when operated operate independently and will not automatically alternate. In this case, one
the IAS. The nitrogen generator package will enter a system shutdown mode
will vent gas to atmosphere through the common vent line. unit only would be set to operation with the second unit shut down.
(SSD).

Nitrogen Generator Control Automatic Operation

Membrane Modules
The nitrogen generators are operated locally from dedicated control panels Where the units are set to automatic alternation the following parameters
The nitrogen generator unit consists of a number of hollow fibre membrane

SAMSUNG
with alarms and system status monitored by the IAS. Each nitrogen generator control their operation:
gas separator modules located in three membrane banks, assembled vertically,
is operated and monitored through a Siemens SIMATIC PLC based controller,
and connected via feed air and product nitrogen gas manifolds. Each nitrogen 1. Lowest Running Hours - The unit with the fewer running hours
with touch key HMI interface and LCD display, mounted on the local control
membrane separator consists of a bundle of hollow fibres contained in a metal will start first when there is a start command.
cabinet along with the compressor Elektronikon II control unit. The SIMATIC
cylindrical enclosure, or housing. The housing is equipped with three external
controller enables access to the following functions and displays: 2. Shutdown Alarm - If a common trip alarm is activated on the
connections, one located at each end of the cylinder leading to the bore sides of
the fibres, and one side connection leading to the shell side of the fibres. Each • Operation and production status running generator, the other unit will take over to supply the
fibre consists of a composite layer of polymers, where one relatively thick layer system.
• Alarm list and lamp test
functions as a support, and the other thin film layer functions as the separation 3. Power/PLC Failure on One Generator - If a power failure or
and controlling layer. • Alarms and process settings PLC failure occurs on one generator the second unit will start

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• Counters and timers and operate in manual mode.
The hollow fibre membrane units are each capable of producing 150m3/h of
• Login and system settings 4. Pressure Low - If nitrogen consumption is high and the pressure
gas that is made up of less than 3% oxygen with the remainder being nitrogen
in the buffer tank falls below 500kPa, measured at PT 310-03,
and a small amount of argon.
The Elektronikon II compressor panel has the following functions: an alarm will be initiated and both generators will start and run
simultaneously until the pressure recovers to 950kPa.
Oxygen Analyser • Compressor control and protection

The nitrogen generator units are each equipped with an oxygen analyser, which • Compressor component monitoring
Semi-Automatic Operation
continually monitors the oxygen content in the nitrogen being produced. If the
The local control panel also incorporates: In semi-automatic operation the duty generator will be selected by the operator
level of oxygen rises to 3.0% by volume, a ‘high oxygen’ alarm is activated
as the master unit which will operate to maintain pressure in the buffer tank.
at the LCP with a fault alarm at the IAS. A three-way motorised valve (MOV • Pressure gauges
The master unit will continue as the operating generator until it is deselected.
310-03) is operated by the control system to vent the gas to atmosphere through
• Ammeter
the common vent line.
The second generator, which will be in a stopped, standby condition, will start
• Power indicator lamp
in the following circumstances:
If the level of oxygen continues to increase, the high-high alarm will be • Alarm indicator lamp
activated at 6.5% oxygen by volume, a ‘product gas off spec’ alarm initiated at 1. The pressure in the buffer tank falls below 500kPa.
the LCP and the nitrogen generating package will be shut down. • Standby indicator lamp
2. A shutdown signal is initiated on the master unit.
• Running indicator lamp
3. The master unit suffers a power failure or PLC failure.
Dew Point Analyser • Alarm annunciator
The nitrogen generator units are each equipped with a dew point analyser • Emergency stop ‘lock-stop’ pushbutton
which continually monitor the nitrogen gas flow. If the dew point set point of
-65°C is reached, a ‘high dew point’ alarm will be activated at the LCP and a • Mains isolating switch
fault alarm at the IAS. The three-way motorised valve MOV 310-03 will then
be operated by the control system to vent the gas to atmosphere.

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Illustration 4.8c Nitrogen Generator Control Panel

LCP 01
CONTROL PANEL N2-GENERATOR
PI 310 01
PRESSURE BEFORE
MEMBRANES

SIEMENS SIMATIC PANEL

NITROGEN GENERATOR

1000
500

1500
1600
kPa

F1 F2 F3 F4

PREV NEXT
!
LCP 01 K1 K2 K3 K4
CONTROL PANEL N2-GENERATOR
HELP
START STOP RESET MODE

SIEMENS SIMATIC PANEL

SAMSUNG
7 8 9 HELP
COMPRESSOR MOTOR CURRENT

F1 F2 F3 F4
4 5 6 ESC
A
PREV NEXT
!
150
K1

START
K2

STOP
K3

RESET
K4

MODE
HELP
100
1 2 3 ACK
50

0 INS
7 8 9 HELP 0 SHIFT
DEL
Tab ENTER
4 5 6 ESC

1 2 3 ACK

INS
0 SHIFT
DEL
Tab ENTER

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K 310 01
CONTROL PANEL
FEED AIR COMPRESSOR
K 310 01
CONTROL PANEL
FEED AIR COMPRESSOR

F1 F2 F3

F1 F2 F3
MOTOR HEATER POWER ALARM STAND BY RUNNING

EMERGENCY STOP
ALARM BUZZER MAIN SWITCH

MOTOR HEATER POWER ALARM STAND BY RUNNING

0
0

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Nitrogen Generator Alarms and Shutdowns Tag Description Set Point Display/Response Procedure to Start Nitrogen Generators
The following alarms will be displayed on the NGUs control panel LCP-01: SSD - actuator
MOVA 310- Three-way vent supply/ The nitrogen generators are operated and monitored through the Siemens
- limit switch not
03C valve fault SIMATIC PLC based controller with LCD display, mounted on the local
Tag Description Set Point Display/Response energised
control cabinet, along with the compressor ‘Elektronikon’ control unit.
System shutdown SSD - actuator
TAHH 310-02 Feed air high temperature 60°C MOVA 310- Three-way vent supply/
(SSD) - limit switch not The initial start-up procedure assumes that the buffer tank is empty and is
03D valve fault
N2 production off energised carried out from the local control panel as follows:
QAH 310-01 Oxygen content high 3.5% Communication failure
spec. XS 310-06B - Warning
QAHH 310-01 Oxygen content high high 5% SSD between NGUs a) Ensure that air compressor drain valves are closed.
N2 production off FAHH 310-01 Nitrogen flow high 250m3/h SSD
QAH 310-02 Dew point high +65°C b) Ensure that the air cooler cooling water supply is available.
spec.
QAHH 310-02 Dew point high high +55°C SSD The following alarms will be displayed on the compressors’ Elektronikon local
control panel: c) Ensure that all instrument isolation valves, including oxygen
FAL 310-021 Flow switch O2 analyser 20 litres/h SSD and dew point analysers, are open.

SAMSUNG
PSAL 310-01 Feed air pressure low 300kPa Warning
Display/
SSD - manual Sensor Description Set Point d) Ensure that three-way instrument isolation valves are positioned
Response
KA 310-01 Compressor shutdown - reset at for normal operation (not open to atmosphere).
Compressor screw element
compressor panel TT01 110°C Warning
temperature high
Warning - e) Check oil level in air compressors and top-up if required.
Compressor screw element
KA 310-02 Compressor warning - manual reset at TT01 120°C SSD
temperature high high f) Set the system valves in accordance with the following table:
compressor panel
XA1 Emergency stop - SSD
LAHH 310-01 Auto drain level high high - Alarm
F21 Thermal fuse overload 63A SSD

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SSD - manual Position Description Valve
XA 1 Emergency Stop - reset at Oil separator differential No.1 nitrogen generator feed air fresh water
PDT01 Warning Open WF041
compressor panel pressure high cooling water inlet valve
Buffer tank pressure high Refrigerant cooler No.1 nitrogen generator feed air fresh water
PAHH 310-03 1050kPa SSD TT90 20°C Warning Open WF042
high temperature high cooling water outlet valve
PAH 310-03 Buffer tank pressure high 1000kPa Warning EWD B1, B2, No.2 nitrogen generator feed air fresh water
Electric water drains fail - Warning Open WF043
B3 cooling water inlet valve
PAL 310-03 Buffer tank pressure low 350kPa Warning
Compressor motor No.2 nitrogen generator feed air fresh water
Buffer tank pressure low Relay K35 - Warning Open WF044
PALL 310-03 200kPa Warning thermistor R2 high cooling water outlet valve
low
Compressor motor Open to No.1
Pressure transmitter >20mA Relay K34 - SSD No.1 nitrogen generator cross-connection three-
PA 310-03 SSD thermistor R1 high high nitrogen HV06
PT310 03 fault <4mA way air valve
Temperature generator
Pressure transmitter >20mA Cooling water inlet
PA 310-04 Warning transmitter on 50°C Warning Open to No.2
PT310 04 fault <4mA temperature high No.2 nitrogen generator cross-connection three-
water inlet nitrogen HV08
Temperature transmitter >20mA way air valve
TA 310-02 SSD Temperature generator
TT310 02 fault <4mA Cooling water outlet
transmitter on 60°C Warning Closed Cross-connection isolating valve CN010F
Temperature transmitter >20mA temperature high
TA 310-04 Warning water inlet
TT310 04 fault <4mA Open Buffer tank inlet valve
>20mA
QA 310-01 Oxygen analyser fault SSD g) At each local control panel, ensure that the emergency stop
<4mA
button is not latched in the stop position.
>20mA
QA 310-02 Dew point analyser fault SSD
<4mA
h) Acknowledge and reset all alarms by pressing the ‘ACK’ and
SSA 310-01 LCP circuit-breaker fault - SSD ‘RESET’ function keys on the control panels.

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Note: The buffer tank low pressure alarm will be activated and should be Emergency Cross-Operation Procedure
acknowledged but not reset.
In the event that a compressor or nitrogen generator is unavailable, the
i) At the No.1 generator control panel, press the START function generating units can be put into cross-operation mode, where the No.1 air
key to start the system. The control panel display will indicate compressor could supply the No.2 nitrogen generator and vice versa.
START UP MODE, the compressor will start up and supply air
to the nitrogen generator unit. As the air compressor and nitrogen generator membrane banks normally
operate as integrated units, it will be necessary to inhibit a number of alarms
j) Check the No.1 air compressor cooling system temperature. The and adjust the position of some valves before cross-operation can take place.
outlet temperature should be between 5°C and 10°C higher than
the inlet temperature. a) The nitrogen generator cross-connection three-way air valves,
HV06/HV08, should be positioned as required, depending on
k) Ensure that the pressure at the inlet to the No.1 nitrogen which compressor is to supply which nitrogen generator.
generator is approximately 1050kPa.
b) Open the cross-connection isolating valve CN010F.

SAMSUNG
l) Repeat steps i) to k) for the No.2 generator.
c) Push the MODE key on the local control panel to enter the
Nitrogen will now be produced from the membrane banks, with nitrogen emergency operating mode.
flowing into the buffer tank.
d) Push the F4-NEXT key twice - the CROSS OPERATION screen
Flow control valve (FCV 310-01) will control the membrane pressure based on will be displayed.
the oxygen content. The position of three-way product valve (MOV 310-03)
will be controlled by the dew point analyser and oxygen analyser, venting the e) Push the F2 key if No.2 compressor is to supply No.1 nitrogen
generator.

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gas to atmosphere when it is out of specification.

When the pressure in the buffer tank has risen to 1,000kPa, the nitrogen system OR
can be supplied with gas by positioning the valves as shown in the table
below: f) Push the F3 key if No.1 compressor is to supply No.2 nitrogen
generator.
Position Description Valve

Closed
Nitrogen main line pressure reduction valve
CN007F
Procedure to Stop the Nitrogen Generator
bypass valve
GCU line pressure reduction valve bypass The nitrogen generator is stopped by pressing the ‘STOP’ function key. A
Closed CN008F shutdown sequence will be initiated by the control system and the plant will
valve
Nitrogen main line pressure reduction valve stop within 1 minute.
Open CN003F
inlet valve
Nitrogen main line pressure reduction valve
Open CN004F
outlet valve
Open GCU line pressure reduction valve inlet valve CN005F
GCU line pressure reduction valve outlet
Open CN006F
valve
Closed GCU flow meter bypass valve CN032F
Open GCU flow meter inlet valve CN030F
Open GCU flow meter outlet valve CN031F

Issue: 1 - December 2009 IMO No: 9388833 Section 4.8 - Page 7 of 7

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 Bu Samra Cargo Operating Manual

Illustration 4.9a Inert Gas Generator Screen Shot

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual
4.9 Inert Gas Generator Chiller Unit - Compressor Dew Point Analyser
Manufacturer: Hartford Manufacturer: Panametrics
Inert Gas Generator No. of sets: 2 No. of sets: 1
Manufacturer: Aalborg Industries-Smit Gas Systems Type: 1218NHF6W4K Model: MTS 5
Type: GIn 22,500 - 0.25 BUFD Model: MSC-127 Probe: M2LR
No. of sets: 1 Motor: 205kW
Capacity (IG): 22,500m3/h Refrigerant: R-404A Oxygen Analyser
Capacity (air): 24,000m3/h Manufacturer: Opsis
Discharge pressure: 0.25 bar Chiller Unit - Condenser No. of sets: 1
Manufacturer: Bloksma Model: O200
Inert Gas Composition No. of sets: 1 Probe: Opsis 502
Oxygen (O2): 0.5% by volume (maximum) Type: Shell and tube, fresh water cooled

SAMSUNG
Carbon dioxide (CO2): 14% by volume (maximum) Model: HCE3-18-335-1KSG Introduction
Carbon monoxide (CO): 100ppm (maximum) Capacity: 431dm³ (shell), 202dm³ (tube)
Sulphur oxides (SOx): 10ppm (maximum) The inert gas (IG) system is used for the drying, inerting and gas freeing of the
cargo tanks, the cargo pipelines and void spaces, and is produced by an inert
Nitrogen (N2): Remainder Chiller Unit - Evaporator gas generator (IGG) located on the port side of the 3rd deck in the engine room.
Temperature: 30°C (average)/65°C (maximum) The IG/dry-air is introduced into the bottom of the tanks via the liquid header
Manufacturer: Bloksma
Dew point: -45°C (maximum) and filling lines, and the displaced gas is discharged through the vapour header
No. of sets: 1
Diesel oil consumption: 2,173kg/h (at design capacity) to the tank’s vent mast.

QGTC
Type: Shell and tube
Steam consumption
Model: VCE-20-325-2P-2C The products of combustion from the IGG are mainly CO2, water and small
(main burner): 6,400kg/h at 7 bar (minimum) and 175°C quantities of oxygen, carbon monoxide, sulphur and hydrogen. The water is
Capacity: 357dm³ (shell), 210dm³ (tube)
drained for the main part by condensation and by absorption in a dryer, so the
Blower Units inert gas produced essentially consists of 85% nitrogen and 15% CO2. After
Dryer Unit the combustion process, the inert gas produced contains sulphur oxides that are
Manufacturer: Rotodyne corrosive and must be removed before the IG is used in the system. After the
Manufacturer: Smit Gas Systems
No. of sets: 2 combustion chamber the gas is routed through a sea water cooling tower and
No. of sets: 1 water separator, where the gas is scrubbed and cooled with sea water spray as
Type: Single-stage, centrifugal
Type: Adsorption shown in illustration 4.9a. The water for this process is supplied from one of
Model: CV630/1360-P577DK10
Media: Activated Alumina the three water ballast pumps that take their suction from the engine room sea
Capacity (combustion): 25,677m3/h water crossover main and have a capacity of 3,000m3/h at 30mth. The inert
Capacity (combustion): 22,500m3/h
(regeneration): 12,000m3/h gas is cooled down to approximately 3°C above the sea water temperature, but
(air): 24,000m3/h is saturated with water, so the IG is allowed to pass through a demister that
Motor: 315kW
Air fan manufacturer: Rotodyne separates out the water droplets.
No. of sets: 1
Fuel Oil Pump After this process, the IG is dehumidified further by cooling it down in an inert
Model: CV-450/860-P30
Manufacturer: Saris gas cooler/demister vessel, where chilled water cooled by R404a refrigerant
Motor: 92kW
Model: KSVB4500R3 is circulated and used as the cooling medium. The condensate is drained via
Heater manufacturer: Jevi a water seal. It is then further dried by passing it through one of two large
No. of sets: 1 No. of sets: 2 desiccant dryers, after which the gas then flows to deck via the delivery
Capacity: 2.5m3/h at 25 bar Power: 565kW valve.
Motor: 4.6kW Cooler manufacturer: Recupair
Model: P40-16 AR 10R-25T

Issue: 1 - December 2009 IMO No: 9388833 Section 4.9 - Page 2 of 14

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 Bu Samra Cargo Operating Manual

Illustration 4.9b Inert Gas Generator Control Panel

GE N
ER

EM

CY
1 7

STOP

E 200
INSTRUMENT AIR 2114

TO PNEUMATIC EQUIPMENT OXYGEN

PZA-H HIGH/HIGH
PZA-LL
1505 4410 INERTGAS WATER CHILLER
2105 2103 COOLER UNIT

FUEL OIL PUMP LZA-H TZA-H RUNNING FAILURE OXYGEN

1012 4314 4402 HIGH
FLAME
FUEL OIL FAILURE TZA-H

2 2021/2121 4407

TZA-H

SAMSUNG
H31 H32 2312 BURNER ON
PZA-LL ANALYSER OXYGEN
1053 FAILURE LOW
M
7 8 9 OVERBOARD QIA
pqrs tuv wxyz 7001
RUNNING 1013 FAILURE
1059 2042
4 5 6
ghi jkl mno
1060
BY-PASS
VALVE
1 2 3 5260
DRYER UNIT
abc def
CLOSED OPEN

- 0 . PZA-H RUNNING FAILURE

2010
BLOWER 1 MODBUS
AMBIENT 2202 LZA-HH COMMUNICATION
2340 PZA-H ERROR
AIR 2208 2321 LA-H
OPEN
2322
PZA-L
2011 2351
OPEN
H27 H28
TZA-H PURGE
M 5216
PZA-L DRAIN
RUNNING 2203 FAILURE

QGTC
2320 CANCEL

BLOWER 2 QIA
I.G. PRESSURE TO DECK I.G. TEMPERATURE TO DECK I.G. FLOW TO DECK 2222 7101 OPEN
AMBIENT
AIR 6021
2228
DEWPOINT
2419 HIGH
PZA-H
2410 CLOSED 6053
H29 H30 2422

kPa °C Nm3/hr M
OPEN

6001
DELIVERY
OPEN
RUNNING 2223 FAILURE
PZA-L
STEAM 1634 CLOSED
1640
DRAIN
SEA WATER WASHING/COOLING OPEN
WATER OVERBOARD 6041

PURGE/ CW PUMP POWER POWER EMERGENCY PLC GENERATOR GENERATOR INERT GAS INERT AIR AERATION
DELIVERY RUNNING 24VDC FAILURE STOP BATTERY READY TO STANDBY OR AIR GAS PRODUCTION MODE RESET ACKNOWLEDGE LAMP TEST
VALVE LOW START FOR TO DECK PRODUCTION
FAILURE DELIVERY

3 4 5

COOLING WATER PUMP CAPACITY SELECT

6 0 - OFF 1 - 50% CAPACITY BLOWER 1 MODE SELECT
1 - NORMAL OPERATION 2 - 50% CAPACITY BLOWER 2 1 - LOCAL CONTROL
9 START 3 - 100% CAPACITY BLOWER 1 & 2 2 - REMOTE CONTROL

10 11 12

Key
1 - Source Supply Light 10 - Cooling Water Pump Select Switch 13 - Mode Select
2 - Inert Gas Generator Control Panel 1 = Local 1 = Inert Gas Production
MODE SELECT INERT GAS OR AIR TO TANKS
3 - Inert Gas Pressure to Deck Gauge 2 = Remote 2 = Air Production 1 - I.G. PRODUCTION 0 - OFF BLOWER VALVE CONTROL
4 - Inert Gas Temperature to Deck Gauge Start 3 = Aeration 2 - AIR PRODUCTION 1 - NORMAL OPERATION 1 - AUTOMATIC
2 - MANUAL
3 - AERATION MODE START
5 - Inert Gas Flow to Deck Gauge 11 - Capacity Selector Switch 14 - Inert Gas or Air To Tanks
6 - Oxygen Content Meter 1 = 50% Capacity Blower 1 0 = Off 16
7 - Emergency Stop 2 = 50% Capacity Blower 2 1 = Normal Operation
8 - Inert Gas Mimic Panel 3 = 100% Capacity Blowers 1 and 2 Start 13 14 15
9 - Start/Stop Generator 12 - Mode Select 15 - Blower Valve Control
1= Local Control 1 = Automatic
2 = Remote Control 2 = Manual
16 - Power Failure

Issue: 1 - December 2009 IMO No: 9388833 Section 4.9 - Page 3 of 14

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 Bu Samra Cargo Operating Manual
Several panels are used to control and operate the system: Gas Cooling The diesel oil is directed to the burner tip through tangential slots, which cause
the oil to leave the burner as a thin rotating membrane. Combustion atomising
• Main control panel with mimic Initially, the hot combustion gases produced are cooled indirectly in the
steam is supplied tangentially to the burner, but in the opposite direction to the
combustion chamber by a sea water jacket. Following this the cooling of the
• Blowers - starter panel for each blower, adjacent to the motor fuel spray, which causes further atomisation of the gas oil. As a result a bright
gases occurs at the scrubber section of the cooling tower, where the sulphur
• Chiller unit - skid-mounted control/starter panel, complete with blue flame is seen which even with a low oxygen content will not create any
oxides are washed out by sea water and are discharged overboard. After which
mimic soot. The main flame is ignited by the pilot burner and is monitored by an
the gas flows to the inert gas cooler which is the primary cooling area. This
ultraviolet (UV) flame detector that is connected to an electronic flame relay
• Dryer unit - skid-mounted control/starter panel, complete with reduces the inert gas temperature from +35°C to approximately +5°C.
in the local control cabinet. This relay will shut down the main burner via the
mimic main programming unit if the flame is too weak or has failed to ignite.
• A starter panel for the fuel oil pump, adjacent to the motor Dry-Air Production
The IGG can also produce ‘dry-air’ at the same rate as if it was producing The burner cone is subject to wear, which is dependent on the quality of the
• A control panel for the oxygen analyser fuel that is being used and the correct adjustment of the burner so that no black
inert gas. For the production of dry-air there is no combustion and no oxygen
content measurement. Because of this, the oxygen alarm signals are inhibited soot is being produced. As such the burner cone should be periodically checked
The generator is started and stopped from the control panel mounted next to the and replaced if excessive wear is evident.
unit, but when in use, the operation of the IGG plant can be monitored through whenever this mode of operation is selected.
the IAS via the IGG unit overview screen, and a number of the system valves

SAMSUNG
can be controlled from the IAS workstations. As long as the dew point of the dry-air is correct after the processes of cooling Pilot Burner
and drying, it can then be supplied to the cargo deck system through the
The main fuel oil burner detailed above is ignited by a 10 - 15cm long flame
The IGG also utilises an oxygen analyser for the indication of the oxygen delivery control valve 6041.
from the pilot burner which is fitted alongside.
content in the inert gas that is being discharged from the plant. The analyser
takes samples of the IG after it has been through the demister, and is fitted Inert Gas Generator Construction The pilot burner consists of an oil atomising nozzle and electrical spark plug
with maximum and minimum setting alarms. The gas is led to the deck main which operates off a 220V ignition transformer. This is activated after the start
The IGG essentially consists of the following main items:
via pressure control valve 6001 and the delivery valve 6041 depending on the button has been pressed and the IGG has gone through a pre-purge cycle. At
gas analysis. The valve is normally controlled by the oxygen and dew point • Fuel oil system the same time the fuel oil valves, and atomising air valve to the pilot burner

QGTC
analysers, and the gas is allowed to pass to the deck line only when the gas are opened, allowing combustion to commence. After 10 seconds the ignition
• Combustion chamber
analysis meets with the set requirements. A high oxygen level will result in the transformer is de-energised, but if a stable flame from the main burner has
delivery valve 6041 closing and the purge valve 6021 opening to vent the out • Combustion air system not been established and detected by the UV flame detector, the IGG will be
of specification IG to atmosphere at the top of the funnel. • Main oil burner automatically shut down and an alarm given.
• Pilot oil burner
Note: In the event of the vessel having a lay-up for a prolonged period, GTT The pilot flame is monitored by a UV flame detector that is independent of the
recommend that the tanks cannot be inerted for a period longer than two • Scrubber/cooling tower one used on the main burner and is connected to an electronic flame relay in
weeks. It is therefore recommended that the tanks are aerated for a period of • Cooling water system the local control cabinet. When the pilot burner has stabilised and is seen to be
up to six months, with refreshening taking place after this period of time. The functioning correctly, the main oil burner is then brought into operation after
tanks should then be inerted within two weeks of loading the next cargo. • Drain system approximately 15 seconds. (This is 85 seconds after the IGG start sequence has
• Chiller unit been initiated.) After a further 5 seconds the fuel oil and atomising solenoid
valves are closed, so stopping the pilot burner operation. By this time the main
Inert Gas System • Regenerative desiccant dryer burner should have come into operation and a stable flame established. If this
Inert Gas Generator • Oxygen analyser has not occurred the UV flame detector will shut down the IGG and issue an
alarm.
The IGG produces inert gas that essentially consists of 85% nitrogen and 15% • Dew point meter
CO2 by burning marine diesel oil in the combustion chamber. Fitted inside the
• Control, monitoring and instrumentation systems After a period of approximately 4 minutes from starting the IGG and provided
combustion chamber is a pilot burner and a main burner that operate on marine
the IG is within the specified tolerances for oxygen and dew point, the inert gas
diesel oil pumped to the unit by a dedicated supply pump. This provides oil
Main Fuel Oil Burner can be delivered to the tanks as required.
at a constant pressure to the IGG by utilising a built-in pressure relief valve.
Prior to the firing of the combustion chamber, but with the pump operating, The main fuel oil burner is of the mechanical high pressure type, and is
all of the fuel is returned to the pump’s suction by this relief valve. Due to the ignited by the pilot burner, capable of providing the IGG with 100% capacity. Fuel Oil System
way the system operates, the discharge pressure from the pump to the IGG Desuperheated steam is fed to the burner to aid atomisation. Alternatively, The fuel oil system consists of an oil pump that supplies MDO at a constant
can be regulated by altering the setting on this relief valve. Pressure control combustion air from two blowers each providing 50% of the required flow may pressure to the IGG burners as detailed in Section 2.6.6 of the Machinery
valve 6001 located at the drying unit outlet maintains a constant back-pressure be used in the absence of steam. Operating Manual.
throughout the system, so ensuring a stable flame in the combustion chamber
irrespective of pressure fluctuations in the distribution system.

Issue: 1 - December 2009 IMO No: 9388833 Section 4.9 - Page 4 of 14

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual

Illustration 4.9c Inert Gas Generator Water Chiller Control Panel

PC
4119 PT CONDENSER
WATER CHILLER UNIT CW
4101
4051
CONDENSER ALARM
TZA-H 4883 M
CW
4827
M LZA-L TIA-H
4817 4819 EXPANSION
PZA-H COMPRESSOR 2 PZA-L
BARREL 4261
4826 ALARM 4816 ECONOMISER
4828 4830 ALARM VAPOUR DLL
PORT COMP
TT PT SUBCOOLER LSA-L
4801 4160 4263
4232 4222
4821 LT EVAPORATOR
M M ALARM
M
EVAPORATOR
RUNNING 4802 FAILURE 4201
FSA-L
TZA-H 4171 4212
4027
M
LZA-L TIA-H
4017 4019 4250
PZA-H COMPRESSOR 1 PZA-L
4026 ALARM 4016 4205 4204
4238 4228
4028 4030 TT PT
TT TT
TT PT TT
4001 M

SAMSUNG
4213
RUNNING 4251 FAILURE
4021 LT ACCUMULATOR GLYCOL ALARM

M TT 4402

RUNNING 4002 FAILURE 4211

INERT GAS
TT
SOURCE SOURCE
SUPPLY SUPPLY
INERT GAS LZA-H
4301
4308 4314

POWER EMERGENCY PLC

RESET ACKNOWLEDGE LAMP TEST 24VDC STOP BATTERY
LOW 1

QGTC
WATER CHILLER COOLER MOTOR CURRENT MOTOR CURRENT RUNNING HOURS MOTOR CURRENT
COMPRESSOR 1 CIRCULATING PUMP COMPRESSOR 2
3 4 5 6
2
E 300
A 1800 A 20
120 A 1800

300 300
15
200 h 200
10 0000653
100 100
5

0 0 0

Main Screen Compressor 1 Compressor 2 Evaporator Evaporator Capacity Glycol Alarm

Section 1 Section 2 Control Temp Setpoints
COMPRESSOR MOTOR
0 - OFF
CIRCULATING PUMP
0 - OFF
LEAD/FOLLOW
1 - COMPRESSOR 1 LEADING
10
1 - ON 1 - ON 2 - COMPRESSOR 2 LEADING
GE N
ER
START START
7 8 9

EM

CY
1 1
7 8 9 START START 1 2
pqrs tuv wxyz

4 5 6 0 0
ghi jkl mno

1 2 3
abc def

- 0 .
S TO P

Key
1 - Mimic Panel 6 - Motor Current No.2 Compressor Gauge
2 - Water Chiller Cooler Panel 7 - Compressor Motor Start/On/Off Switch
3 - Motor Current No.1 Compressor Gauge 8 - Circulating Pump Start/On/Off Switch
4 - Motor Current Circulating Pump Gauge 9 - Compressor Selector Switch
5 - Running Hours Gauge 10 - Emergency Stop Pushbutton

Issue: 1 - December 2009 IMO No: 9388833 Section 4.9 - Page 5 of 14

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual
The oil supply and return lines to the two burners are fitted with remotely operated and is opened by the control system in the event of a burner failure Regenerative Desiccant Dryer
operated valves that are controlled through the IGG control panel. When the during start-up, when it is possible that the sea water could be contaminated
Inert gas from the chiller unit flows to a regenerative dryer unit at a temperature
burners have been shut down and the pump is still running, all of the MDO with unburnt fuel oil. If this occurs the water is discharged to the engine room
of 5°C where it is dehumidified to the required dew point. The dryer is fitted
from the pump is returned to the pump suction. bilge holding tank, and as long as the valve remains open the IGG starting
with two vertically-mounted vessels that contain activated alumina desiccant
sequence will be blocked by the valve’s limit switch.
which readily adsorbs moisture. The unit operates automatically with one
Combustion Air System vessel in operation and the second off-line being regenerated.
Chiller System
The combustion air is supplied to the main burner by two air blowers of 50%
The regeneration process is carried out by hot air drying. A fan takes a supply
capacity each. The quantity of combustion air to the burner can be remotely The inert gas is cooled by being passed through a finned gas heat exchanger
of fresh air and passes it through two duty/standby 565kW electric heaters,
adjusted by regulating the motorised valves on the outlet side of each blower. (evaporator), which has sufficient capacity to cool the gas from a maximum
heating it to a maximum of 149°C. The heated air is blown through the vessel,
temperature of +35°C and 100% relative humidity down to a temperature of
in the opposite direction to normal inert gas flow, drying the desiccant.
These valves must be adjusted so that the oxygen content of the inert gas +5°C and 100% relative humidity. The evaporator is cooled by freon R404a
produced is within the limits set for the plant. The supplied air pressure is supplied from a motor-driven compressor, and the cooling effect causes the
Vessel changeover takes place automatically every 6 hours. The complete
monitored by high and low pressure switches and displayed on a pressure moisture in the inert gas to condense so that the water can be removed.
regeneration process takes 6 hours, which includes a maximum of 3 hours hot
indicator.
air flushing. Following the regeneration heating period, inert gas is admitted

SAMSUNG
The capacity of the plant is controlled automatically over a range between zero
and circulated by the fan through a fresh water cooler. Once cooled the vessel
and 100% to adapt to the cooling capacity of the sea water which can vary
Combustion Chamber is ready for the next adsorption period.
between 0°C and +32°C. This is necessary to prevent the condensate from
The combustion chamber houses the main and pilot burners and is surrounded freezing when the vessel is operating in cold climates.
by a cooling water jacket that is used to remove as much heat generated as Purge and Delivery Valves (6021 and 6041)
possible from the gas. The jacket is equipped with a spiral that promotes The chiller unit comprises:
The inert gas supply line from the inert gas generator has a remotely operated,
uniform water flow.
• Inert gas cooler supplied with a chilled water/glycol mixture fail closed pneumatic delivery valve 6041, which allows the IG to pass to the
deck. A remotely operated, fail open purge valve 6021 is fitted to a branch
• Demister unit
Washer/Cooling Tower upstream of the delivery valve, which vents inert gas to atmosphere at the top

QGTC
• Refrigeration compressor x 2 of the funnel.
From the combustion chamber, inert gas flows to the washer/cooling scrubber
tower where it is washed to remove contaminants and cooled. The gas enters • Electronic expansion valves
the bottom of the scrubber and flows upwards through a wet filter and a water When the inert gas generator is started and IG PRODUCTION mode is selected,
• Water chiller the delivery valve will close and the purge valve open. The inert gas produced
mist generated by cone nozzles. The wet filter and water mist clean the inert
gas before it passes through a stainless steel demister at the top of the tower. • Condenser will be vented through the purge valve 6021 for a minimum of 5 minutes until
The demister prevents any water droplets being carried over from the tower. the oxygen content is within set limits, at which time the delivery valve 6041
• Water/glycol circulation pump will be opened and the purge valve closed.
Manholes are provided adjacent to the nozzles, which allow inspection,
cleaning and access for renewal of the nozzles when necessary. Provided the volume and pressure of the IG remains the same, the maximum Limit switches fitted to valves 6041 and 6021 interrupt the starting sequence
quantity of water contained in the gas will only depend on the temperature of of the IGG in the event of a mechanical failure of either valve, so that the
A water seal arrangement mounted under the cooling section of the scrubber the gas. The lower the temperature, the less water vapour per m3 there will
tower discharges the sea water and the condensate from the generator purge valve is not fully open and/or the delivery valve is not fully closed.
be in the gas mix at 100% relative humidity. Based on this, the freon cooler By incorporating this safety feature the air drawn into the IGG combustion
overboard, while at the same time maintaining the required over-pressure in performs an initial function in drying the IG by bringing down the temperature
the IGG and preventing the escape of IG to the atmosphere. The IGG controls chamber during the pre-purge starting sequence cannot be inadvertently
to a few degrees above the freezing point, and the dew point of the gas down to discharged to the cargo tanks.
the height of the water seal by taking its signal from a differential pressure approximately +5°C. The condensate formed is drained via a condensate drains
controller that subsequently controls the position of the overboard discharge system with sight glasses and condensate water seal. To remove any remaining
valve. As soon as the cooling water pump is connected to the IGG the level water droplets from the cooled gas, a demister has been fitted on the outlet side
control is automatically activated. The height of the water in the seal pipe of the refrigerating module.
smoothly follows the pressure inside the IGG and in conjunction with the IG
pressure control valve 6001. The seal helps to maintain a constant pressure The compressor is fitted with an automatic slide capacity control, and has
in the combustion chamber, giving stable operating conditions which ensure a provision for modulated continuous control by means of a hot gas bypass
a constant combustion air supply, and a constant oxygen level at the IGG system that is always on standby. There is also an automatic crankcase oil
discharge. A level switch at the bottom of the washing/cooling tower is also heater which is switched on when the compressor stops and vice versa.
used as a safeguard to ensure a proper discharge of water to the water seal.
The compressor is fitted with high and low pressure cut-outs and a LO high
A drain valve has also been fitted to the sea water cooling overboard discharge temperature cut-out.
line, but this is normally closed during IGG operations. The valve is solenoid

Issue: 1 - December 2009 IMO No: 9388833 Section 4.9 - Page 6 of 14

Produced by: WMT Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 4.9d Inert Gas Generator Regenarative Dryer Control Panel

5453 TT HEATING TIME TT

5057 TOO LONG 5056
PURGE TO
OUTSIDE 5450 5440
COOLING WATER
5430
WET INERTGAS

INSTRUMENT AIR
5016 5026
TIZA-H COOLING WATER
5011 5021 5408

5401 AMBIENT AIR

PZA-L RUNNING
5002 5003
5305 VESSEL 1 VESSEL 2

5404 M 5403

DRYING DRYING

FAILURE 5411

1
REGENERATION REGENERATION
FAILURE

TZA-H
5416

5081 5091

SAMSUNG
DEWPOINT 5420
HIGH
5031
TIZA-H TZA-L TZA-H
5216 5034 5415 5414 FAILURE
QIA
7101
TZA-H
5041 5051 5418
DRY INERTGAS
HEATER SELECTION DRYER MANUAL REGENERATION
0 - OFF 0 - OFF
1 - ELECTRICAL HEATER 1 1 - ON 1 - ON
2 - ELECTRICAL HEATER 2 (SPARE) START START
DRYING MANUAL POWER EMERGENCY PLC VALVE
RESET ACKNOWLEDGE LAMP TEST REGENERATION 24VDC STOP BATTERY FAILURE
LOW

STATUS DRYER

100
8 9 10

QGTC
E

2
FLOW INDICATOR DEWPOINT ANALYSER 11

F1 F2 F3 F4 F5
12 MAIN SWITCH

ENTER ESC POWER

REGENERATION OUTLET REGENERATION OUTLET I.G. OUTLET TEMPERATURE SUCTION TEMPERATURE REGENERATION INLET
TEMPERATURE DURING COOLING TEMPERATURE DURING HEATING HIGH DRYER FAN HIGH TEMPERATURE CONTROL

13

3 4 5 6 7

Key
1 - Mimic Panel 8 - Heater Selection Switch
2 - Status Dryer Control Panel 9 - Dryer Selection Switch
3 - Regeneration Outlet Temperature During Cooling Indicator 10 - Manual Regeneration Selection Switch
4 - Regeneration Outlet Temperature During Heating Indicator 11 - Dew Point Analyser
5 - IG Outlet Temperature High Dryer Indicator 12 - Flow Indicator
6 - Suction Temperature Fan High Indicator 13 - Main Switch
7 - Regeneration Inlet Temperature Control Indicator

Issue: 1 - December 2009 IMO No: 9388833 Section 4.9 - Page 7 of 14

Produced by: WMT Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual
Oxygen Analyser System Monitoring Tag Description Setting IGG Action
The oxygen analyser is used for the continuous monitoring of the oxygen levels Delivery stop,
in the inert gas generator outlet. The gas sample continuously flows through The monitoring of the IGG plant can be undertaken through the IAS workstation Oxygen content high/high 0.75%
automatic reset
the analyser sensor because of the higher pressure in the IG system, and so this graphic display, but thermometers and pressure gauges have also been provided
around the systems to provide local displays. Oxygen content high 0.5% Indication only
ensures that the oxygen content is continuously measured. The high alarm set
Oxygen content low
point is fixed by the application of the inert gas, while the low alarm protects
against under-stoichiometric combustion that produces a too high a content of Delivery stop,
Measurements and Alarms Oxygen content low 0.2%
automatic reset
carbon monoxide (CO) and hydrogen (H2).
Dryer unit failure
The following alarms are shown on the main IGG mimic panel:
Note: Stoichiometric (or theoretical) combustion is the ideal combustion Dryer outlet temperature
TZA-H 5216
process during which a fuel is completely burnt. A complete combustion is high
Tag Description Setting IGG Action
a process which burns all the carbon (C) to CO2, all of the hydrogen (H) to Delivery stop,
Fuel pump failure 4.9A IGG stop after purge QIA-7101 Dew point high -45°C
H2O and all of the sulphur (S) to SO2. If there are any unburnt components automatic reset
in the exhaust gas such as carbon, hydrogen or carbon monoxide, the PZA-L 1053 Fuel oil pressure low 10 bar IGG stop after purge
Delivery stop, manual
Instrument air pressure Generator and cooling PZA-H 6053 Delivery pressure high 25kPa

SAMSUNG
combustion process is incomplete. PZA-L 1505 550kPa reset
low water pump stop
Modbus communication
When the instrument is first switched on, the upper and lower displays are PZA-L 1634 Steam pressure low 380kPa IGG stop after purge error
illuminated for approximately three seconds and the sensor cell then warms- PZA-L 1640 Steam pressure low low 180kPa IGG stop after purge Power failure
up and stabilises. The unit then provides the O2 reading, and adjustment of the
Generator stop after PLC battery low
alarm set points can be made via the membrane keys on the unit front. In the Blower 1 failure
blower 2 purge
event of the IG going out of specification and the oxygen analyser going into an Purge/delivery valve
alarm condition, the analyser will not shut down the IGG plant, but if the alarm Generator stop after failure
Blower 2 failure
remains for more that 60 seconds it will open the purge valve 6021 and close blower 1 purge

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the delivery valve 6041 via the Smit control system. The oxygen content will Combustion air pressure
PZA-H 2010 50kPa IGG stop after purge The following alarms are shown on the chiller mimic panel:
auto-change if the O2 control switch is in the ‘active’ mode. This will control high
Tag Description Setting IGG Action
more or less fuel to the burner utilising auto control valve W2024 which works Combustion air pressure
in a loop with the analyser. PZA-L 2011 5kPa IGG stop after purge No.1 compressor failure/
low
alarm
2021 Main flame failure IGG stop after purge
No.1 compressor suction
2121 Pilot flame failure IGG stop after purge TZA-H 4827
The oxygen analyser must be calibrated at regular intervals with the aid of temperature high
‘zero’ gas (nitrogen) and a ‘span’ gas (instrument air). For the full procedures Jacket cooling water
TZA-H 2312 55°C IGG stop after purge No.1 compressor suction
on this operation refer to the manufacturer’s manual. temperature high PZA-H 4826
pressure high
Jacket cooling water
PZA-L 2320 150kPa IGG stop after purge No.1 compressor
pressure low PZA-L 4816
Dew Point Analyser discharge pressure low
Jacket cooling water Generator and cooling
The dew point analyser is fitted on the front of the regenerative dryer control PZA-H 2321 No.1 compressor oil level
pressure high water pump stop LZA-L 4817
panel and takes samples of the IG after the drying module and monitors the gas low
Generator and cooling
via a probe. This provides a 4-20mA output that is used to continually indicate, LZA-H 2322 Cooling water level high No.1 compressor oil
water pump stop TIA-H 4819
measure and monitor the IG. In the event of a too high a dew point reading temperature high
remaining for more than 15 minutes, the analyser will open the purge valve IG cooler inlet
TZA-H 4407 35°C Stop after purge No.2 compressor failure/
6021 and close the delivery valve 6041 via the Smit control panel. temperature high
alarm
IG cooler pressure inlet Direct stop without
PZA-H 4410 450kPa No.2 compressor suction
high purge TZA-H 4027
temperature high
IG cooler outlet
TZA-H 4402 7°C IGG stop after purge No.2 compressor suction
temperature high PZA-H 4026
pressure high
LZA-H 4314 IG cooler level high
No.2 compressor
Water chiller unit failure PZA-L 4016
discharge pressure low
Delivery stop, manual No.2 compressor oil level
Oxygen analyser failure LZA-L 4017
reset low

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 Bu Samra Cargo Operating Manual

Illustration 4.9e Inert Gas Generator Sea Water System

From Water Spray Pump and
ZI VC ZI
Ballast Stripping Eductor Bilge, Fire and General Service
BA101 BA101 BA101
(300m3/h) Pump Discharge
ZS ZS PI PI
PI PI ZI
MM254 MM253
FD035

VC
BA101F BA100F BA012F BA011F FD035
PM Engine Hull
Room

ZI VC ZI ZI VC ZI From Bilge
BA023 BA023 BA023 BA017 BA017 BA017 Overboard FD036F FD035F

ZS ZS ZS ZS

BA023F BA017F FD034F

ZI VC ZI VC ZI Sea Water

SAMSUNG
BA020 BA020
AUTO MC BA008 BA008 BA008
To Inert Gas STOP HV020 Main Crossover
Generator PM PI PI ZS ZS
PS PI PI PI
MM251 MM248 MM256
From Ballast Ring
BA020F BA008F Main Port
ZI
ZS ZI ZI
ZI
ZS
No.3 BA005 ZS ZS
BA025 BA002 BA010
VC
BA005 VC VC
VC
BA025F BA002
BA002F BA010
BA010F
BA025
ZI BA005F
ZS ZI ZI
ZI BA005 ZS ZS
ZS BA002 BA010
BA025

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ZI VC
BA013 BA013 ZI VC ZI VC ZI
BA019 BA019
AUTO MC BA007 BA007 BA007
Aft Peak STOP HV008
PM
Tank BA021F PM PI PI ZS ZS
PS PI PI
MM250 MM247

BA013F
BA019F ZI
ZS
BA007F
No.2 BA004
ZI
ZS VC
BA026
BA004
VC
BA026
BA026F ZI BA004F
ZS ZI ZI
BA004 ZS ZS
BA001 BA009
ZI
ZS
BA026 ZI VC ZI VC ZI
BA018 BA018
AUTO MC BA006 BA006 BA006
VC
BA001F VC
BA009F
BA001 BA009
STOP HV009

PM PI PI ZS ZS ZI ZI
PS PI PI ZS ZS PI
MM249 MM246 BA001 BA009
MM255
From Ballast Ring
BA018F BA006F Main Starboard
ZI
ZS
No.1 BA003
Ballast Pumps VC
(3000m3/h x 3kg/cm2) BA003

ZI VC ZI ZI VC ZI ZI BA003F
ZS
BA022 BA022 BA022 BA016 BA016 BA016 BA003

Sea Water
ZS ZS ZS ZS
Main Crossover

BA022F BA016F Key

Sea Water

BA014F Electrical Signal

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 Bu Samra Cargo Operating Manual

Tag Description Setting IGG Action IGG Local Control Panel • Inert Gas or Air to Tanks Selector Switch
No.1 compressor oil The IGG local control panel controls the complete system, with the installed 0 = Off
TIA-H 4019 PLC operating the fuel oil pump, blowers and monitoring the chiller and dryer
temperature high 1 = Normal Operation
Evaporator alarm units. A mimic panel on the front of the panel displays the IGG plant, as shown
in illustration 4.9b, with motor running lights and automatic valve open/closed Start
Condenser alarm
indicating lights. • Blower Valve Control
Glycol expansion tank
LSA-L 4263
low level All alarm indication will be displayed on the mimic. 1 = Automatic
FSA-L 4212 Glycol flow low IGG stop after purge 2 = Manual
• In normal operation all of the alarm LEDs are unlit.
Glycol circulation pump 16.5A IGG stop after purge
• An alarm will be indicated by an audible signal and a flashing • Power Failure Indicator
motor failure
Glycol alarm IGG stop after purge light on the mimic.
Gauges indicating the inert gas outlet pressure, temperature and flow have also
LZA-H 4314 Demister water level high IGG stop after purge • An alarm is accepted by pressing the ACKNOWLEDGE been fitted to the panel.
PLC battery low pushbutton. The audible alarm will stop sounding.

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• To reset an alarm the RESET pushbutton should be operated. The
alarm LED will stop flashing but remain illuminated until the
Preparations for Starting the Inert Gas Generator
The following alarms are shown on the main regeneration dryer mimic
panel: cause of the alarm is corrected, when it will be extinguished.
To prepare the IGG plant for operation the following procedure should be
Tag Description Setting IGG Action • A LAMP TEST pushbutton is provided to confirm all lamps are followed:
Instrument air pressure operational.
PZA-L 5305 5 bar IGG stop after purge • Confirm there is sufficient electrical generating capacity
low available at the main switchboards.
Below the mimic display are the IGG control buttons and switches which
Regeneration fan motor
104A IGG stop after purge include the following: • Ensure that power is available to the local IGG control panel
failure

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and to the local panels for the refrigeration dehumidifier and the
TIZA-H Regeneration flow • Inert Gas Generator Start/Stop Pushbuttons
75°C Regeneration stops regenerative desiccant dryer.
5408 temperature high • Cooling Water Pump Selector Switch
• Ensure that steam is available.
No.1 air heater high
TZA-H 5418 Heater stops 0 = Off
temperature • Ensure that the control air is available.
No.2 air heater high 1 = Normal Operation
TZA-H 5416 • Ensure that the fresh water cooling system is available,
temperature Start supplying the refrigeration condenser and the dryer cooler.
TZA-HH No.2 air heater high high • Capacity Selector Switch • Check that there are no alarms displayed. Operate the RESET
5416 temperature
1 = 50% Capacity Blower 1 pushbutton on the IGG panel.
Regeneration air
TZA-L 5414 140°C Indication only • Ensure that the oxygen analyser is calibrated.
temperature low 2 = 50% Capacity Blower 2
Regeneration air 3 = 100% Capacity Blowers 1 and 2 • Open the scrubber tower overboard discharge valve WS450F
TZA-H 5414 200°C Heater stops
temperature high and ensure the inert gas pressure control discharge valve 6001
• Mode Select Switch is operational.
TIZA-H
IG outlet temperature high 60°C IGG stop after purge
5216 1 = Local Control
QIA-7101 Dew point high Note: In the event of a flame failure during the burner start sequence, the
2 = Remote Control
PLC battery low system changes over the scrubber tower discharge to the bilge holding tank.
• Mode Select Switch For this to occur the bilge drain valve switch, situated inside the IGG cabinet,
1 = Inert Gas Production must be turned to 1 AUTOMATIC. If the switch is turned to the CANCEL
position, the automatic water dump to bilge facility is turned off.
2 = Air Production
3 = Aeration

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 Bu Samra Cargo Operating Manual

Illustration 4.9f Inert Gas Generator Fuel Oil Service System

Inert Gas Generator

Diesel Oil Service Tank
(145.1m3) From Control
Air System

LAHH OD022F

SAMSUNG
MM223

25

PIAL Pilot
Burner
40 PI
PI PI PI PI TI

40 32

OD370F
Inert Gas
25
Inert Gas Generator Main Burner
Generator Burner
Diesel Oil Supply Pump

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(2.5m3/h x 25kg/cm2)

Inert Gas Generator

To Gas Combustion
Unit Diesel Oil Pumps

PI PI PAL PAL

From Steam 150

System

Condensate Condensate
Key

Marine Diesel Oil

Air

Steam

Condensate

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 Bu Samra Cargo Operating Manual
Procedure for Starting the IGG Plant d) Confirm that power is available to the No.2 ballast pump starter. c) Open the valves at the liquid separator and the oil separation
If the pump is to be started through the IAS, switch the pump to valve on the evaporator. Then check that the following valves
Set up the IGG auxiliary systems in accordance with the following: MANUAL. are closed:
• Oil drain valve on the compressor
e) Start the ballast pump and open the discharge valve BA018F.
Sea Water System • Condenser drain valve
Confirm that sufficient water is flowing through the IGG. The
If not already operating, one of the ballast water pumps will need to be made orifice plates fitted throughout the system should ensure that the
ready and started as follows: correct volume of water flows through each section of the IGG Note: The shut-off valves for charging and draining the system of freon and
and its scrubbing tower. the vent valve 4 on the condenser must be kept closed.
a) Ensure that the sea water crossover main is operational.
The sea water system is now operational and the interlocks will allow the inert d) Close No.2 compressor inlet and outlet valves, then fully open
b) Confirm that all of the pressure gauge and instrumentation gas generator to become operational. the remaining refrigerant system valves with the exception
valves are open and that the instrumentation is functioning of the No.1 compressor’s discharge valve. This must only be
correctly. opened a quarter of a turn.
Steam Atomising System

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c) Set up the valves as shown in the table below. It has been a) Set up the atomising steam from the low pressure steam system e) Ensure that the No.1 compressor suction valve is fully open.
assumed that water is being taken from the sea water crossover in accordance with Section 2.2.3 of the Machinery Operating
main and that the main is lined-up on the operating sea chest. Manual. The atomising steam shut-off valve will open when f) At the compressor local start panel, select the No.1 compressor
It has also been assumed that it is the No.2 ballast pump that is fuel oil is supplied to the burner. as the lead machine, then turn the motor start switch to the
being used to supply the cooling water. START position and release to position 1. The compressor
Fuel System should start.
Position Description Valve
a) Set up the fuel oil system by opening the following valves.
Closed No.1 ballast pump sea water suction valve BA003F g) Slowly open No.1 compressor discharge valve.
Illustration 4.9f refers.

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Closed No.1 ballast pump ballast suction valve BA006F
h) Check that the oil return flow from the separator is functioning,
Closed No.1 ballast pump discharge valve BA018F Position Description Valve (the pipe should be hot).
Open No.2 ballast pump sea water suction valve BA004F Open IGG DO service tank quick-closing outlet valve OD022F
Closed No.2 ballast pump ballast suction valve BA007F Set IGG DO pump suction strainer inlet valve i) Close the isolating valves to the evaporator’s level indicator to
Open No.2 ballast pump discharge valve BA019F Set IGG DO pump suction strainer outlet valve prevent an error showing on the pressure indicator caused by the
Closed No.3 ballast pump sea water suction valve BA005F boiling of the freon.
Open IGG DO supply pump discharge valve OD370F
Closed No.3 ballast pump ballast suction valve BA008F Open IGG combustion unit manual inlet valve j) Open the chilled water circulating pump discharge valve to its
Closed No.3 ballast pump discharge valve BA020F correct position and lock in place. At the local control panel,
Closed Ballast main crossover valve BA026F turn the motor start switch to the START position and release to
Start-Up of the Chiller Unit
Closed Ballast main crossover valve BA025F position 1. The pump should start.
Closed Starboard ballast overboard discharge valve BA022F The following assumes that No.1 compressor is duty with No.2 shut down.
Closed Ballast ring main supply valve BA018F Start-Up of the Regenerative Dryer
Open IGG sea water supply valve BA021F CAUTION The detail of the regenerative dryer control panel has been shown in illustration
Open IGG combustion chamber jacket actuated ZS043 The main power switch/isolator should be switched on at least 24 hours 4.9d.
inlet valve before starting a refrigerant compressor.
Open IGG combustion chamber overboard BA024F a) Confirm that instrument air is available to the dryer and the
discharge valve a) Check the level of oil in the compressors’ sight glass and supply valves to the unit are open. Ensure that the instrumentation
Open IGG cooling tower overboard discharge WS450F replenish as necessary. The oil level should always be visible valves are open.
valve in the sight glass. Refer to the manufacturer’s manual for the
method of refilling the system. b) Check that power is available to the dryer starter and electric
heaters, then position the remaining valves in accordance with
b) Ensure that control air is available and that all of the the table below:
instrumentation valves and valves for the control equipment are
open.

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Position Description Valve • The fuel oil solenoid valves open to allow fuel oil and fan air units will start and the pressure monitoring equipment
control air to the pilot burner. will become active. The wet-air can then be delivered to the
Closed Cooler drain valve 4303
• The ignition transformer and the spark plug are energised. tanks without the need to wait the 4 minutes, as no combustion
Closed Demister vessel drain valve 4305 or inert gas is involved.
Open Monitoring equipment shut-off valve • After 70 seconds the pilot burner is ignited, detected by
the UV flame detector and the ignition transformer is de-
energised, otherwise the generator shuts down and an alarm Oxygen Analyser
c) Select the heater option to be used, either No.1, the main electric
heater, or No.2, the standby (spare) heater. is given. To operate the oxygen analyser, proceed as follows:
• After 85 seconds the solenoid valve opens to allow fuel oil
d) At the local control panel, turn the dryers start switch to the to the main burner. The pilot burner ignites the main burner a) Turn the oxygen analyser calibration switch to the SAMPLE
START position, then release to position 1. and the atomising air/steam is supplied to the burner. GAS position.

• After 90 seconds the solenoid valves close and shut off fuel b) Check that there is a flow of gas through the oxygen bubbler
Regenerator Dryer Alarms oil and control air to the pilot burner. The pilot burner is unit for cleaning the sample gas.
Alarm Set Point extinguished.

SAMSUNG
Regenerator low outlet temperature during heating 120°C • The pressure control system becomes active and automatically Once the acceptable oxygen content, dew point and IG outlet temperature has
adjusts the generator’s pressure. been achieved, the inert gas delivery valve 6041 can be opened and the vent
Regenerator high outlet temperature during heating 200°C
valve 6021 will close, so allowing inert gas to the main deck.
Suction temperature fan high temperature 75°C
e) Check that the plant temperatures and pressures are normal.
Inert gas outlet temperature high from dryer 60°C
Procedure for Stopping the IG Plant
After approximately 4 minutes of operation and if the oxygen limits are within
Start-Up of the Inert Gas Generator Unit the limits specified by the analyser, the operator must switch the IG OR AIR
The IG plant is shut down locally from the IGG control panel by pressing the
TO TANKS switch to the START position. This will allow the delivery valve
a) Check the level of oil in the fan air units and replenish as IG GENERATOR STOP button. The IGG control cabinet is also fitted with an
6041 to open and the purge valve 6021 to close, so allowing inert gas to be

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necessary. EMERGENCY STOP button and so the unit can also be stopped by pressing
supplied to the tanks.
this.
b) Open the fuel and steam supply valves to the unit.
Dry-Air Production When stopping the IGG, switch off the IG OR AIR TO TANKS selector switch
c) At the IGG local control panel, set the switches in accordance If the IGG is to be used for the production of dry-air, the production mode which will close the IG delivery valve to deck 6041 and open the purge valve
with the following: selection switch IG PRODUCTION/AIR PRODUCTION/AERATION must 6021, and select PURGE on the mode switch. The plant then goes through the
be switched to AIR PRODUCTION before starting the unit. The IGG is then following sequence:
• Turn the LOCAL/REMOTE mode selection switch to the
LOCAL position. started in the same way as previously described. The fan air units will then
start and the pressure monitoring equipment will become active. The dry-air a) The fuel oil pump will be stopped and the main burner
• Turn the MODE SELECT switch to the IG PRODUCTION can then be delivered to the tanks without the need to wait the 4 minutes, as no extinguished. The fan air units/steam will keep running for
position. combustion or inert gas is involved. approximately 3 minutes and will purge the combustion chamber
with air to remove any oil vapour and sulphur gases.
• Turn the INERT GAS OR AIR TO TANKS switch to the
NORMAL OPERATION position. Aeration (Without Dryer Unit) b) Turn the selector switch to NORMAL STOP.
• Check that the bilge DRAIN CANCEL switch inside the Aeration is the process of filling the tanks with normal air that has not been
local control panel is in position 1 (AUTODRAIN ON) and dried. The air bypasses the dryer via the dryer bypass valve 5260, although the c) Close the outlet valve on the chiller unit evaporator and wait
that the bilge DRAIN POSITION switch is put into position air can be passed through the inert gas cooler to bring its temperature down until the compressor stops on low suction pressure.
0 (DRAIN CLOSED). to 4°C. If the IGG is to be used for aerating the tanks, the production mode
selection switch IG PRODUCTION/AIR PRODUCTION/AERATION must d) Close the hot gas inlet valve and then close the liquid return
d) Press the IG START button on the local control panel to start the be switched to AERATION before starting the unit. valve to the evaporator.
inert gas generator. The start-up sequence will commence and
the following will occur: a) Open valve 5260 in the dryer bypass line monitored by a limit e) Close the valve for the oil separation on the evaporator.
• The fuel oil pump will receive a signal to start and the steam switch.
valve will open. f) Switch off the regenerative dryer at its control panel via the
b) Press the IG START button on the local control panel to start the START/STOP switch. The regeneration of the dryer will
• The system, including the combustion chamber, will then be inert gas generator. The start-up sequence will commence, the continue until the ‘cooling with air’ period is completed. This
purged with air for approximately 60 seconds.

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will occur only when the dryer is in a period of heating and Procedure for Regeneration
the activated alumina is being dried out. When this has been The dryer vessels need to be changed over every 6 hours to dry out (regenerate)
completed, the dryer will automatically stop. the desiccant in the recently used vessel. The hot air from the heaters flow
in the opposite direction to the gas flow to evaporate the water which is then
g) Wait at least 30 minutes to allow the plant to cool before carried off in the flushing stream.
stopping the sea water cooling (ballast) pump and closing the
pump suction and discharge valves. At commencement of regeneration the vessel is depressurised by opening
valve 5453 in the purge line, and opening 5016 or 5026 dependent on the
h) Drain the water seal via the DRAIN switch inside the local vessel being regenerated (system mimic in illustration 4.9d refers). Hot air
control cabinet. This will empty the scrubber tower of water, but then flows through the vessel via valves 5041 or 5051 to carry off the water.
must be closed again when completed. On completion of the heating period the four-hour cooling period commences
with valves 5401 closing, and at the same time, valve 5031 opens to fill the
i) Close the sea water overboard discharge valve WS450F. cooling circuit with dry IG. Valve 5440 opens to allow the IG to pass through
the cooler and fan unit.
j) Close the fuel oil and instrument air supply valves.

SAMSUNG
Valve 5450 maintains a slight over-pressure of approximately 200mmWG.
Note: The instrument air supplies to the regenerative dryer should be left
open until the dryer has completed its regenerating cycle. Each tower takes
6 hours to regenerate.

k) Drain any fuel oil out of the burner housing by opening the
valve located underneath the main burner.

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l) Leave the electrical supply to the control cabinets on, as power
to the space heaters, oxygen analyser and oil separator line trace
heating after the compressor will all still be required.

If the plant is to be shut down for an extended period of time, the combustion
chamber jacket will need to be flushed with fresh water for approximately 1
hour after the burner has been stopped for 2 hours. The scrubber tower will then
need to be flushed for approximately 1 hour followed by the inert gas cooler for
approximately 40 minutes. When all of these operations have been completed,
all of the water remaining inside the units must be completely drained out.

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 Bu Samra Cargo Operating Manual

Illustration 4.10a Cargo Gas Detection

SAMSUNG
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 Bu Samra Cargo Operating Manual
4.10 Fixed Gas Sampling and Gas Detection three systems, two intelligent buffer interfaces (IBI) are connected. These No. Location Sample Warning Alarm
Systems IBIs gather and send all vital information such as fire alarms, gas detector Time (s) (LEL) (LEL)
real values, gas alarms, disconnections and faults to the vessel’s alarm and
1 No.1 cargo tank IBS - gas dome 100 30% 60%
monitoring system.
2 No.1 cargo tank IS - gas dome 101 30% 60%
SW2020 System This dual redundant system ensures that any cable break or single point failure 3 No.2 cargo tank IBS - gas dome 79 30% 60%
Manufacturer: Consilium Marine AB will not affect the communication to the alarm and monitoring system. All 4 No.2 cargo tank IS - gas dome 80 30% 60%
System: Salwico three systems are supervised by each other. For example, a power failure on the 5 No.3 cargo tank IBS - gas dome 60 30% 60%
GS3000 system will be indicated on the CS3000 system.
Salwico model: SW2020 6 No.3 cargo tank IS - gas dome 61 30% 60%
Type: Sample draw, continuous 24-minute cycle with 1 7 No.4 cargo tank IBS - gas dome 41 30% 60%
Note: The SW2020 system is a slave system and therefore any faults on the
pump and 13 minutes with 2 pumps 8 No.4 cargo tank IS - gas dome 42 30% 60%
GS3000 or the CS3000 will not be indicated on the SW2020 panel.
Cargo part: 24 - Sample points 9 No.5 cargo tank IBS - gas dome 20 30% 60%
2 - Infrared detectors GD-10, E Exd llC T6, E Exe, In the event of IBI problems: 10 No.5 cargo tank IS - gas dome 21 30% 60%
for methane 0-100% LEL 11 No.1 tank vent relief valve mast 100 30% 60%

SAMSUNG
• If one IBI has a problem, the other IBi is still running. The
2 - Infrared detectors GD-10, E Exd llC T6, E Exe, GS3000 system powers the IBI (address 14) and the CS3000 12 No.2 tank vent relief valve mast 70 30% 60%
for methane 0-100% Vol powers the IBI (address 15). If the 24V DC power feeding the 13 No.3 tank vent relief valve mast 59 30% 60%
IBI boxes is cut off it will be indicated on the control panels. 14 No.4 tank vent relief valve mast 41 30% 60%
GS3000 System 15 No.5 tank vent relief valve mast 22 30% 60%
In the event of a 220V AC main power loss:
Manufacturer: Consilium Marine AB 16 Vent drain tank for degassing 27 30% 60%
• The CS3000 fire detection will continue to operate from its
Salwico model: GS3000 17 No.1 cargo tank cofferdam 112 30% 60%
internal battery.
Detectors: 28- Infrared Bucom ST600EX-IR EEx d llC T6 18 No.2 cargo tank cofferdam 101 30% 60%

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• The GS3000 gas detection system will continue to operated
Sampling range: 0-100% LEL (0-5% vol.) methane + 100% 19 No.3 cargo tank cofferdam 80 30% 60%
from the UPS power or its own internal battery.
Self-test: Continuous 20 No.4 cargo tank cofferdam 60 30% 60%
• TheSW2020 gas sampling system will continue to operate from 21 No.5 cargo tank cofferdam 42 30% 60%
the UPS power. In the event of a UPS power failure the SW2020
will shut down. 22 No.6 cargo tank cofferdam 15 30% 60%
Introduction 23 Gas vent drain tank for bilge 25 30% 60%
24 Inside gas sampling cabinet 15 30% 60%
There are two completely separate gas monitoring/trip systems fitted on board. Gas Sampling Panel
One is the fixed gas sampling system which monitors the sampling points in Fixed Gas Sampling System (SW2020) There are two vacuum switches fitted within the system, one is used for an
the hazardous gas zone, and the other is the fixed gas detection system which internal leakage test and the other for a flow failure on the transportation pump.
monitors the non-hazardous gas zone areas. The analysing/control units for This system consists of a pre-suction pump which draws from each of the
The internal leakage test is carried out every 24 hours and consists of closing
both systems are located in the electrical equipment room on A deck, but there sampling points individually via a suction filter and discharges into the gas
all of the sampling solenoid valves and running the analyser pump. If the
are also repeater units for both systems installed in the fire control station and sampling unit via a flame screen. An analyser pump draws the sample in
vacuum switch is activated, it proves the integrity of all the pipework, valves,
in the wheelhouse that allow the active alarms to be viewed. and discharges it to the infrared gas analyser and finally out to atmosphere.
pump and the also the vacuum switch. An alarm sounds in the event of the
There are two gas analysers fitted, both of which are in constant use, with one
vacuum switch not being activated.
In the event of a gas being detected, alarms are activated simultaneously at the measuring 0 to 100% LEL and the other measuring 0 to 100% volume. The
IAS stations on the bridge, cargo control room and engine control room, and on LCD panel on the front of the main control panel displays both the LEL and
The Automatic Pipe Cleaning System (APCS) is activated by a sampling
the repeater units in the fire control station and in the wheelhouse. The alarms the % volume readings for the point being sampled.
pipeline becoming blocked. This will cause the pump to stop and the automatic
which sound in the engine room, motor room and cargo machinery room are
pipeline cleaning function to be started. This consists of purging the sampling
two-tone high pitched sirens, and there are also flashing lights that indicate There are 24 external sampling points and one internal sampling point which is
line back to the sampling point with dry compressed air to clear the blockage.
that the gas alarm has been activated. Both systems are calibrated on 100% located inside the analyser unit at the top of the cabinet. This internal sampling
The pump will then restart and try to obtain another sample. If the vacuum
methane. point is positioned to detect any gas due to leaking pipework within the cabinet.
switch is again activated the flow failure alarm will be activated and the
It will alarm at 30% LEL and shut down the system at 60% LEL. If a sample
The gas sampling and detection systems are part of the Consilium safety sampling point will be automatically disconnected.
from any of the 24 sampling points reaches 30% LEL a high gas alarm will be
system. The system consists of the CS3000 fire detection system, the GS3000 activated on the vessel’s alarm and monitoring system. A high high gas alarm
gas detection system, and the SW2020 gas sampling system. All three There are also two pressure switches fitted within the system for monitoring
is activated if the gas reading rises to 60% LEL. A complete sampling cycle
systems communicate with each other via a system loop. In addition to these the discharge pressures of the pre-suction pump and the analyser pump. They
takes approximately 24 minutes.

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 Bu Samra Cargo Operating Manual

Illustration 4.10b Fire and Gas Detection System Architecture

Hazardous Area Safe Area
Stop Valve Box
IR Type Gas Detectors
No.1 Adjacent Gas Combustion Unit Valve Hood Room SM-13/11 Loop 11 Out No.1 Cargo Tank Interbarrier Space - Gas Dome 1 Cargo Area
No.2 Adjacent Gas Combustion Unit Valve Hood Room No.1 Cargo Tank Insulation Space - Gas Dome 2 SW2020 Gas
Sensor Module
GS3000 Gas Sampling System
No.1 Adjacent Gas Combustion Unit (FWD) F/C, C Deck Detection System No.2 Cargo Tank Interbarrier Space - Gas Dome 3 IAS Cabinet
No.2 Adjacent Gas Combustion Unit (FWD) F/C, C Deck No.2 Cargo Tank Insulation Space - Gas Dome 4

No.1 Adjacent Gas Combustion Unit (AFT) F/C, C Deck No.3 Cargo Tank Interbarrier Space - Gas Dome 5

No.2 Adjacent Gas Combustion Unit (AFT) F/C, C Deck SM-13/11 Loop 11 In No.3 Cargo Tank Insulation Space - Gas Dome 6
IBI Fitted inside
IR Type Gas Detectors Sensor Modules No.4 Cargo Tank Interbarrier Space - Gas Dome 7
IAS Cabinet
SM-13/11 Loop 12 Out No.4 Cargo Tank Insulation Space - Gas Dome 8
No.1 Engine Room Supply Fan
No.5 Cargo Tank Interbarrier Space - Gas Dome 9 NIMEA RS232
No.2 Engine Room Supply Fan
No.5 Cargo Tank Insulation Space - Gas Dome 10
No.3 Engine Room Supply Fan
No.1 Cargo Tank Vent Relief Valve Mast 11 IBI in

SAMSUNG
No.4 Engine Room Supply Fan SM-13/11 Loop 12 In
No.2 Cargo Tank Vent Relief Valve Mast 12 19” Rack
IR Type Gas Detectors Sensor Modules Consisting of:
No.3 Cargo Tank Vent Relief Valve Mast 13
No.1 Fresh Air Intake AHU Accommodation Upper Deck SM-13/11 SW2020 Control Unit.
Loop 13 Out
No.4 Cargo Tank Vent Relief Valve Mast 14 SW2020 Analysing Unit. M6R
No.2 Fresh Air Intake AHU Accommodation Upper Deck 2 Infared Detectors for 0-100%
No.5 Cargo Tank Vent Relief Valve Mast 15 Level Methane
Gym Supply Fan Accommodation C Deck (One Working as Standby).
Gas Vent Drain Tank for Degassing Tank 16 2 Infared Detectors for 0-100% M3R
Ceiling on Gym Accommodation C Deck Drain Seperator Volume Methane
No.1 Cargo Tank Cofferdam 17 (One Working as Standby).
Galley Air Intake Accommodation Upper Deck 2 Pumps Working Simultaneously
No.2 Cargo Tank Cofferdam 18 (2nd Pump is Back-up if
Emergency Generator Room F/C A Deck First Pump Fails). M1R
SM-13/11 Loop 13 In
No.3 Cargo Tank Cofferdam 19 Test Gas Bottles.

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IR Type Gas Detectors Sensor Modules
No.4 Cargo Tank Cofferdam 20 IBI in
No.1 Passageway Port/AFT SM-13/11 Loop 14 Out
No.5 Cargo Tank Cofferdam 21 19” Rack
No.2 Passageway Port/FWD
No.6 Cargo Tank Cofferdam 22
Heavy Fuel Oil Pump Room and Foam Pump Room FWD
Gas Vent Drain Tank for Bilge 23 NIMEA RS232
Bosun’s Store Drain Seperator
Measuring Gas Outlet 01
No.3 Passageway Starboard/FWD Engine Control
Inlet for Fresh Air l1
Air Lock Cargo Motor Located in Electronic Located in Electronic Equipment Room
Equipment Room Dry Instrumentation Air Inlet C1 Room (Accommodation B Deck)
Cargo Machinery Room FWD (Accommodation
A Deck) Water Filter Outlet to Floor Well
Cargo Machinery Room AFT
Relay Outputs and 24V DC Outputs
No.4 Passageway Starboard/AFT SM-13/11 Loop 14 In
Main 220V AC Input
IR Type Gas Detectors Sensor Modules UPS 220V AC Input
Rectifier
SM-13/11 Loop 15 Out Relay Outputs and 24V DC Outputs
Keel AFT Rectifier and
Battery 14.4Ah
Keel FWD SM-13/11 Loop 15 In

IR Type Gas Detectors CS3000

Central Fire
Detection System

Relay Outputs for CCTV

Located in Electronic
Wheelhouse Operating Table Relay Outputs for Releasing of Local Fire Protection System Equipment Room
MX-3000 MX-3000 x3 Relay Outputs (IAS Cabinet C4R) Common Fault, Gas Alarm and Power Fault Reset by Mute
Maxi Repeater, FDS Control Unit, FDS
Fire Control Station Wheelhouse Main 220V AC Input
UPS 230V AC Rectifier and
Emergency 220V AC Input Battery 7.2Ah
Log Printer

Issue: 1 - December 2009 IMO No: 9388833 Section 4.10 - Page 3 of 11

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 Bu Samra Cargo Operating Manual
are activated in the event of a low discharge pressure from either pump and will Alarm List Set-up - General Settings
stop the pump and the sampling sequence, resulting in a flow failure alarm. The left-hand side of the control unit always displays the sampling point in The system changes the access level and enters configuration mode when the
alarm and the alarm level (high or low). Mute any gas alarms by pressing correct access code for level 2, 3 or 4 is entered. The system will not start until
There are three calibration gas bottles located inside the analyser cabinet, one ALARM MUTE and reset gas alarms by pressing ALARM RESET. Press the user chooses to start the system again (the access level is automatically
of 50% LEL, one of 100% by volume and one of 100% N2. These are used for ALARM IN QUEUE to display the next gas alarm (if any are present). When changed back to 1) or the user time-out expires after 30 minutes. Choose a
calibrating the two Simrad GD10 infrared gas analysers. more detailed information about an alarm is required, press LIST ALARMS menu with the arrow keys. The menu numbers in this document are shown
on the right-hand side of the control unit. This list is opened automatically between brackets in each header.
Operation of the Fixed Gas Sampling System when a new gas alarm is detected. Use the arrow keys to display the next and
previous alarms.
Control Unit Actions in the Event of an Alarm
The control unit of the SW2020 gas sampling system is divided into two Fault List Gas Alarm
separate parts. The left-hand side consists of only three keys: ALARM MUTE,
ALARM RESET and ALARM IN QUEUE. The ALARM IN QUEUE key is Press LIST FAULTS, on the right-hand side of the control unit, to display the 1) When the ALARM MUTE button is pressed, the audible alarm
used to find a gas alarm in the gas alarm list and the two other keys to either faults in the system. This list is automatically opened when the system detects stops and all alarm outputs with mute functionality are deactivated.
mute or to reset an alarm. The gas level is measured again to see if the alarm a fault. Mute faults by pressing the FAULT MUTE key and reset faults by The scanning cycle continues and will give new alarms for each

SAMSUNG
condition has disappeared. pressing the FAULT RESET key. sampling point exceeding the alarm level. The alarms are stored
in the alarm list and the sampling point of the last occurred alarm
The right-hand side is used for the operation of the system. Press one of the Sampling Point List is shown, as well as the alarm level low or high.
four LIST and two SET UP keys to operate and monitor the system. All six Press the LIST SAMPLING POINTS to enter the sampling point list, then select 2) Activation of the ALARM RESET button starts a revaluation
keys will open a list of items (sampling points, alarms etc). a sampling point with the arrow keys and use the function keys to perform an of the sampling point in alarm. An alarm reset request will
action. The following actions can be performed on a sampling point: stop the sampling sequence and make a new measurement.
Use the four arrow keys to find the item required and use the function keys to This re-evaluation is to be able to accept an alarm reset on the
select an action to perform. • Value: Display the value of the last gas measurement. sampling point if the level is now below the alarm level. If the

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• Measure: Start measuring the gas concentration. With this ALARM IN QUEUE button is pushed and a RESET is made of
For example, it is possible to make a manual measurement on sampling point function it is possible to make a prompt check of the actual all sampling points in alarm, the system will start re-evaluating
No.5 (SP5) by first pressing LIST SAMPLING POINTS, then choose SP5 with gas concentration of the selected sampling point. The sampling these sampling points one by one. It may therefore take a while
the arrow keys and finally press F3 (Measure) to start measuring on SP5. The time can be set in minutes, though never below the set-up to complete alarm reset for several sampling points.
sampling point details will be shown on the display. time. The gas value is updated and continuously shown in the
display. The possible alarm (low or high) will be decided when The re-evaluation sequence can be interrupted by manual measurement or
Some menus require a numerical input; manual measurement is one of them. the gas reading is stable. The remaining measurement time is purge (see the sampling point list below).
Enter a new value with the numerical keyboard. Press Enter to change the new continuously shown.
value into the current value and press F1 to start measuring. Fault Alarm
• Purge: Clean the pipe for that particular sampling point for 30
seconds. Before connection to the analysing flow, an automatic
1) An analysing pump fault is caused by a pressure switch and stops
Standby decompression is made through the internal sampling point for
the pump and scanning sequence if the system does not have the
10 seconds in order to protect the pressure switch and pump
The control unit is in standby mode most of the time. The display shows that pump redundancy option. The pressure switch is detecting that
membrane.
the measurement sequence is running with the system always displaying the the pump pressure is too low, the cause is probably a membrane
last measurement. Actions such as ‘purge’ and ‘manual measure’ cannot be performed on leakage of the pump or a fault of the pressure switch itself.
disconnected sampling points. The only allowed action on a disconnected Service is needed if the fault cannot be reset.
The standby menu displays the system status. The standby mode can be sampling point is RECONNECT. 2) A bypass pump fault is caused by a pressure switch. The
identified by the clock in the upper right corner and can be reached by pressing scanning cycle continues. The bypass pump stops. The cause for
the HOME key. The control unit will automatically return to standby mode 30 After a measure or purge manoeuvre, the normal measurement sequence starts this fault is the same as described for the analysing pump.
minutes after the last keyboard entry. at the sampling point that was interrupted.
3) Internal leakage in the analysing unit is indicated when the
automatic leakage control fails. This control is automatically
Lists Disconnection List initiated every 24 hours by closing all the sampling valves,
All manipulations required by the average user can be performed from the four Press LIST DISCONNECTION to open the disconnection list. running the analysing pump and checking that the vacuum
lists in the system. switch is activated. If the vacuum switch is not activated the
Disconnected sampling points are displayed one by one by using the arrow cause is a leakage at the vacuum side of the pump from pipes,
keys. Reconnect a sampling point by pressing Fl (Reconnect). solenoid valves, a pipe coupling or the vacuum switch itself.

Issue: 1 - December 2009 IMO No: 9388833 Section 4.10 - Page 4 of 11

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 Bu Samra Cargo Operating Manual

Illustration 4.10c SW2020 Gas Detection Panels

Control Panel

Salwico SW2020
POWER ON..............
DISCONNECTION....
GAS (1) SEC 1 CxHy: 15% LEL (NOT MUTE
GAS 001 005
PUMP ROOM
HI ALARM LEVEL.....
EXTERNAL ALARM...
SAMPLING ALARM STATUS 1................
POINT LEVEL STATUS 2................
SYSTEM FAULT.........
DETECTOR
F1 F2 F3 F4 ABNORMAL COND....

(1) ALARM MUTE

ALARMS IN QUEUE 7 8 9 LIST
SAMPLING
LIST ALARMS
FAULT
POINTS

SAMSUNG
STU VWX YZ*

(2)
4
JKL
5
MNU
6
PUR
LIST DISCONNECTION LIST FAULTS M MUTE

(3) ALARM RESET 1 2 3 SETUP SAMPLING SETUP

GENERAL
SETTING R RESET
ABC DEF GHI POINTS

(4)
0 .,-
ENTER ESC HOME Pg Pg

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Repeater Panel

GAS ALARM REPEATER UNIT

List

List
On

Alarms

Local mute
Faults

Lamp test

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 Bu Samra Cargo Operating Manual
4) Calibration: This fault indicates that zero or span calibration is The detector heads are all Bucom ST600EX-IR EEx d llC T6. They are of the Bosun’s Store, Motor Room etc
not completed due to a value that is out of range, either due to a infrared type and are used to detect flammable gas (methane) in air with an
gas sampler fault or a test gas fault. The bottle might be empty operating detection range of 0 to 100% LEL. No. Location Warning Alarm Remark
or the test gas mixture is not corresponding to the value that is (LEL) (LEL)
set for span calibration. 14.1 No.1 passageway port aft 30% 60%
GCU Area
14.2 No.2 passageway port forward 30% 60%
5-8) Gas Sampler 1-4. Indicates a fault depending on which type of
sampler that is in use. There might be a loss of power, a dirty No. Location Warning Alarm 14.3 Forward HFO pump room and foam 30% 60%
mirror in an internal radiation sampler or a sensor failure etc. (LEL) (LEL) pump room
11.1 No.1 adjacent GCU valve unit hood room, B 30% 60% 14.4 Bosun’s store 30% 60%
9) Moisture fault (Option). Indicates that water is sucked into the deck
pipe system of the analysing unit. 14.5 No.3 passageway starboard forward 30% 60%
11.2 No.2 adjacent GCU valve unit hood room, B 30% 60% 14.6 Air lock for cargo motor room 30% 60%
10) High temperature in the analysing unit (Option). deck
14.7 Cargo motor room 30% 60%
11) Power fault (Option). As indicated if there are two independent 11.3 No.1 adjacent GCU forward C deck 30% 60%
14.8 Cargo machinery room forward 30% 60%
power supplies and one fails. 11.4 No.2 adjacent GCU forward C deck 30% 60%
14.9 Cargo machinery room aft 30% 60%

SAMSUNG
12) Flow fault on sample point #. Indicates a flow fault on the 11.5 No.1 adjacent GCU aft C deck 30% 60%
14.10 No.4 passageway starboard aft 30% 60%
sample point listed. Before indication of a flow fault, the 11.6 No.2 adjacent GCU aft C deck 30% 60%
15.1 Keel aft 30% 60% Duct
automatic pipe cleaning function first attempts to remove the mounted
cause of the flow fault by flushing the sampling pipe for 15 Engine Room Area 15.2 Keel forward 30% 60% Duct
seconds and then tries to obtain a new sample. If the flow fault
mounted
still remains the sampling point is automatically disconnected No. Location Warning Alarm Remark
and a flow fault alarm is generated and listed in the fault list. (LEL) (LEL)
If a 60% level is reached in the cargo motor room the following trips and
The scanning cycle continues to the next sampling point. As 12.1 No.1 engine room supply fan 30% 60% Duct alarms are activated:

QGTC
long as the flow fault for a certain sampling point is listed in mounted
the fault list the fault remains. 12.2 No.2 engine room supply fan 30% 60% Duct • Gas high high alarm
mounted • HD compressors trip
Other fault alarms monitor the internal condition of the gas sampling system.
12.3 No.4 engine room supply fan 30% 60% Duct • BOG compressors stop
mounted
• Master gas valve closes
MX3000 Repeater Unit 12.4 No.3 engine room supply fan 30% 60% Duct
mounted • Waste gas valve closes
Gas alarms are shown on the MX3000 repeater units. The units are located in 12.5 Emergency generator room A deck 30% 60% • Reliqefaction plan stop
the fire control station and in the wheelhouse.
• Reliqefaction plant goes to standby
The previous and next alarms (if any) can be listed with the arrow keys. Faults Accommodation Area
• GCU normal trip
are shown when there are no non-muted gas alarms in the system. The previous No. Location Warning Alarm Remark
and next faults (if any) can be listed with the arrow keys. The clock is shown • LNG drum switches from GCU to tanks
(LEL) (LEL)
when there are no alarms or faults in the system. • Power cut off to reliquefaction plant cabinet
13.1 Accommodation upper deck No.1 30% 60% Duct
fresh air intake for AHU mounted
Fixed Gas Detection System (GS3000) 13.2 Accommodation upper deck No.2 30% 60% Duct
fresh air intake for AHU mounted Gas Compressor Seals
The GS3000 fixed gas detection system consists of 28 fixed gas detectors 13.3 Gymnasium supply fan 30% 60% Duct Nitrogen purge from the gas piping in the cargo machinery room can be vented
of the infrared type at various locations around the GCU, engine room, accommodation C deck mounted to the No.5 LNG vent mast.
accommodation, emergency generator room, cargo motor room, bosun’s store 13.4 Gymnasium ceiling accommodation 30% 60% Duct
and deck passageways. The detectors will activate a gas alarm if the LEL A deck mounted
reading reads 30% or above. A high-high alarm will be activated if the reading
13.5 Galley air intake accommodation 30% 60% Duct
increases to 60% LEL.
upper deck mounted

Issue: 1 - December 2009 IMO No: 9388833 Section 4.10 - Page 6 of 11

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 Bu Samra Cargo Operating Manual

Illustration 4.10d Cargo Area Gas Detection System (i)

Accommodation

No.5 No.4 No.3 No.2 No.1

Gas Gas Gas Gas Gas

No.5 Cofferdam

No.2 Cofferdam
No.3 Cofferdam
No.4 Cofferdam

No.1 Cofferdam
Dome Dome Dome Dome Dome
No.5 No.4 No.3 No.2 No.1
Liquid Liquid Liquid Liquid Liquid
Analysing Unit Dome Dome Dome Dome Dome
(Electrical
Equipment
Room)

SAMSUNG
Air
Lock
Gas Vent
Drain Tank

Cargo Electrical
Machinery Motor
Room Room

No.6 Cofferdam No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam

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Key
No.5 No.4 No.3 No.2 No.1 Infrared Detection Line
Vent Vent Vent Vent Vent
Mast Mast Mast Mast Mast
Air
Lock
Analysing
Unit
No.6 Cofferdam

No.5 Cofferdam

No.4 Cofferdam

No.3 Cofferdam

No.2 Cofferdam

No.1 Cofferdam
No.5 No.4 No.3 No.2 No.1
Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Engine Room (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard)

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 Bu Samra Cargo Operating Manual
Portable Gas Analysers and Detectors GX-2001 XT Personal Meter
Manufacturer: Riken Keiki Co. Ltd Manufacturer: Honeywell Neotronics
The portable gas detection equipment on board is both comprehensive and Number of sets 8
Number of sets 2
well proven. Each instrument is certificated and comes with manufacturer’s Gases detected: H2S: ppm
operating instructions and recommended spares and test kits. The certificates Model: GX-2001 Personal Multi Gas Detector
O2: % by volume
are to be suitably filed and the monthly tests recorded. Gases detected: ppm CO CO: ppm
% HC
WARNING ppm H2S
The batteries in these instruments must never be replaced in a hazardous % O2
area due to the potential for an electrical discharge.

RX515
Manufacturer: Riken Keiki Co. Ltd

SAMSUNG
Model: RX515
No. of sets: 2
Gases detected: Oxygen 0-15%
Carbon Dioxide 0-20% vol
Carbon Monoxide 0-1000ppm
Riken Hydrocarbon and Oxygen Analyser

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FLO

Impact Pro

- SPAN + POWER
Impact Pro
BATT.
Reader
ESC PEAK ZERO PUMP
ALARM
0062/07 ENTER Manufacturer: Honeywell Neotronics
Gases detected: H2S: ppm
Tube Holder

O2: % by volume
CO: ppm
HC CAL i-C4H10 O2 Gas Exit Port
515 CH4: LEL and % by volume
Battery life: Rechargeable

RX-515: For HC % LEL, O2, CO2, CO

Issue: 1 - December 2009 IMO No: 9388833 Section 4.10 - Page 8 of 11

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 Bu Samra Cargo Operating Manual

Illustration 4.10e Cargo Area Gas Detection System (ii)

Vent Mast

Deck House
Front Wall

Gas Vent
Filter Drain Tank Cargo Machinery
Room

Cargo Area
Main Cabinet
in Electrical
Equipment Room
B Deck

SAMSUNG
Gas Detection Lines

Cargo Area
Main Cabinet
Gas Detection Lines
in Electrical Trunk
(Pass through Port
Equipment Room
Passageway)

Cargo Tank
Port Starboard

QGTC Filter
Gas Dome

Trunk
Gas Detection
Lines

Gas Tank
Water Ballast Tank Pipe Duct Water Ballast Tank

Key
Infrared Detection Line

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 Bu Samra Cargo Operating Manual
Automatic Dew Point Meter/Analyser Gas-Poof Lamps Nitrogen Gas Purge Portable Level Gauge for IBS/IS
Manufacturer: Wolf Safety Lamp Company Ltd. Manufacturer: Hanla Level Co.
This instrument measures the dew point during the drying process of a tank or Type: Wolf Lite - Hand Model: CT-180 OPN
hold. Wolf Lite - Head-mounted Level range: 0 ~ 35m
Flow rate: 10 - 30Nl/h
Manufacturer: Shaw Moisture Meters Accuracy: 1% of FS
Model: Shaw Grey Spot Working temperature: -18C° to -50°C
No. of sets: 2 Signal range: 400m maximum distance of signal line between
Power supply: Battery indicator and safety chamber
Nitrogen supply: 4.5kg/cm2

SAMSUNG
Pressure Gauge N2 Filter & Regulator

4 6

2 8

0 10

IBS AND IS

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15
20
Nitrogen
40
Gas Supply 10
30

40 50
30
20 50 25
20

60 60
5 10
10
70
0
70 30
0

0 35
LEVEL INDICATOR

The ship carries two dew point meters to measure the moisture in air or gas
samples with positive pressure. The battery powered hygrometer indicates both IBS AND IS

dew point temperatures and water vapour to less than one part per million, on
the large meter dial. As the reading is specific to water vapour, calibration is
accurate for different gases. Dew point meters should be sent ashore every
twelve months for reconditioning and recalibration.

Signal Line

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 Bu Samra Cargo Operating Manual
Drager Accuro Pump
The vessel is supplied with a Drager Acruro Pump which is used to determine
the atmosphere in places where there may be gases not covered by the
RX515.

In addition to the pump there is an extension hose and different tubes for the
following gases:
• CO2
• CO
• H2S
• Benzene
• H3F

SAMSUNG
The instruction for use and the number of strokes required for each type of tube
are displayed on the side of the packet.

QGTC

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 Bu Samra Cargo Operating Manual

Illustration 4.11a Cargo Ballast Valve Hydraulic System

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual
4.11 Cargo, Ballast, Bunkering And Ship Side Ballast, Fuel Oil and Ship’s Side Hydraulic Power Pack Main Pump The two power packs are of identical design, differing only in the tank size
Valve Remote Control System and pump capacity to reflect their respective duties. They are connected to
Manufacturer: Rexroth
a common header with supply and return isolating valves separating the two
No. of sets: 2 systems, which normally operate independently. In an emergency, either power
Cargo Valve Hydraulic Power Pack Model: 18-DFR-31R-PPA12N00 pack can be used to operate all valves. The control of the power packs and
Manufacturer: Amri-Seil Type: A10VSO valve operation is via the IAS screen mimics in the ECR and from the cargo
Capacity: 34 litres/minute at 1,750 rev/min control room, located on C deck.
No. of sets: 1
Tank capacity: 1900 litres Power: 9kW
Each hydraulic power unit consists of two main pumps and one topping-up
Operating pressure: 12,000kPa pump. During normal operations, only one pump will be required to meet the
Ballast, Fuel Oil and Ship’s Side Hydraulic Power Pack Topping-Up system demand, with the second pump selected to automatic standby, ready
Pump to start should the system pressure fall to 10,500kPa (105 bar). The topping-
Cargo Valve Hydraulic Power Pack Main Pump
up pumps are normally used during periods of low demand or during forcing
Manufacturer: Rexroth Manufacturer: Rexroth vaporisation operations.
No. of sets: 2 No. of sets: 1

SAMSUNG
Model: 10-DFR-52R-PPA14N00 The remotely operated valves are piston operated, with some being fitted
Model: 45-DFR-31R-PPA12N00
Type: A10VSO with double-acting actuators. Two types of valve are fitted to the system,
Type: A10VSO open/closed or proportional (positional). Open/closed type valves have limit
Capacity: 78 litres/minute at 1,750 rev/min Capacity: 18 litres/minute at 1,750 rev/min
switches which give indication of the valve’s position on the appropriate IAS
Power: 25kW Power: 4.8kW screen. Proportional valves, which can be operated through their full range,
give an indication of their position between 0% and 100% on the relevant IAS
Ballast, Fuel Oil and Ship’s Side Valve Hydraulic Accumulator screen.
Cargo Valve Hydraulic Power Pack Topping-Up Pump
Manufacturer: Rexroth Manufacturer: Amri-Seil In the event that a hydraulic valve cannot be operated from the IAS, it is

QGTC
No. of sets: 1 No. of sets: 2 possible to open or close it using the pushbuttons on the individual solenoids at
Model: SB330 50A 1/112B-330A the relevant solenoid valve cabinet. Each valve cabinet has a flow meter fitted
Model: 10-DFR-52R-PPA14N00 to give indication to the operator that a valve is moving under these emergency
Type: A10VSO Capacity: 50 litres (each)
operations. When a button is pressed, a flow should be seen, and when the flow
Capacity: 18 litres/minute at 1,750 rev/min Nitrogen bottle: 1 x 45 litres has stopped it can be assumed that the valve has reached the full length of its
Power: 4.8kW travel and so the solenoid button can be released.
Cargo Valve Hydraulic Emergency Handpump
The power packs are filled with oil from a 3.0m3 oil storage tank in the
Cargo Valve Hydraulic Accumulator Manufacturer: Amri-Seil hydraulic room via a semi-rotary handpump.
Manufacturer: Hydac No. of sets: 1
Model: PM125
No. of sets: 7 Cargo Valve Hydraulic Power Pack
Model: SB330 50A 1/112B-330A Stroke volume: 25ml
Capacity: 50 litres (each) Tank capacity: 5 litres The unit consists of an oil tank with two main and one topping-up pump
Pressure (max.): 13,000kPa located on top of the tank. Each main pump has a delivery rate of 78 litres/
Nitrogen bottle: 1 x 45 litres
minute at pressure of 13,000kPa. The topping-up pump has a delivery rate
of 12 litres/minute at the same pressure and is normally used to maintain the
Ballast, Fuel Oil and Ship’s Side Valve Hydraulic Power Pack Introduction system pressure when no valve movement is required. The oil return at the tank
is provided with two 10µm paper filters arranged in parallel, with one off-line
Manufacturer: Amri-Seil All of the valves necessary for the remote operation of the cargo, ballast fuel oil ready for use. The return line has a pressure switch fitted which will initiate an
No. of sets: 1 and sea water systems are operated by two hydraulic power packs, which are alarm at the IAS at 200kPa.
Tank capacity: 1200 litres located in the hydraulic power pack room in the engine room on the starboard
Operating pressure: 12,000kPa side of the 2nd deck level. One power pack provides hydraulic power for The three pumps take their suction directly from the hydraulic tank and
operating the cargo valves, whilst the second provides hydraulic power for the discharge to the supply header via individual check valves. The system is
ballast, fuel oil and ship’s side valves. protected by a safety relief valve fitted to the pump discharge header, set to
operate at 14,300kPa, which will vent oil directly back to the tank. Each main
pump has the capacity to open or close two of the largest valves of the cargo

Issue: 1 - December 2009 IMO No: 9388833 Section 4.11 - Page 2 of 9

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual

Illustration 4.11b Cargo Valve Remote Control System

CL012 CL022 CL032
CL042 CL072
Pressure

Return

8C 6C 5C 4C(P) 2C 1C

CL501 CL502 CL503

CS704
CL401 CL402 CL403 CL301 CL302 CL303 CL201 CL202 CL203 CL101 CL102 CL103
CG704
CG705
CG709
Engine Accommodation
CS501 CS503 CS510 CS401 CS403 CS410 CS300 CS301 CS303 CS200 CS201 CS203 CS100 CS101 CS103
Casing

SAMSUNG
CS500 CS507 CS508 CS400 CS407 CS408 CS307 CS308 CS207 CS208 CS107 CS108
CL500 CL507 CL400 CL407 CL300 CL307 CL200 CL207 CL100 CL107 CG702

7C CG075

CG931 CS901
CG900
CG903 CG904
Cargo Electrical
CG917 CG918
Machinery Motor
CG930

QGTC
Room Room 3C(S)
CL011 CL021 CL031
CL041 CG071

No.6 Cofferdam No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam

Filling To/From Hydraulic

Accumulators Connection Upper Deck Remote Valves
T T Hydraulic Power Pack (See Illustration 4.11c) Upper Deck For Cargo
Hydraulic Power
for Ballast and Engine Room Valves
Pack for Cargo
Valve Control LI
P P Valve Control
T P P T Cargo Cargo
Return Hydraulic OL Manifold Manifold
Hand 135F
Pressure Power Pack Trunk
Pump Hydraulic Oil
Room
Storage Tank
NC for Hydraulic Power Pack (3.0m3) Engine Room
Cargo Tank
Area
P P T
No.1(H)
No.2(H) Solenoid Valve Pack
Solenoid Valve Pack (For Ballast and Fuel Oil Valves)
(For Shipside Valves) O S O S O S O S O S O S O S O S O S O S O S O S O S O S Key
3rd Deck Floor
To/From Hydraulic Hydraulic Oil
Remote Valves
Positional Control Valve
To/From Engine Room To/From Engine Room (See Illustration 4.11c)
Shipside Valves Ballast Valves ESDS Block

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 Bu Samra Cargo Operating Manual
and ballast system simultaneously, or all the manifold valves on one side of the Fitted to the 3C(S) and 4C(P) solenoid valve cabinets are accumulators Hydraulic Valve Cabinets
vessel within 30 seconds. (three per cabinet) that are for use in operating the port and starboard loading
The ballast, fuel oil and ship’s side valves are operated via two solenoid valve
manifold valves. These valves (10 in total) are connected into the ESDS and
cabinets. One is located on the engine room 3rd deck and supplies the ship’s
To avoid a low pressure alarm and ESD activation, the changeover from the must always retain the facility to close, even in the event of a hydraulic power
side valves, the other is located at the engine room floor level and supplies the
topping-up pump to the duty pump is carried out manually from the IAS pack failure. Valve cabinet No.7C that serves the cargo machinery room is also
ballast and HFO system valves as shown in illustration 4.11c.
Ballast and Cargo Hydraulics screen mimic. fitted with a single accumulator, and this is used to operate valve CG930 in the
event of hydraulic power failure and ESDS activation.
All of the valves are normally operated via the IAS screen mimic in the ECR/
Cargo Valve Hydraulic Power Pack Alarms and Settings CCR, but they may also be operated from their respective solenoid cabinets
Ballast, Fuel Oil and Ship’s Side Valves Power Pack as previously described. The ship’s side valves can also be operated from an
Set Point emergency switch box in the fire control station.
Description Alarm
(kPa unless stated)
The design, layout and operation of the ballast, fuel oil and ship’s side valve
Low Low pressure (for ESD) 9,000 No power pack is identical to that used for the cargo valves except that its capacity Hydraulic Accumulator
Low pressure 10,000 Yes is smaller. It is located in the hydraulic power pack room in the engine room
Standby pump start 10,500 Yes on the starboard side of the 2nd deck level. A hydraulic accumulator stand consisting of two 50 litre vessels is used as an
energy store to operate the ballast, fuel oil and ship’s side valves in the event of

SAMSUNG
Normal discharge pressure 12,000 - a hydraulic power pack failure. The total capacity accumulator is designed to
The unit consists of an oil tank, with two main and one topping-up pump
High pressure 13,000 Yes operate the system for a maximum of ten minutes. The stand is equipped with
located on top of the tank. Each main pump has a delivery rate of 34 litres/
Relief valve 14,300 - minute at pressure of 12,000kPa. The topping-up pump has a delivery rate one 45 litre nitrogen bottle, used to pre-charge the accumulators.
Tank low level 740 litres Yes of 12 litres/minute at the same pressure and is normally used to maintain the
Tank low low level 520 litres Yes system pressure when no valve movement is required. The oil return at the tank Procedure for Operating Both Hydraulic Valve Systems
High oil temperature 70°C Yes is provided with two 10µm paper filters arranged in parallel, with one off-line
ready for use. The return line has a pressure switch fitted, which will initiate a) Ensure that the hydraulic supply and return header system
Filter differential pressure 200 Yes
an alarm at the IAS at 200kPa. isolating valves are closed, ensuring that the systems are

QGTC
independent of each other.
Hydraulic Valve Cabinets The three pumps take their suction directly from the hydraulic tank and
There are eight cargo solenoid valve cabinets fitted as shown in illustration discharge to the supply header via individual check valves. The system is
protected by a safety relief valve, fitted to the pump discharge header, set to Note: The following instructions apply to both hydraulic power packs.
4.11b, and these are numbered 1 to 8. The cabinets are supplied with oil
from the power pack via 316L stainless steel pressure and return lines. The operate at 14,300kPa, which will vent oil directly back to the tank.
b) Ensure that the two oil systems are fully charged and that there
lines from the cabinets to the ESD and cargo pump discharge valves are also are no leaks evident.
stainless steel, but the pipeline valves are supplied via hydraulic multi-core Each main pump has the capacity to open or close three of the largest valves
tubing. Under normal operating conditions, when the command is issued via within 60 seconds.
c) Press the LAMP TEST button on the local group alarm panel to
the IAS to either open or close a valve, the solenoid associated with that valve check that all of the indicator and alarm lamps are functioning.
will operate and direct oil in the appropriate direction. If there is a failure in the Ballast, Fuel Oil and Ships’s Side Valve Hydraulic Power Pack Alarms
control system, a valve can also be operated by manually pressing the button and Settings d) For each power pack, turn the power switch for both of the main
on the end of the solenoid valve in the required direction. In the event that pumps and the topping-up pump to the ON position, ensure that
there has been a hydraulic power pack failure, all of the valves in the system Set Point
Description Alarm the SOURCE light illuminates on each pump panel.
can be operated by utilising an auxiliary handpump or using a handwheel or (kPa unless stated)
spanner accordingly. A description on handpump operation is given later in Low pressure 10,000 Yes
e) With the running selection switches for the main and topping-
this section. Standby pump start 10,500 Yes up pumps in the LOCAL position, press the start button on the
Normal discharge pressure 12,000 selected operating pump. Check that the pump starts and that the
Hydraulic Accumulator High pressure 13,000 Yes button illuminates to show that the pump is running.
A hydraulic accumulator stand consisting of seven vessels is used as an energy Relief valve 14,300
store to operate the cargo valves in the event of a hydraulic power pack failure. f) Check the pressure rise on the pressure gauge and check that the
Tank low level 433 litres Yes
The total capacity of the accumulators is designed to operate the system for a pump self-regulating system operates between 11,000kPa and
Tank low low level 305 litres Yes 12,500kPa.
maximum of ten minutes. The stand is also equipped with one 45 litre nitrogen
High oil temperature 70°C Yes
bottle used to pre-charge the accumulators.
Filter differential pressure 200 Yes g) Stop the pump and change the running condition switches on the
main and topping-up pumps to the IAS position.

Issue: 1 - December 2009 IMO No: 9388833 Section 4.11 - Page 4 of 9

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 Bu Samra Cargo Operating Manual

Illustration 4.11c Ballast, Fuel Oil and Ship Side Valve Remote Control System

OD532F
OD533F
OD519F SP561F
OF518F SP562F

Engine Accommodation FD573F

Casing

OD531F
OF517F
SAMSUNG
No.6 Cofferdam
Cargo Electrical
Machinery Motor
Room Room

No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam

Hydraulic Oil
Supply/Return
OD533F OF519F
OD532F OF518F
OD531F OF517F
QGTC
SP561F
SP562F
FD573F
Cargo
Machinery
Room
No.5 Trunk
Electrical
Motor
Room
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk

OF502F
OF501F

From Power Pack

No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard)
No.1(H) Solenoid Valve OF507F
Control Cabinet No.1(H) OF503F
(See Illustration 4.11b)

BA524F BA523F BA520F BA519F BA516F BA515F BA512F BA511F BA508F BA507F BA504F
BA522F BA521F BA518F BA517F BA514F BA513F BA510F BA509F BA506F BA505F BA503F BA502F

Key

Hydraulic Oil

Positional Control Valve

Issue: 1 - December 2009 IMO No: 9388833 Section 4.11 - Page 5 of 9

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 Bu Samra Cargo Operating Manual
h) At the IAS, select the correct screen, this will allow operator Procedure to Operate the Local Handpump Note: If the cargo valve hydraulic power pack has failed the hydraulic
selection of the duty/standby configuration of the main pumps accumulators must not be isolated. This will ensure that the valves can be
for both the cargo and ballast system hydraulic power packs. a) At the local handpump, check the oil level in the reservoir and operated in an emergency following a power failure.
if necessary top-up with the correct grade of oil.
i) The system is now ready for operation. Start the topping-up
pumps, the operating system pressure will now be maintained. b) Isolate the hydraulic system from the valve to be operated Cargo Solenoid Valve Boxes and Locations
If the pumps are left in LOCAL control at the main panel, the by closing the local supply and return valves on the valve No.1C Solenoid Valve Box (Port Forward Underdeck Passageway)
box will be coloured red on the screen next to the pumps, and actuator.
green when the pump is in automatic operation. Valve No. Valve Type Size
c) Connect the emergency handpump to the quick-release couplings CL101 Positional globe 300A
j) When it is necessary to operate the system valves, stop the on the pressure and return lines of the valve to be operated, with CL102 Positional globe 300A
topping-up pump and start the duty main pump. Press the OPEN the hoses provided. Select the correct direction of flow using the
CL103 Positional globe 200A
or CLOSE buttons for the selected valves on the mimic screens selector lever on the handpump.
to open or close the selected valves when lining-up the pipeline CS100 Positional globe 50A
system. d) Operate the handpump to achieve the desired position, then CS101 Positional globe 65A

SAMSUNG
stop pumping and release the hoses from the quick-release CS103 Positional globe 65A
k) When the pipeline is set, check that the system is pumping as couplings. CL107 Positional butterfly 400A
intended.
CL100 Positional butterfly 400A
Procedure to Use the Manual Override Handwheel CS107 Open/shut globe 40A
Note: Press the LAMP TEST button on the local group starter panel during
CS108 Open/shut globe 450A
daily watchkeeping inspections to check that all of the indicator and alarm
If emergency handpump connections have not been provided on a valve, but the CG702 Positional butterfly 450A
lamps are functioning.
valve is fitted with an override handwheel, proceed as follows:

QGTC
No.2C Solenoid Valve Box (Port Forward Underdeck Passageway)
Emergency Portable Handpump Operation a) Open the hydraulic bypass valve on the actuator.
Valve No. Valve Type Size
All the piston type, hydraulic cargo valves are fitted with connections for the b) Unlock the hydraulic system by pulling out and holding the
CL201 Positional globe 300A
emergency handpump. One portable emergency handpump unit is available for locking device, rotate the clutch lever through 90° to the
engaged position. CL202 Positional globe 300A
use on deck and is stored in the cargo gear locker.
CL203 Positional globe 200A
To use the handpump the isolating valves on the distribution block should be c) Once engaged, release the locking device until it locks in the CS200 Positional globe 50A
closed and the 10 metre hoses of the emergency handpump fitted to the snap-on manual position. CS201 Positional globe 65A
connectors. Control of the valve direction is via a hand operated changeover CS203 Positional globe 65A
valve fitted to the emergency handpump control block. The capacity of the The manual override handwheel can now be used like a standard valve
handwheel to control the valve. To re-engage the hydraulic system, the above CL207 Positional butterfly 400A
pump tank is 6.5 litres.
procedure is reversed. CL200 Positional butterfly 400A
Those valves not fitted with connections for the emergency handpump have CS207 Open/shut globe 40A
local valve handles that can be engaged and manually operated by turning in a CS208 Open/shut globe 40A
clockwise or anti-clockwise manner as required.
Hydraulic Power Pack Failure

Should either the cargo valve or the ballast, fuel oil and ship’s side valves No.3C Solenoid Valve Box (Starboard Mid Underdeck Passageway)
hydraulic power packs fail, it is possible for one power pack to operate both
systems. This is achieved by closing the supply and return isolating valves on Note: All valves from this valve box are supplied via an ESDS block.
the affected power pack and opening the cross-connection isolating valves as
shown in illustration 4.11b. The functioning power pack can then be operated Valve No. Valve Type Size
normally, although heavy usage of the system may result in slower response CG075 Positional butterfly 650A
times. CL011 Open/shut butterfly 500A
CL021 Open/shut butterfly 500A
CG071 Open/shut butterfly 500A

Issue: 1 - December 2009 IMO No: 9388833 Section 4.11 - Page 6 of 9

Produced by: WMT Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 4.11d Valve Remote Control Starter Panels

NO.1 MOTOR STARTER NO.2 MOTOR STARTER NO.1 MOTOR STARTER NO.2 MOTOR STARTER
(FOR CARGO VRC) (FOR CARGO VRC) (FOR BALLAST & E/R VRC) (FOR BALLAST & E/R VRC)

1 1 1 1

SAMSUNG
2 3 4 2 3 4 2 3 4 2 3 4

5 6 7 8 9 5 6 7 8 9 5 7 8 9 5 7 8 9

QGTC
H.P.P. ALARM & CONTROL TOPPING UP MOTOR STARTER H.P.P. ALARM & CONTROL TOPPING UP MOTOR STARTER
(FOR CARGO VCR) (FOR CARGO VCR) (FOR BALLAST & E/R VRC) (FOR BALLAST & E/R VRC)

1 1
10 11 12 13 14 15 16 17 18 19 10 11 12 13 14 15 16 17 18

20 21 22 20 21 22

2 3 4
2 3 4

5 7 8 6 7 8

Key

1 - MCCB Switch 6 - Space Heater ON/OFF Switch 11 - No.2 Motor Failure Indicator Lamp 16 - Low Low Level Indicator Lamp 21 - Buzzer
2 - Source Lamp 7 - Motor Starter Button 12 - Topping-Up Pump Motor Failure 17 - High Temperature Indicator Lamp 22 - Alarm Stop / Reset Button
3 - Ammeter 8 - Motor Stop Button 13 - Low Pressure Indicator Lamp 18 - Filter Clogging Indicator Lamp
4 - Hour Meter 9 - Standby Indicator 14 - High Pressure Indicator Lamp 19 - Low Low Pressure Indicator Lamp
5 - LOCAL / IAS Switch 10 - No.1 Motor Failure Indicator Lamp 15 - Low Level Indicator Lamp 20 - Lamp Test

Issue: 1 - December 2009 IMO No: 9388833 Section 4.11 - Page 7 of 9

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 Bu Samra Cargo Operating Manual

Valve No. Valve Type Size No.7C Solenoid Valve Box (Cargo Machinery Room) Valve No. Valve Type Size
CL031 Open/shut butterfly 500A Note: Valve CG930 is supplied via an ESDS block. BA508F Positional butterfly 5K 300A
CL041 Open/shut butterfly 500A BA509F Positional butterfly 5K 300A
Valve No. Valve Type Size BA510F Positional butterfly 5K 300A
No.4C Solenoid Valve Box (Port Mid Underdeck Passageway) CG704 Open/shut butterfly 800A BA511F Positional butterfly 5K 300A
CG705 Open/shut butterfly 300A BA512F Positional butterfly 5K 300A
Valve No. Type Size
CG709 Open/shut butterfly 700A BA513F Positional butterfly 5K 300A
CL042 Open/shut butterfly 500A
CG903 Open/shut butterfly 600A BA514F Positional butterfly 5K 300A
CL032 Open/shut butterfly 500A
CG904 Open/shut butterfly 600A Spare
CG072 Open/shut butterfly 500A
CG917 Open/shut butterfly 550A
CL022 Open/shut butterfly 500A
CG918 Open/shut butterfly 200A No.1H Solenoid Valve Rack - No.2 Column
CL012 Open/shut butterfly 500A
CG930 Open/shut butterfly 200A
Valve No. Valve Type Size

SAMSUNG
CG900 Positional butterfly 650A
No.5C Solenoid Valve Box (Port Underdeck Passageway) BA515F Positional butterfly 5K 300A
CG931 Open/shut globe 80A
BA516F Positional butterfly 5K 300A
Valve No. Type Size CS901 Open/shut globe 50A
BA517F Positional butterfly 5K 600A
CL301 Positional globe 300A CS704 Open/shut globe 80A
BA518F Positional butterfly 5K 300A
CL302 Positional globe 300A
BA519F Positional butterfly 5K 300A
CL303 Positional globe 200A No.8C Solenoid Valve Box (Port Aft Underdeck Passageway) BA520F Positional butterfly 5K 300A
CS300 Positional globe 50A
Valve No. Valve Type Size BA521F Positional butterfly 5K 300A
CS301 Positional globe 65A

QGTC
CL501 Positional globe 300A BA522F Positional butterfly 5K 300A
CS303 Positional globe 65A
CL502 Positional globe 300A BA523F Positional butterfly 5K 300A
CL307 Positional butterfly 400A
CL503 Positional globe 200A BA524F Positional butterfly 5K 300A
CL300 Positional butterfly 400A
CS500 Positional globe 50A SP561F Open/shut globe 16K 300A
CS307 Open/shut globe 40A
CS501 Positional globe 65A SP562F Open/shut globe 16K 150A
CS308 Open/shut globe 40A
CS510 Positional globe 50A FD573F Open/shut globe 16K 200A
CL507 Positional butterfly 400A OF502F Positional butterfly 5K 200A
No.6C Solenoid Valve Box (Port Underdeck Passageway)
CL500 Positional butterfly 400A
Valve No. Valve Type Size CS503 Positional globe 65A No.1H Solenoid Valve Rack - No.3 Column
CL401 Positional globe 300A CS507 Open/shut globe 40A
Valve No. Valve Type Size
CL402 Positional globe 300A CS508 Open/shut globe 40A OF501F Positional butterfly 5K 200A
CL403 Positional globe 200A
OF517F Positional butterfly 5K 150A
CS400 Positional globe 50A Ballast and Fuel Valve Solenoid Valve Boxes OF518F Positional butterfly 5K 150A
CS401 Positional globe 65A
No.1H Solenoid Valve Rack - No.1 Column (Engine Room) OF519F Positional butterfly 5K 150A
CS410 Positional globe 50A
OD531F Positional butterfly 5K 100A
CL407 Positional butterfly 400A Valve No. Valve Type Size
OD532F Positional butterfly 5K 100A
CL400 Positional butterfly 400A BA502F Positional butterfly 5K 200A
OD533F Positional butterfly 5K 100A
CS403 Positional globe 65A BA503F Positional butterfly 5K 300A
BA001F Open/shut butterfly 5K 600A
CS407 Open/shut globe 40A BA504F Positional butterfly 5K 600A
BA002F Open/shut butterfly 5K 600A
CS408 Open/shut globe 40A BA505F Positional butterfly 5K 300A
BA003F Open/shut butterfly 5K 600A
BA506F Positional butterfly 5K 300A
BA004F Open/shut butterfly 5K 600A
BA507F Positional butterfly 5K 300A
BA005F Open/shut butterfly 5K 600A

Issue: 1 - December 2009 IMO No: 9388833 Section 4.11 - Page 8 of 9

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 Bu Samra Cargo Operating Manual

Valve No. Valve Type Size

BA006F Open/shut butterfly 5K 600A
OF507F Open/shut butterfly 5K 150A

No.1H Solenoid Valve Rack - No.4 Column

Valve No. Valve Type Size
BA007F Open/shut butterfly 5K 600A
BA008F Open/shut butterfly 5K 600A
BA009F Open/shut butterfly 5K 250A
BA010F Open/shut butterfly 5K 250A
BA013F Positional butterfly 10K 300A
BA016F Open/shut butterfly 5K 600A

SAMSUNG
BA017F Open/shut butterfly 5K 600A
BA018F Positional butterfly 5K 500A
BA019F Positional butterfly 5K 500A
BA020F Positional butterfly 5K 500A
BA025F Open/shut butterfly 5K 600A
BA026F Open/shut butterfly 5K 600A
FD035F Positional butterfly 16K 200A

QGTC
OF503F Open/shut butterfly 5K 150A

Ship’s Side Valve Solenoid Valve Boxes

No.2H Solenoid Valve Rack - (Engine Room)
Valve No. Valve Type Size
BA022F Open/shut butterfly 10K 600A
BA023F Open/shut butterfly 10K 600A
BA024F Open/shut butterfly 10K 350A
WS450F Open/shut butterfly 10K 500A
BA101F Open/shut butterfly 10K 300A
WS001F Open/shut butterfly 10K 1100A
WS002F Open/shut butterfly 10K 1100A
WS005F Open/shut butterfly 10K 1100A
WS006F Open/shut butterfly 10K 1100A
WS021F Open/shut butterfly 10K 600A
WS032F Open/shut butterfly 10K 500A
Ship’s Side Valve Box
Spare

Issue: 1 - December 2009 IMO No: 9388833 Section 4.11 - Page 9 of 9

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 Bu Samra Cargo Operating Manual

Illustration 4.12.1a Control Flow for ESD and Tank Protection System Alarm
IS Barrier and ESDS Control Panel IAS
Emergency Shutdown System

Normal Close Contact Shore Connection Valve Close

Manual Switch Off

Ship / Shore Pneumatic Hose

Fusible Plug Melted Normal Close Contact Air Release

Spray Pump Stop

Optical Interface Normal Close Contact
Failure from Shore
Cargo Pump Stop
Electric Interface Normal Close Contact Emergency Shutdown Normal Close Contact
Or
Failure from Shore Control
H/D Compressor Stop

SAMSUNG
Pneumatic Pressure Low in Normal Close Contact
Ship / Shore Communications Reliquefaction Plant
Stop / Standby
Control Air Pressure Low
(<500kPaG) BOG Compressor

Cargo Tank Level Normal Close Contact

Extremely High (99%) Emergency Cargo Pump Stop

Vapour Header Pressure Very Low

QGTC
IGG Blower Stop
(to within 0.3kPaG)

IS ESD SOL Valve Power Fail (3C) Normal Close Contact

Return Stripping Valve Close
IS ESD SOL Valve Power Fail (4C) Normal Close Contact Or
Normal Close Contact
IS ESD SOL Valve Power Fail (7C)
Nitrogen Compressor Stop

Normal Close Contact

Both CPU Failure
Switch Vent Gas Valve to Tanks
Normal Close Contact
Electric Power Fail (Port)
Normal Close Contact And GCU Stop
Electric Power Fail (Starboard)

Hydraulic Oil Pressure Normal Close Contact Waste Gas Valve Close
Low Low

Tank Protection System 1 GCU Master Gas Valve Close

Cargo Tank Pressure Very Low Normal Close Contact Tank Protection Normal Close Contact
ESD Signal to Shore
(to within 2kPaG) Control 1

Tank Protection System 2 Spray Nozzle Valves Close

Cargo Tank Level HH,VH at Port Tank Protection Normal Close Contact
(98.32% at Port, 98.4% at Sea) Control 2 Tank Filling Valve Close
at Sea
Key
Activation for Each Pump and Valve on TPS 1 Condition
Activation for Each Valve on TPS 2 Condition

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Illustration 4.12.1b Control Flow for Reliquefaction System

ESDS Control Panel

Manual Switch Off

ESDS PLC
Reliquefaction
Fusible Plug Melted Ship’s Plant Stop
ESDS 1

Electric Power Fail

Cargo Tank Level Extremely Reliquefaction Plant

High (99%) Standby Mode

Vapour Header Pressure Ship’s

Low Low ESDS 2

SAMSUNG
Both CPU Failure

Hydraulic Oil Pressure Spray Valve Close

Low Low for Concerned

Pneumatic Pressure Low in

Ship / Shore Communications
Spray Pump Stop
for Concerned
Control Air Pressure Low

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IS Solenoid Valve Power Fail
BOG Compressor
Tank Stop
Protection
Tank Protection System 1
Control

Tank Protection System 2

Miscellaneous Control

Vapour Header PALL Switch Vent Gas

Valve to Tanks

Tank PAHH

Failure of Both Supply

Fan for Motor Room Stop GCU

Cargo Motor Room Ventilation

System not Running

Air Lock Differential Pressure

Low for Motor Room
GCU Master Gas Valve &
Gas High-High (60%LEL)
Waste Gas Valve Close
in Motor Room

Gas High-High (60%LEL)

in Compressor Room

H/D Compressor Stop

Trip of GCU

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Illustration 4.12.1c Emergency Shutdown System Architecture

Electric Equipment Room Cargo Control Room Ship Side On Deck (Port)

Cargo Control Console

Cargo
Local Console
Port
Supply

MODEM

PABX Public
Telephone Telephone
Hotline
Telephone

SAMSUNG
Junction
PSU Box
Ship-Shore Link Enclosure (SSL)

AC 220V
For FAX

ANALOGUE FIBRE OPTIC SYSTEM STATUS

AC RJ11 RJ11 RJ11 RJ11
220V

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Fibre-Optic System
Configuration
Module

ESD AND TELECOM CONTROL UNIT

Electric System
Configuration LNG GERONIMO

Module
1.0
8950-0-0-1

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Outgoing/Incoming ESD

System Selector FO/Electric System Selection (Volt-Free Contacts)

SYSTEM SELECTOR FIBRE OPTIC/ELECTRIC
FIBRE-OPTIC ELECTRIC SYSTEM SELECTOR MODULE
POWER

Module
Common Abnormal Alarm
POWER SUPPLY MODULE

SSL POWER
OFF PRIMARY SECONDARY +24V
AC 220V Main Normal Power Ship Side On Deck (Starboard)
Power Supply
IP POWER IP POWER OUTPUT

ON

24V DC Back-up Supply (8A Max)

Module

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 Bu Samra Cargo Operating Manual
4.12 Emergency Shutdown Systems • Very low vapour header pressure (0.3kPa(g)) Note: Once ESD1 is activated, acknowledge all alarms but do not reset the
• Cargo tank 99% full ESD system system until investigations are concluded and both the ship and the shore
4.12.1 Emergency Shutdown and Tank Protection both agree to reset.
• Blackout of the ship
Systems
• Low cargo valves hydraulic pressure (9MPa)
Hydraulic Oil Pressure Low
Introduction • Low control air pressure
The ESD will be activated if the hydraulic oil system pressure that operates
• IS ESD solenoid valve power failure the cargo valves drops below 9MPa. The hydraulic actuators fitted to the
There are two types of emergency shutdowns, ESD1 and ESD2, that are used port and starboard cargo loading manifolds are also supplied with oil from
when the vessel is carrying out cargo operations in port. • Both CPU fail
supplementary hydraulic accumulators that ensure quick response times in the
The fusible plugs are used to detect the improper temperature increase which is event of an ESD.
ESD1 System caused by fire or explosion etc. The fusible plug is melted by the surrounding
This is initiated from either the ship or the shore and is tested on arrival at a heat higher than 98˚C. The disconnection of the plug due to melting initiates ESD2 System
port and before any cargo operations start. an ESD.

SAMSUNG
This is normally initiated by the terminal and can be activated either manually
In the event of an emergency, such as a fire or a heavy cargo leakage, the The fusible plugs are installed in the following locations: or automatically if the ship is allowed to move outside its movement envelope
officer on watch or one of the watchkeepers on deck, will immediately initiate • Cargo tank liquid domes (fusible metal box, 5 sets) at the loading manifold. This means that should the OOW allow moorings to
an ESD1 by pressing one of the ESD pushbuttons distributed on deck, in the become slack to the extent that the ship moves along the jetty outside the limit,
CCR and on the bridge, and raise the alarm in accordance with the vessel’s • Cargo tank gas domes (fusible metal box, 5 sets)
ESD2 will be initiated.
safety instructions. • Port manifold (fusible metal box, 1 set)
Also if there is threatened danger, such as a fire at the terminal that may affect
The manual pushbuttons to initiate ESD1, both on the ship and ashore, are • Starboard manifold (fusible metal box, 1 set)
the ship, or an out of control fire on the ship that may affect the terminal, this
distributed at the following locations: • Cargo compressor room (fusible metal box, 2 sets) system is almost likely to be initiated.

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• Bridge • Electric motor room (fusible metal box, 1 set)
Initiation of the ESD2 system will result in all the actions as for ESD1, plus
• Cargo control room initiating a dry break of the shore arm from the ship. This means that the
The initiation of an emergency shutdown will lead to the following:
• Cargo compressor room shore arm will be disconnected automatically from the ship. This can be quite
• Stop the cargo pumps violent because the shore arms are connected with powered emergency release
• Electric motor room
• Stop the spray pumps couplings (PERC) which consist of 2 ball valves at the elbow part of the arms.
• Fire control station These valves will close automatically on initiation and the second phase will be
• Stop the emergency cargo pump disconnection, with the elbow part remaining attached to the ship.
• No.1 cargo tank liquid dome
• All ESD manifold valves will close
• No.2 cargo tank liquid dome It is expected that the terminal will warn the ship prior to initiating an ESD2,
• ESD signal to shore (by electric/fibre-optic release)
• No.3 cargo tank liquid dome allowing time for the personnel around the manifold to leave the area to avoid
• ESD signal to shore (by pneumatic release) injuries or even fatalities. In most cases an ESD1 will have been activated prior
• No.4 cargo tank liquid dome to an ESD2 and the alarm should be enough to warn any personnel around the
• The high duty compressors will trip
• No.5 cargo tank liquid dome manifold to leave the area.
• The BOG compressors will trip
• Port loading/discharge manifold The tank protection systems are designed to protect the tank structure from
• The GCU master gas valve will close
• Starboard loading/discharge manifold damage due to the following:
• The waste gas valve will close
• Forward end of the trunk deck
• The IGG blower will stop
The ESD1 will also be initiated by one of the following: • The reliquefaction plant will stop/standby
• Manual activation by personnel using the ESD pushbuttons • The GCU will stop
• Fusible links around each tank domes, manifold and compressor • Switch vent gas valve to tanks
house in case of fire
• The nitrogen compressor will stop
• Shore activation of their ESD1 system (electric, fibre-optic or
• Spray return valves on each tank will close
pneumatic)

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Illustration 4.12.1d FIbre-Optic/Electric System Configuration Module

FIbre-Optic System Configuration Module Electric System Configuration Module

ANALOGUE FIBRE OPTIC SYSTEM STATUS

INSTALLATION
SIDE CONNECTED

SYSTEM ESD STASTUS

SHIP TO SHORE
LNG SEATECHNIK|
STARBOARD

ESD TRIP INITIALISED BY SHORE

ESD TRIP
SAMSUNG
INHIBIT
ESD AND TELECOM CONTROL UNIT

TRANSFER DATA VIA

USB DEVICE

SYSTEM STATUS

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LOOP BACK SYSTEM
SHORE TO SHIP ESD TRIP
TEST

ESD CARRIER HEALTHY

ESD FO RX SIGNAL LEVEL -15.7 dBm

ATU TEST
SHIP TO SHORE SHORE TO SHIP

CHAN 1 CARRIER HEALTHY HEALTHY

CHAN 2 CARRIER HEALTHY HEALTHY ADJUST DISPLAY

SELECT PORT
LNG GERONIMO PROPERTIES
CHAN 3 CARRIER HEALTHY HEALTHY
1.0
CHAN 4 CARRIER HEALTHY HEALTHY
8950-0-0-1
MAIN SCREEN QUIT APPLICATION
TELEPHONE FO RX SIG LEVEL -15.7 dBm

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Tank Protection System I Emergency Shutdown System The system’s rack modules and all the zener barriers are installed in the SSL
cabinet in the EER. A fibre-optic/electric system selector module (SMM)
Cargo Tank Pressure Low
Manufacturer: SeaTechnik handles the inter-switching of the ESD and telecommunications signals, and
A tank protection trip will be activated if the pressure in the cargo tanks drops System: Smart Ship/Shore Communications the selection of the fibre-optic or the electric system.
to a pressure of 2.0kPa or less.
Using the Pyle-National dual Miyaki adapter allows the system to interface
This will activate the following: The emergency shutdown system (ESD) is a requirement of the IMO code with any shore facility fitted with the Miyaki system, so allowing the ship to
for the carriage of liquefied gases in bulk, and the linked ship-shore ESD berth. An electric test unit has also been provided which will allow the ESD to
• Stop the cargo pumps is a recommendation of SIGTTO. It is fitted to protect the ship and the be function tested prior to the arrival of the vessel at the port.
• Stop the spray pumps shore terminal in the event of a cryogenic or a fire risk on the ship or at the
terminal.
• Stop the emergency cargo pump Ship-Shore Link (SSL) Cabinet
• Stop the high duty compressors The system is designed to stop the flow of LNG liquid and vapour by shutting
down the pumps and the gas compressors as well as the manifold ship-side The smart modules are as shown in illustration 4.12.1d and the main
• Stop the BOG compressors
valves. characteristics of these are as detailed below:
• Stop the nitrogen compressor

SAMSUNG
• Housed in single 19” 6U rack module
• The GCU will stop The shutdown is achieved by using the ship-shore link (SSL) ESD system. The
emergency systems on the ship and at the shore terminal are linked via a ship- • 10.4” colour TFT SVGA display
• Close the spray valves on all tanks shore umbilical cable which carries ESD and telecommunication signals when • Touch-sensitive capacitive keys for user interface
• The waste gas valve will close the ship is berthed at the jetty.
• Menu-driven graphic operation via Microsoft Windows XP
• The GCU master gas valve will close The ESD consists of two integrated systems, of which one is fibre-optic and Embedded OS
• The reliquefaction plant will stop/standby the other is electric. The systems are independent, with the fibre-optic system • Main system micro-controller based
being the primary and the electric system the secondary. The ESD operates
• Switch vent gas valve to tanks • Interfaces to external systems such as the IAS

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using one system at a time and if a fault is detected, the switchover from fibre-
optic to electric or electric to fibre-optic must be made manually from the • Powered from main SSL system’s dual redundant 24V DC
Tank Protection System II system selector module. power supply
Cargo Tank Level • Easily updateable via USB flash drive
The ESD system architecture is as shown in illustration 4.12.1c and the two
The tank protection trip will be activated in the event of the cargo tank levels systems when used together with adapters, are compatible with the majority of • USB downloadable diagnostics
reaching 99% of their total volume. the systems currently used at LNG terminals.
Smart Fibre-Optic System
The activation levels are: Both the fibre-optic and electric system components and controls are installed
within a freestanding cabinet located in the cargo control room. A ‘hotline’ The system provides a 6U 19” module with a 10.4” SVGA TFT display with
• No.1 cargo tank - 28.254 metres six self-calibrating touch-sensitive soft keys to navigate through the menu
telephone is also supplied and this is also installed in the cargo control room.
• No.2 cargo tank - 28.141 metres The telephone is a Seatechnik CTS-HP3 Iwatsu compatible hot-phone, which structure to control the system configuration and display diagnostics.
• No.3 cargo tank - 28.127 metres can also be used as a standard dial-less (private line) hot-phone.
Internally, the system is based on a plug-in card design structure where a master
• No.4 cargo tank - 28.131 metres The electric ESD is compatible with the Pyle-National system normally used back-plane PCB is mounted to the rear of the module, and individual plug-in
in the Middle East and other Atlantic basin LNG terminals. These systems are cards containing microcontrollers and I/O PCBs are fitted to the back-plane.
• No.5 cargo tank - 28.129 metres
used in a large number of LNG terminals as either the main or as the back-up This allows the individual PCBs to be removed and replaced as necessary.
system and can handle: All ESD signals are passed through ‘IS’ barriers to ensure that the signals are
This will activate the following:
intrinsically safe, the ESD I/O PCBs follow all design principles of Ex’ia’ to
• The reliquefaction plant will stop/standby • Four telephone channels ensure the IS signals are separated from non-IS signals.
• Close the tank filling valves • Single ship-shore and shore-ship ESD volt-free contact signals
• Close the tank spray valves Terminal Selection
An additional feature to ensure safe functioning during an emergency
• Close the spray return valves on all tanks breakaway requires all ESD circuits to be protected by intrinsically safe The system contains a fully configured list of all terminal configurations
(Ex’ia’) techniques. The telephone circuits themselves cannot be passed known to Seatechnik. At the time of commissioning, a list of ship specific
through Ex’ia’ certified barriers but are powered and switched from the shore ‘common terminals’ can be added to a selection menu, this allows the terminals
exchange system.

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Illustration 4.12.1e Emergency System Control Panels

SYSTEM SELECTOR FIBRE OPTIC/ELECTRIC

FIBRE-OPTIC ELECTRIC SYSTEM SELECTOR MODULE
POWER

SAMSUNG POWER SUPPLY MODULE

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SSL POWER
OFF PRIMARY SECONDARY +24V
IP POWER IP POWER OUTPUT

ON

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 Bu Samra Cargo Operating Manual
frequently visited by the ship to be accessed directly. The ‘common terminal’ or disable these additional trip functions. When disabled, the tank high level, System Selector Module (SMM)
list is password protected and can be edited if required. 1st stage loading arm and 2nd stage loading arm indicators will be removed
from the display, and only the SHORE TO SHIP ESD indicator will function. The SSM control panel is as shown in illustration 4.12.1e and the main
Configuration and Event Logging functions of the panel are as follows:
Inhibit Function • Select the required ESD system
The system stores the current configuration that will be loaded on start-up.
The system will store configuration changes, time and date data together with The INHIBIT function allows the operator to simulate an incoming healthy
events to a stored data file in flash memory. This can be accessed via a USB ESD signal. When the INHIBIT soft key is pressed, the INHIBIT DISPLAY Power Supply Unit (PSU)
flash drive. will show a flashing orange depressed key, and the RESET function will
activate. Upon pressing the RESET soft key, the RESET function will then The front panel consists of a key switch and three LEDs. The operator will need
At PYLE and MIYAKI connected terminals, the system allows line voltages be disabled and the contacts connected to the IAS will close. Deselecting the the associated key to turn on the PSU-8032 because powering-up the system or
across the telecom pins to be sensed. Thus, the presence of PABX/PSTN/ INHIBIT function will return INHIBIT DISPLAY to a raised not selected key powering-down the system is considered to be a privileged function.
PRIVATE LINE exchange voltage, and hot-phone/sound powered ring voltages and open the contacts connected to the IAS.
to be detected.
This function is useful for fault finding and maintenance purposes, but must be Primary/Secondary I/P Power LEDs

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implemented with care. The PRIMARY I/P POWER LED and the SECONDARY I/P POWER LED are
Electric System Status and System ESD Status Indication
bi-coloured LEDs that can illuminate either red or green.
The ELECTRIC SYSTEM STATUS menu is the main control screen associated
with the digital electric SSL system. The ESD status and terminal specific Fibre-Optic Communication System Details • Green indicates that the corresponding supply IS present
information is displayed to allow the user to see the status of the ship-shore • Red indicates that the corresponding supply IS NOT present
link during operation. A fibre-optic ship-shore link (FOSSL) comprising 4 channels of multiplexed
communications/data, ship-shore and shore-ship emergency shutdown (ESD), For example, if the SECONDARY I/P POWER LED was red, then this means
The information displayed and the controls of the system are defined below. is in use at 55% of LNG terminals worldwide and almost all of the Japanese that there is no secondary supply. This would also be indicated to the IAS via
import terminals. a common alarm.

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The SYSTEM ESD STATUS indicator will follow the ESD TRIP status of both
the SHIP TO SHORE and the SHORE TO SHIP ESD status. The shipboard system and terminal systems are identical, other than the Operator Screens
transposition of frequencies of the telecommunications transmit and receive
System monitoring of the Ship to Shore and Shore to Ship ESD provides a 1st channels, and the need for a special fibre-optic cable reel on the shore and The GUI screens are the operator’s interface into the DES-8950 module. The
up alarm should one of the ESD signals change to a TRIP state, thus indicating selector switches for the shipboard installation between port and starboard. screen is not a touch screen; the on-screen functions are accessed via the 6-key
which system initiated the ESD. Indication as to which system initiated the perspex touch pad located to the right of the display. The menu structure is
TRIP will be shown alongside the SYSTEM STATUS ESD indicator. Contacts The system comprises the following: in two parts, a general operators section and a password protected supervisor
to the DCS can be provided so the event is logged for reference • Control Enclosure - Usually located in or adjacent to the cargo section. The idea behind the separate sections is to prevent untrained crew
control room corrupting terminal configuration and SSL set-up information. The following
Reset Function descriptions of screens are used with reference to the drawings DES8950-012
• Fibre-Optic Cable - From the control enclosure to shipside
to DES8950-015 found in the appendix of the operating manual. The button
Upon receiving a shore-to-ship ESD healthy signal, the SHORE TO SHIP boxes for fibre-optic connector
references will be button No.1 (upper button) and button No.6 (lower button).
ESD display will change from TRIP to HEALTHY, and the RESET function • Ship-Side Boxes - Port and starboard for 6-way fibre-optic
will activate on the display. The operator is then required to press the RESET connectors to the shore system
soft key. On doing this, the associated internal logic will latch and the contacts System Confirmation Screen
connected to the IAS will close, indicating a healthy shore-to-ship ESD. • Hot-Line Telephone - A Seatechnik CTS-HP3 Iwatsu compatible
Operator Screen No.1: On boot-up the system will boot into the DES-8950
hot-phone
GUI application and set up the system depending on the scope of supply. The
Upon receiving a shore-to-ship ESD trip signal, the SHORE TO SHIP ESD • Test Unit - A passive loop back test unit or an active EEx’d’ operator screen No.1 will give feedback to show the operator that the PCBs
indicator will change from a green HEALTHY to a red TRIP. The contacts simulator, which electrically simulates a shore system supplied with the system are booted and operating correctly. The operator will
connected to the IAS will open, indicating a shore-to-ship ESD trip. be required to confirm the results to continue.
The Seatechnik dual mode CTS-HP3 is a special signalling Iwatsu compatible
Trip Inputs hot-phone which can be switched to operate in standard (private line – 48V
Seatechnik Splash Screen
DC/ 78V AC signalling mode). This means only one hotline phone is necessary
Four indicators show green HEALTHY or red TRIP, indicating a trip state. for the control room. Operator Screen No.2: This screen displays during system configuration and
displays the state of configuration.
Some shore terminals use three additional ESD signals as well as the standard
shore-to-ship ESD. The terminal data will have been pre-configured to enable

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 Bu Samra Cargo Operating Manual

Illustration 4.12.1f Emergency Shutdown System Screen Shot

SAMSUNG
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Operational Screen (ESD Trip) Fault Action Confirmation Telecoms Diagnostics
Operator Screen No.3: This screen is the main status screen of the DES- Operator Screen No.9: This screen shows details of the selected fault from 0 Operator Screen No.17: This screen allows the operator to check for the
8950. It displays the states of all the incoming and outgoing ESDs as well as and presents the operator with any remedial process they can apply to fix the presence of line voltage across every possible line pair across all available
the system status, including first-up ESD trip information and the warning problem. Any warnings shown at the bottom of the page or a non-responding connectors. The operator is required to push the RUN button to begin the
messages. The operator has access to the INHIBIT, SELECT TERMINAL, and ESD routing card (which prompts the user to soft-reset) will cause an ESD diagnostic routine.
SYSTEM FAULT functions. event if the current state is healthy. This action for a frozen routing card is
not required, as a frozen routing card that has been correctly configured can
Transfer Data Via USB
stay non-responsive during normal operation. The exception to this is the
Inhibit Confirmation Screen
back-plane, as a frozen back-plane will not process ESD data, so this will be Operator Screen No.18: This screen allows the user to either transfer new
Operator Screen No.4: Prompts the user to confirm the inhibit request. identified as a fault. configuration files from a USB flash drive to the GUI or to take the files from
the GUI and send them to the flash drive for fault finding purposes.
Select Terminal Home Screen
Telecom Diagnostic Confirmation
Operator Screen No.5: On selection, this screen allows the operator to select Operator Screen No.10: This screen allows the operator to access some
a terminal from the ‘Charter Terminal’ list to configure the DES-8950 to the of the ‘housekeeping’ functions of the system. These include updating the Operator Screen No.19: Prompts the user to confirm the telecoms diagnostic

SAMSUNG
correct wiring configuration. When a terminal is highlighted, pressing the terminal configuration files from the latest Seatechnik master files, time/date process and warns of the loss of communication consequences.
CONFIGURATION DETAILS button allows the user to confirm the terminal and brightness adjustment controls. This page also allows the user to exit the
configuration is correct and implement the configuration change. application. Transferring Data Via USB (Waiting)
Operator Screen No.20: This is a holding screen while appropriate data writes
Fault Screen Operation Screen (Fully Inhibited) are carried out.
Operator Screen No.6: If a fault is detected by the GUI in the internal Operator Screen No.11: This screen is identical to 0, but shows the system
operation of the DES-8950, a fault will be flagged in the operational screen fully inhibited and presents the operator with the CANCEL INHIBIT option. Telecom Diagnostic Results
and the fault option will become active. This page allows the user to review the

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standing faults and to action any available user functions to remedy the fault. Operator Screen No.21: As the results of the telecom diagnostics are received,
Select Terminal Confirmation user functions are disabled and the line voltages are updated to the screen as
Operator Screen No.12: Prompts the user to confirm the SELECT NEW they are received from the diagnostic hardware.
Operational Screen (Inhibit Selected, Reset Confirmation)
TERMINAL request.
Operator Screen No.7: When the inhibit function is selected from the
Transferring Data Via USB (Result)
operational screen, if the shore contacts have not been reset to HEALTHY, the
Deactivate Inhibit Confirmation Operator Screen No.22: This screen displays the outcome of the USB data
user will be required to push the RESET button to close the contacts going to
the CCR. Operator Screen No.13: Prompts the user to confirm the DEACTIVATE transfer operation.
INHIBIT request.
Configuration Details (Hot-Phone) Set Time/Date
Operational Screen (All Inputs Healthy) Operator Screen No.23: This screen allows the operator to adjust the time and
Operator Screen No.8: This screen is a dual-purpose screen. If the terminal
selected is the terminal to be configured to, the operator is only presented with Operator Screen No.14: This screen is identical to 0, but shows the display date values used in the system logging files. The system will reference UTC, as
the SELECT TERMINAL prompt, allowing the terminal to be configured. If the when all incoming and outgoing ESDs are healthy and waiting for RESET to adjusting to local time zones will be an inefficient method of operation.
current terminal is highlighted when entering, the user is presented with more be pushed to close the incoming contacts to the IAS.
configuration options. The operator has the ability to set the hot-phone into Adjust Display Properties
hot-phone or private-line mode, dependent on the current operation of the shore
Operational Screen (Fully Reset Healthy) Operator Screen No.24: This screen allows the operator to adjust the backlight
terminal. The EDIT TERMINAL INFORMATION option allows the operator
to access the supervisor menu structure through the password protection page. Operator Screen No.15: The screen is identical to 0, but shows the system of the display to a suitable level for the location and environment of the cabinet.
The current line voltage details are displayed on the configuration details page all healthy and reset, this is how the system will operate during correct set-up The SAVE function saves the level as the system default. On next boot-up, the
for the currently connected line pairs, this allows the operator to confirm the operation. system will boot into the new light level.
public, plant and private-line hot-phone are correctly configured if a line voltage
is present. If there are discrepancies between what is expected and actually Configuration Details (Private-Line Mode) Set Time/Date Confirmation
connected, the user has the option to enter TELECOMS DIAGNOSTICS to
locate all of the telecom line pair voltages. Operator Screen No.16: This screen is identical to 0, but shows the hot-phone Operator Screen No.25: Prompts the user to confirm that the newly entered
configured to private-line mode. information is correct.

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Exiting Application Operation of Hotline Telephone Link No. Description Gas Fan Diff.
Operator Screen No.26: This screen allows the user to confirm the exit Trip Interlock Pressure
application command. The confirmation keys are in different locations to the The hotline telephone operates in Iwatsu CALL-SIGNAL mode and in private- Trip Low Trip
entering keys, so a dual miss-press cannot spuriously shut the system down. line mode as selected by switch No.7 on the SCM. Some Pyle-National
19 No.2 electric motor room supply N/A N/A N/A
equipped terminals use Iwatsu CALL-SIGNAL mode for the hotline telephone.
fan
The majority of others use the private-line mode which is a standard 48V DC,
Set Time/Date Verification line 80V AC ring format. The shore provides an exchange simulator or ring- 20 No.2 nitrogen booster compressor Trip Trip Trip
Operator Screen No.27: This screen confirms to the user that the time and down module, the ship equipment is simply a two-wire handset equivalent. In 21 No.2 nitrogen compressor demist Trip Trip Trip
date have been correctly updated to the system. this mode, the phone is lifted to ring the other instrument and the user talks fan
when the phone is answered at the terminal. 22 No.2 nitrogen plant heater Trip Trip Trip
23 CCTV camera stop Trip Trip Trip
Supervisor Screens
Gas Trip/Motor Room Fan Interlock/Cargo Motor Room 24 UPS-2 (RE-LI) AUPS-04-503 Trip Trip Trip
Operators with Supervisor authority have access to an area inside the GUI to
Differential Pressure Low Trip Test 25 UPS-2 (RE-LI) AUPS-04-504 Trip Trip Trip
configure the functionality of the DES-8950. This includes changing terminal
connection details and setting operating conditions of the DES-8950. The 26 ESDS activation - valve CG903 Trip Trip Trip

SAMSUNG
descriptions of screens are used with reference to the drawings DES8950-016 The following actions occur during a gas trip, fan interlock or motor room air and valve CG931
to DES8950-017 found in the operator’s manual appendix. lock low differential pressure trip condition:

No. Description Gas Fan Diff.

Operation Trip Interlock Pressure
• Switch on the power supply at the power supply module Trip Low Trip
• Select either the FIBRE OPTIC or ELECTRIC option at the 1 No.1 nitrogen compressor Trip Trip Trip
system select module 2 No.2 nitrogen compressor Trip Trip Trip

QGTC
• Select the PORT or STARBOARD connector 3 No.1 BOG compressor Trip Trip Trip
4 No.1 HD compressor Trip Trip Trip
• The home page will be displayed on the relevant screen
5 No.2 BOG compressor Trip Trip Trip
• Select the system status screen from the pushbutton menu 6 No.2 HD compressor Trip Trip Trip
7 No.1 nitrogen compressor LO N/A N/A N/A
The Operator Screen No.1 will appear and indicate if the system is healthy or
pump for reliquefaction plant
not. If it has been decided between the ship and shore that the electric system
is to be used, then the operator will need to select the electric system using the 8 No.1 BOG compressor LO pump N/A N/A N/A
SYSTEM SELECTOR switch on the system selector module. The operator will 9 No.1 HD compressor LO pump N/A N/A N/A
also have to select the terminal from the charter terminal list. The SYSTEM 10 No.1 glycol water circulating Trip Trip Trip
ESD STATUS indicator will follow the ESD TRIP status of both the SHIP TO pump
SHORE and the SHORE TO SHIP ESD status. System monitoring of the ship- 11 No.1 electric motor room supply N/A N/A N/A
to-shore and shore-to-ship ESD provides a 1st up alarm should one of the ESD fan
signals change to a TRIP state, thus indicating which system initiated the ESD.
12 No.1 nitrogen booster compressor Trip Trip Trip
Indication as to which system initiated the TRIP will be shown alongside the
SYSTEM STATUS ESD indicator. 13 No.1 nitrogen compressor demist Trip Trip Trip
fan
14 No.1 nitrogen plant heater Trip Trip Trip
Reset Function
15 No.2 nitrogen compressor LO N/A N/A N/A
Upon receiving a shore-to-ship ESD healthy signal, the SHORE TO SHIP pump for reliquefaction plant
ESD display will change from TRIP to HEALTHY, and the RESET function 16 No.2 BOG compressor LO pump N/A N/A N/A
will activate on the display. The operator will then be required to press the
RESET soft key. On doing this, the associated internal logic will latch and the 17 No.2 HD compressor LO pump N/A N/A N/A
contacts connected to the IAS will close, indicating a HEALTHY SHORE TO 18 No.2 glycol water circulating Trip Trip Trip
SHIP ESD. Upon receiving a shore-to-ship ESD trip signal, the SHORE TO pump
SHIP ESD indicator will change from a green HEALTHY to a red TRIP. The
contacts connected to the IAS will open, indicating a shore-to-ship ESD.

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 Bu Samra Cargo Operating Manual
Cargo Control Room Emergency Shutdown Panel Illustration 4.12.1g Emergency Shutdown Panel on Cargo Control Room Console

The Emergency Shutdown Panel situated in the centre of the cargo control
console in the CCR is used for monitoring and operating the ESD system. EMGY. SHUTDOWN
PANEL
Ship/Shore Selector Switch (Pneumatic)

There is one selector switch for the pneumatic link.

SHIP / SHORE LINK SELECTION PNEU.PRESS.SETTING SWITCH

The operator selects USED or NOT USED. This is normally only used when SWITCH PNUEMATIC
the electric or fibre-optic modes are unavailable.
NOT USED USED
NORMAL TRIP

Ship/Shore Status Panel 5 0 0 2 8 0

SAMSUNG
This panel indicates which mode has been selected and which mode is inhibited
at the main unit in the EEC.
• Elec Link Selected: This indicator is illuminated when the
electric link is selected. SHIP / SHORE STATUS
ESDS TOTAL ESDS FROM
• FO Link Selected: This indicator is illuminated when the fibre- ELEC LINK FO LINK ELEC LINK FO LINK
ALARM SHORE

optic link is selected. SELECTED SELECTED INHIBITED INHIBITED

• Elec Link Inhibited: This indicator is illuminated when the

electric link is inhibited.

QGTC
• FO Link Inhibited: This indicator is illuminated when the
fibre-optic link is inhibited.

ESDS Total Alarm Indicator - Is illuminated when an ESDS is activated. ESDS ESDS LAMP
MANUAL SWITCH TEST
TEST RESET CANCEL
ESDS from Shore Indicator - Is illuminated when an ESDS is activated by
the shore.

ESDS Panel

TEST pushbutton - used when testing the system, when activated, the
reliquefaction plant will not trip on ESD.

RESET pushbutton - used to reset system after an ESDS activation.

CANCEL pushbutton - is in fact the INHIBIT button and by operating this the
ESD system is inhibited.

Pre-Arrival Testing

Approximately 24 hours prior to arrival at the load/discharge port the ESD

system should be tested in accordance with the latest edition of ESD Test
Procedure Checklist located in the Deck Information Book.

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 Bu Samra Cargo Operating Manual

Illustration 4.12.2a Emergency Shutdown Pneumatic System

No.1 Pressure
Terminal Box Transmitter
for Air
Control Board
To Shore
Pressure
Switch
Suppy Air
Pressure
Air Control Board
Test Test

Normal Normal
Close
Open Signal Converter
(Isolation) To IAS

SAMSUNG
Air Supply Needle PI PT
Mist PI (Pressure Monitor)
Air In Solenoid Valve Air Out
Separator Valve 0 - 1MPa
with Filter Air Supply In Out
4 - 20mA
Solenoid
Valve 24V

PI Pressure
Transmitter Box
(Intrinsically Safe Type)
In Out

In Out
Control Air In Out

QGTC
Supply

In Out

Exhaust
Solenoid Valve Box
(Flame-proof Type)

Cargo Control Room

To Shore
Ship/Shore Link Selection Switch
(Use/Not-Use Selection)
Loading/
Unloading Pneumatic Electric Optical Key

Air
Solenoid
Control Instrumentation
Output
Pneumatic Pressure Setting Switch
Normal Trip Sequence Insulation Space Barrier
+ + + + + + Signal and ESDS Control Panel
Input
- - - - - -
Analog
Signal
Input
Safe Area Hazardous Area

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 Bu Samra Cargo Operating Manual
4.12.2 Pneumatic Emergency Shutdown System Illustration 4.12.2b Control Flow Chart for Pneumatic Ship/Shore Link A ship-to-shore ESD condition will occur when the ship-side circuit goes open
circuit, causing the following:

Introduction S/S Pneumatic link Selected

1) The pneumatic dump valve will route the air from the ESD line
(CCR)
between the ship and the shore to atmosphere.
In the event of either the optical or the electrical link being unavailable, a
pneumatic link can be used. 2) The ship’s air supply will be disconnected from the ESD line
Set the ‘Normal Press’ Set the ‘Trip Press’ between the ship and the shore.
The ESD will be activated if the pneumatic link is disconnected or broken, (CCR) (CCR)
and the air pressure falls below the preset trip setting which is adjustable in 3) The operatives on the ship and shore must now remove any
the cargo control room. The IAS mimic screens will indicate the reason for the inhibits on the IAS. The system is now in a healthy state.
ESD situation by a change of colour, from green to red, of the item causing
the ESD. The cargo pump and spray pump symbols will change colour, NO Press ‘RESET PB’
indicating that there is a block on their operation and further operations are within 5 seconds Ship-to-Shore ESD Pneumatic Trip
not permissible. Once the cause of the ESD has been cleared, the ESD system Generating a ship-to-shore ESD trip is achieved by opening the ship-side

SAMSUNG
can be enabled by activating the RESET button on the cargo control console. YES S/S Pneumatic link ‘Not Used. contacts. When this is done the soft dump valve will de-energise, causing the
Symbols will change from red to green, indicating that further operations are (CCR)
air in the system to vent to atmosphere. Both the ship and shore-side systems
permissible. VALVE CONTROL
will detect this change in pressure. The shore-side circuit will then open,
1. Air supply valve open
2. Quick charging valve open
indicating an ESD unhealthy condition.
The pneumatic link consists of an air hose connected to the terminal and 3. Air releasing valve close
pressurised to a setting which is agreed between the ship and the terminal. The 4. EP regulator power on
pressure is set in the cargo control room. Shore-to-Ship ESD Pneumatic Trip
VALVE CONTROL
If the shore terminal exhausts the system air at the shore facility, this will
Both the ship and the terminal have pressure switches which will activate an 1. Air supply valve close
Start the electro pneumatic generate a shore-to-ship ESD. The ship’s pressure transducer will then sense

QGTC
2. Quick charging valve close
ESD trip in the event of a loss of air pressure. Unlike the electrical and optical pressure control to ‘NORMAL PRESS’ 3. Air releasing valve open the drop in pressure and on dropping below the SET value, the latching relay
links, there is no communication link, so communication can only be achieved 4. EP regulator power ‘Off’ will drop out.
by radio.

The pneumatic ESD system is powered-up when the PNEUMATIC position is NO Emergency Shutdown Activation
1.Control air press. normal
selected at the cargo console. For this to operate, instrument air at a pressure 2.S/S Link press. higher than
of 7 bar must be supplied to the ESDS air control board, located in the IAS The ESD system can be activated by any one of the following:
‘TRIP PRESS.’
room cabinet, from the ship’s general service and instrument air system. To • The deck trip system which includes fifteen sets of fusible
allow for any maintenance that may be required, an inlet isolating valve has YES links located around the deck at the cargo loading manifolds,
been provided. Quick charging valve close compressor and electric motor houses and cargo tank domes. If
any one of these links fuse, it will initiate an ESD.
The ship’s air supply is fed into a pressure regulator with filter assembly, which
• Manual emergency pushbuttons at various locations around the
is responsible for setting the maximum pressure that will be applied to the ESD NO
main deck, compressor and electric motor houses, the cargo
system. The operator should set this pressure by adjusting the pressure setting S/S Link press. drop below
control room, fire control station and the wheelhouse.
switch on the cargo control console, the trip pressure is also set at this panel. ‘TRIP PRESS’.
• Very low vapour header pressure.
YES
A dump valve has been provided in the system and this is responsible for
• Cargo tank 99% full ESD system.
routing the ESD line into either the ship’s air supply or directly to atmosphere.
When the ship-to-shore ESD is healthy, the dump valve routes the air into ‘AT SEA’ mode selected ‘AT PORT’ mode selected • Blackout of the ship.
the ESD line between the ship and the shore. This maintains the line pressure ESD Activation • Low cargo valves hydraulic pressure.
above the ESD trip pressure, so indicating an ESD healthy condition. (Without manifold V/V close) External timer start
ESD Activation for manifold • Low control air pressure.
(Close)
• IS ESD solenoid valve power failure.
Timer time up
• Both CPUs fail.

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 Bu Samra Cargo Operating Manual

Illustration 4.12.2c Emergency Air System

Pressure Solenoid
Transmitter Valve Box
Box (Port Only) (Port Only)

PI

Miniature Valve

Air Control Board

in Electrical Equipment Room

SAMSUNG
Cargo Electrical Miniature Valve
Control Air
Machinery Motor
Supply
Room Room PI

Emergency Shutdown Line Shore Connection

Passing Through Passageway Maker: NITTA-MOORE
Model: SVHN8-8F (Male), SVHN8-8F-U (Female)

No.6 Cofferdam No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam

QGTC Manifold
Solenoid
Valve Box
(Port Only)
Trunk
ESD Main

PI PI
Platform Platform

Shore Shore
Connection Connection
Pressure
Upper Deck
No.5 Transmitter
Engine Room Cargo Tank Box (Port Only)

No.6 Cofferdam
Key
Compressed Air

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 Bu Samra Cargo Operating Manual
When the ESD system is activated, the SSL interfaces with the IAS and through
the IAS the following will occur.

The initiation of an emergency shutdown will lead to the following:

• Stop the cargo pumps
• Stop the spray pumps
• Stop the emergency cargo pump
• All ESD manifold valves will close
• ESD signal to shore (by electric/fibre-optic release)
• ESD signal to shore (by pneumatic release)
• The high duty compressors will trip
• The BOG compressors will trip

SAMSUNG
• The GCU master gas valve will close
• The waste gas valve will close
• The IGG blower will stop
• The reliquefaction plant will stop/standby
• The GCU will stop
• Switch vent gas valve to tanks

QGTC
• The nitrogen compressor will stop
• Spray return valves on each tank will close

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 Bu Samra Cargo Operating Manual

Illustration 4.13.1a Pressure Relief Valve Operation

Closed

Key Pilot Spring Sense Diaphragm

Intermediate Pressure Boost Cavity
Boost Diaphragm
Exhaust Pressure Sense Cavity

System Pressure Spindle Seal

Diaphragm Pilot Exhaust

Blowdown Adjustment Pilot Seat

SAMSUNG
Orifice (Variable) Fixed Orifice

Dome

Main Valve Diaphragm

Main Valve Seat

Open and Flowing Pilot Open

QGTC
From Liquid Dome

From Liquid Dome From Liquid Dome

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 Bu Samra Cargo Operating Manual
4.13 Cargo Relief Valves Valve Operation

Each cargo tank is fitted with two pressure/vacuum relief valves as required The valve is kept closed by the pressure in the sensing chamber, boost chamber
by the IMO code. The primary insulation and secondary insulation spaces are and dome chamber being equal to the tank pressure and less than the force
each protected by two pressure relief valves per cargo tank. The valves are exerted by the spring-load.
manufactured by Fukui Seisakusho and are designed specifically to work on
marine-based LNG systems. When the tank pressure reaches the set pressure it overcomes the spring-load,
allowing the disc of the pilot valve to open slightly, causing a small flow of gas
4.13.1 Cargo Tank Relief Valves through the pilot line to be discharged via the pilot valve outlet.

Manufacturer: Fukui Seisakusho This discharge causes a pressure drop in the sensing chamber, which in turn
destroys the pressure balance condition between the sensing chamber and
Type: PORV 10 *12
boost chamber, causing the pilot valve to open fully.
Model: PSL-MD13-131-NS1(B)
Tag No: CR100/200/300/400/500 When the pilot valve opens, it in turn causes a drop in pressure within the main

SAMSUNG
CR101/201/301/401/501 valve dome chamber and the main diaphragm is pushed upwards, raising the
No. of units: 10 sealing disc and opening the main valve, venting the tank to the respective vent
mast riser.
No. per tank: 2
Set pressure: 25kPa(g) When the tank pressure drops to a predetermined level, the spring-load begins
Closing pressure: 22kPa(g) to overcome the system pressure again, causing the pilot valve to go down and
Blowdown pressure: 3kPa re-seat. The tank pressure acts on the main diaphragm, causing the main valve
Blowdown %: 12% to close and the pressure in all the chambers is again equalised.

QGTC
Flow rate per valve: 23,860Nm3/h
Vacuum setting: -1kPa(g) ±25%

Introduction

The cargo tank relief valves are fitted at the top of each tank liquid dome
and vent to their associated vent mast riser. The relief valves are of the pilot
operated relief valve type (PORV). A cargo tank pressure sensing line relays
the pressure directly to the pilot operating valve, therefore accurate operation
at low pressures prevailing inside the tank is assured.

The cargo relief valves are set up initially by the manufacturer for the
requirements on the ship. If overhaul of the valves by ship’s staff is carried
out, the valves must be checked and reset to the original settings. (See the
manufacturer’s instructions for details.)

Note: It is extremely important that the vent mast is checked on a regular

basis and drained of any accumulation of water. The purpose of this is to
ensure that the relief valves operate at their correct settings, which would
otherwise be altered if any water were to accumulate in the vent mast and
flow onto the valve assembly.

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 Bu Samra Cargo Operating Manual

Illustration 4.13.2a Pilot Operated Safety Relief Valve

Lower Diaphragm Upper Diaphragm

Set Plate Set Plate Lower Case

SAMSUNG
Diaphragm
Boost Set Plates
Disc Diaphragm
Spring
Guide Cover Boost
Lock Nut Cap
Diaphragm
Disc
Seat Cover Cover
Centre

QGTC
Spindle
Body
Sleeve
Nozzle

Seat Diaphragm
Upper Spring
Washer

See Enlarged Detail Sense

Sense Pipe
Diaphragm

Valve Body
Upper Case

Diaphragm
Retainer

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 Bu Samra Cargo Operating Manual
4.13.2 Insulation Space Relief Valves Insulation Space Pressurisation Header Illustration 4.13.2b IBS and IS Pressure Control Table
Manufacturer: Fukui Seisakusho
Interbarrier Spaces (IBS) Type: Conventional 1.1/2*F*2 PRESS INTERBARRIER SPACE INSULATION SPACE
Manufacturer: Fukui Seisakusho Model: REC131-S1(N) (kPaG)
Type: PORV 2*3 No. of units: 1
Model: PSL-MD13-131-S1 Tag No: CN715 3.5 PRESS. RELIEF VALVE OPEN
Tag No: CN102/202/302/402/502 Set pressure: 60kPa(g)
CN104/204/304/404/504 Closing pressure: 40kPa(g) PRESS. RELIEF
3.0
Number of units: 10 Blowdown pressure: 20kPa VALVE OPEN

Number per tank: 2 Blowdown %: 33.3%

Set pressure: 3.0kPa(g) Flow rate per valve: 237Nm³/h 2.5 HIGH PRESS. ALARM
Closing pressure: 1.8kPa(g)
N2 EXHAUST

SAMSUNG
Blowdown pressure: 1.2kPa Introduction (0.7kPa) VALVE OPEN
2.15
Blowdown %: 40%
N2 EXHAUST
Flow rate per valve: 502Nm³/h Each IBS and IS insulation space is protected by two pilot operated relief 2.0 (0.5kPa) VALVE CLOSE
Vacuum block: -80kPa(g) (no leakage for 1 minute) valves. They are smaller than the valves on the cargo tanks and are designed to
operate only as pressure relief valves, ie, they do not open under a vacuum. The N2 SUPPLY
(0.4kPa) VALVE CLOSE
liquid dome and vapour dome each have one relief valve for the interbarrier and
Insulation Spaces (IS) insulation space that surrounds them.
N2 SUPPLY
Manufacturer: Fukui Seisakusho (0.2kPa)
VALVE OPEN
A gas detection line is led out from below each of the valves to the gas 1.5

QGTC
HIGH PRESS. ALARM
Type: PORV 2*3 monitoring system to give a constant indication of the atmosphere inside the N2 EXHAUST LOW PRESS.
Model: PSL-MD13-131-S1(B) 1.0
interbarrier and insulation spaces. VALVE OPEN ALARM
N2 EXHAUST (0.0kPa)
Tag No: CN101/201/301/401/501 0.8
VALVE CLOSE
CN103/203/303/403/503 The IBS space relief valve outlet is led to a separate vent line, which runs up
0.7 N2 SUPPLY
alongside the associated vent mast. This is in order to prevent any counter- VALVE CLOSE
Number of units: 10 IBS PRESS.
pressure or back-flow from the main vent mast should the cargo tank relief
Number per tank: 2 The above values in ( ) are the
valves lift, or from the nitrogen snuffing system. N2 SUPPLY Differential Pressures between the
0.5
Set pressure: 3.5kPa(g) VALVE OPEN IBS and IS.
Closing pressure: 2.1kPa(g) It is extremely important the vent line is checked on a regular basis and drained 0.4 LOW PRESS.. ALARM

Blowdown pressure: 1.4kPa of any accumulation of water. The purpose of this is to ensure that the relief
valves operate at their correct settings, which would otherwise be altered if any
Blowdown %: 40%
water were to accumulate in the vent mast and flow onto the valve assembly. 0.2 LOW PRESS
Flow rate per valve: 544Nm³/h ALARM

Vacuum block: -80kPa(g) (no leakage for 1 minute) The IS insulation space relief valves vent directly out to the deck, via a
downward-facing tail pipe. It is not necessary for these to be led to a mast
riser, as the likelihood of there being LNG vapour in this insulation space is
very remote.

The IBS and IS insulation space relief valves are set up initially by the
manufacturer for the requirements on the ship. If overhaul of the valves by
ship’s staff is carried out, the valves must be checked and reset to the original
settings. (See the manufacturer’s instructions for details.)

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 Bu Samra Cargo Operating Manual

Illustration 4.13.2c Cargo Tank Pressure Table

Cargo Tank kPa(g) Vapour Main Interbarrier Space Insulation Space
Cargo Tank Pressure
Relief Valve Open 25
24
High - High Pressure Alarm 23 Vent Valve Open (Vent/NON Mode)
• Spray Pump Stops 22
• Spray Valve Closes 21 Vent Valve Close (Vent/NON Mode)
20
High Pressure Alarm 19 High Pressure Alarm
18
17
GCU START
16 - Set Point Selectable
15 GCU STAND-BY
- Set Point -1kPa
14

SAMSUNG
GCU STOP
13 - Set Point -2kPa
BOG DISPOSAL
12
-VENT mode
11
- GCU mode 10
-NON mode
9.0
8.0 105-110kPa A
7.5 (Cargo Tank Pressure Range
7.0 Laden Voyage)
6.0

QGTC
5.0 106kPa A Design Operating Pressure
(Laden Voyage)
4.0
3.5 3.5kPa IS Relief Valves Open
3.4
3.2
Low Tank Pressure Alarm - Start Interlock
for Main and Emergency Pumps 3.0 Low Pressure Alarm 3.0kPa IBS Relief Valves Open
2.8
2.6
2.5 2.5kPa IS High Pressure Alarm
2.4
Low Low Tank Pressure Alarm 2.2
and Tank Protection System 2.0 Low Low Pressure Alarm
-Cargo and Spray Pump Stop -Waste Gas V/V Switch to Tanks
-Spray Valve Close 1.8
- GCU Master Valves Close
-HD Compressors Stop 1.6 - Reliquefaction Plant Standby
1.5 - BOG Compressor Stop 1.5kPa IBS High Pressure Alarm
- Stop GCU IBS + 0.7kPa N2
1.4 Exhaust Valve Control
1.2
1.0 1.0kPa N2 Exhaust Valve Control 1.0kPa High Diff. Pressure Alarm
0.8
0.7
IBS + 0.2kPa N2
0.6 Supply Valve Control
0.5 0.5 kPa N2 Supply Valve Control
0.4 0.4kPa IS Low Pressure Alarm
0.3 Very Low Pressure Alarm - (ESD)
0.2 0.2kPa IBS Low Pressure Alarm
0.0kPa IS Low Differential Pressure Alarm
0.0
Cargo Tank Vacuum Relief Valve Open -1.0

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 Bu Samra Cargo Operating Manual
4.13.3 Pipeline Relief Valves Illustration 4.13.3a Typical Pipeline Relief Valve Tank Liquid Header
Manufacturer: Fukui Seisakusho
Each section of the cargo pipework that can be isolated has a conventional
spring-loaded type pressure relief valve fitted. The main and spray line safety Type: Conventional 2*J*3
valves on each tank exhaust into the tank via a spectacle blank and non-return Model: REC131-S1(E)
valve. All the other safety valves exhaust into a common vent and relief No. of units: 5
main, which is connected to the No.4 and No.5 tanks via spectacle blanks Tag No: CR103, 203, 303, 403, 503
and non-return valves. The operating pressure for the cargo line safety valves
Set pressure: 1000kPa(g)
is 1,000kPa(g) and the valves vary in size and flow relative to the size of the 1
pipeline to which they are attached. Closing pressure: 900kPa(g)
Blowdown pressure: 100kPa
Liquid Header 2 Blowdown %: 10%
3 Flow rate per valve: 6,844Nm3/h
Manufacturer: Fukui Seisakusho
Type: Conventional 4*P*6 4

SAMSUNG
Model: REC131-S1(E) Manifold
No. of units: 3 Manufacturer: Fukui Seisakusho
Tag No: CR700, 705, 706 5 Type: Conventional 1.1/2*H*2
Set pressure: 1,000kPa(g) Model: REC131-S1(N)
6
Closing pressure: 900kPa(g) No. of units: 4 starboard side
7
Blowdown pressure: 100kPa Tag No: CR013, 023, 033, 043
Blowdown %: 10% No. of units: 4 port side

QGTC
Flow rate per valve: 33,990Nm3/h Tag No: CR014, 024, 034, 044
8 Set pressure: 1000kPa(g)
Type: Conventional 1.1/2*F*2 9 Closing pressure: 900kPa(g)
Model: REC131-S1(N) Blowdown pressure: 100kPa
No. of units: 1 Blowdown %: 10%
Tag No: CR710, 711 10 Flow rate per valve: 6844Nm3/h
Set pressure: 1,000kPa(g)
Closing pressure: 900kPa(g) 4 Manufacturer: Fukui Seisakusho
Blowdown pressure: 100kPa Type: Conventional 1.1/2*F*2
Blowdown %: 10% Model: REC131-S1(N)
Flow rate per valve: 1,291Nm3/h No. of units: 4 starboard side
Tag No: CR011, 021, 031, 041
11
No. of units: 4 port side
12
Tag No: CR012, 022, 032, 042
Set pressure: 1000kPa(g)
Key Closing pressure: 900kPa(g)
1. Cap 7. Spindle Rod Blowdown pressure: 100kPa
2. Adjusting Bolt 8. Spindle Point
3. Adjusting Bolt Nut 9. Guide Blowdown %: 10%
4. Seal and Wire 10. Disc Holder Flow rate per valve: 1,730Nm3/h
5. Bonnet 11. Body
6. Spring 12. Nozzle

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 Bu Samra Cargo Operating Manual
Spray Header Tank Spray Lines Type: Conventional 1.1/2*F*2
Type: Conventional 4*M*6 Type: Conventional 1.1/2*F*2 Model: REC131-S1(N)
Model: REC131-S1(E) Model: REC131-S1(N) No. of units: 1
No. of units: 1 No. of units: 5 Tag No: CR902
Tag No: CR702 Tag No: CR102, 202, 302, 402. 502 Set pressure: 1,000kPa(g)
Set pressure: 1,000kPa(g) Set pressure: 1,000kPa(g) Closing pressure: 900kPa(g)
Closing pressure: 900kPa(g) Closing pressure: 900kPa(g) Blowdown pressure: 100kPa
Blowdown pressure: 100kPa Blowdown pressure: 100kPa Blowdown %: 10%
Blowdown %: 10% Blowdown %: 10% Flow rate per valve: 1,730Nm3/h
Flow rate per valve: 23,240Nm3/h Flow rate per valve: 1,730Nm3/h

Type: Conventional 3*K*4 Insulation Space Pressurisation Header

SAMSUNG
Model: REC131-S1(E)
Type: Conventional 1.1/2*F*2
No. of units: 1
Model: REC131-S1(N)
Tag No: CR701
No. of units: 1
Set pressure: 1,000kPa(g)
Tag No: CN715
Closing pressure: 900kPa(g)
Set pressure: 60kPa(g)
Blowdown pressure: 100kPa
Closing pressure: 40kPa(g)
Blowdown %: 10%
Blowdown pressure: 20kPa
Flow rate per valve: 9,762Nm3/h

QGTC
Blowdown %: 33.3%
Flow rate per valve: 237Nm3/h
Type: Conventional 3*L*4
Model: REC131-S1(E)
No. of units: 2 Machinery Space
Tag No: CR703, 704
Set pressure: 1,000kPa(g) Type: Conventional 2*J*3
Closing pressure: 900kPa(g) Model: REC131-S1(E)
Blowdown pressure: 100kPa No. of units: 4
Blowdown %: 10% Tag No: CR707, CR708, CR903, CR901
Flow rate per valve: 15,220Nm3/h Set pressure: 1,000kPa(g)
Closing pressure: 900kPa(g)
Blowdown pressure: 100kPa
Blowdown %: 10%
Flow rate per valve: 6,844Nm3/h

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 Bu Samra Cargo Operating Manual
RELIQUEFACTION PLANT RELIEF SAFETY VALVES Flash Drum
No. of units: 1
Manufacturer: LESER GmbH & CO. Tag No: PSV5
Type: Spring-Loaded Set pressure: 1000kPag

No. of units: 1
Nitrogen Drum
Tag No: PSV2A
No. of units: 1
Set pressure: 1000kPag
Tag No: PSV1
Set pressure: 3600kPag
LNG Pumps
No. of units: 2
Nitrogen Buffer Tank Tag No: PSV3A/PSV3B
Set pressure: 1000kPag

SAMSUNG
No. of units: 1
Tag No: PSV2
Set pressure: 3600kPag No. of units: 1
Tag No: PSV
Set pressure: 1000kPag
Seal Gas Buffer Tank
No. of units: 1 No. of units: 1
Tag No: PSV4 Tag No: PSV3C

QGTC
Set pressure: 3600kPag Set pressure: 1000kPag

Nitrogen Compander Skid

No. of units: 1
Tag No: PSV3
Set pressure: 3600kPag

No. of units: 2
Tag No: PSV42,
Set pressure: 3600kPag

BOG Condenser
No. of units: 1
Tag No: PSV2
Set pressure: 1000kPag

No. of units: 1
Tag No: PSV5A
Set pressure: 1000kPag

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 Bu Samra Cargo Operating Manual

Illustration 4.14.1a Ballast/Deballast Screen Shots

SAMSUNG
QGTC
Operation Guide - Ballast/Deballast Start Screen Shot Operation Plan - Deballasting Screen Shot

Ballast/Deballast Overview

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 Bu Samra Cargo Operating Manual
4.14 Ballast Level and Ship’s Draught Final educting is done using a single 300m3/h eductor powered from either the Ballast Stripping Eductors
Gauging System water spray pump or the fire, bilge and GS pumps. There is also an emergency
Manufacturer: Ki-Won Industrial Co.
facility to use a ballast pump for drive water, if necessary, via valve FD034F,
but this is normally locked in the closed position. The eductor has a 250mm No. of sets: 1
4.14.1 Ballast Piping System Type: Sea water driven
stripping suction line which intersects the 250mm stripping crossover between
the port and starboard ballast mains. There is also an isolation on the crossover Capacity: 300m3/h
Introduction facility that enables the eductor to operate on a single ballast main or to draw Drive: 9kg/cm2
on both ballast mains simultaneously.
The primary spaces beneath and around the outboard side of the cargo tanks are
utilised as ballast tanks to optimise draught, trim and heel during the various The stripping eductor discharges water overboard through the overboard valve Note: Portable hydraulic handpumps have been provided for emergency use
load conditions of the vessel. BA101F via its own overboard line. and these are located in the duct keel.

The primary ballast spaces are divided into five sets of wing tank water ballast The pumps take their suction from the sea water crossover main where there
tanks along the cargo deck, together with the centre forward deep water ballast
Ballast Pumps is a high and low sea chest on the turn of the bilge at each side of the vessel.
tanks. The aft peak water ballast tank can also used to carry ballast when No.1 Ballast Pump The low sea suction is normally used when loading ballast. When discharging

SAMSUNG
required. This gives a total ballast capacity on the vessel of 88,671m3, which ballast, the pumps take their suction from the ballast ring main and the open
Manufacturer: Shinko Industries Ltd
gives approximately 90,888 tonnes when filled with sea water to 100%. ballast tanks.
Type: Vertical, centrifugal - self-priming
Three vertical centrifugal pumps, each with a capacity of 3,000m3/h have Model: GVD500-3MS No.1 and No.2 ballast pumps are interlocked with the inert gas generator
been fitted which enable the total ballast capacity to be discharged or loaded Capacity: 3,000m3/h at 30mth system for the supply of sea water cooling to the IGG.
in approximately 15 hours using two pumps. The pumps, which are driven by Rotation: Clockwise viewed from the coupling
electric motors and located in the engine room at floor plate level, have been
Maximum power output: 355kW System Control
sized so that with two pumps running simultaneously will be able to ballast/
deballast at a rate commensurate with the cargo rate plus 10% margin. Speed: 1,200 rpm

QGTC
Starting method: Direct on-line The ballast system is remotely controlled and monitored from the cargo
control room using the IAS in conjunction with the ballast screens. The system
The No.1 ballast pump would normally draw on the starboard ballast main and Vacuum pump: Model - HND 200 includes the following:
the No.3 on the port ballast main, but there is a crossover which enables the Maximum capacity: 50m3/h
No.2 pump to be used on either line. • Pump and valve control
Maximum vacuum: 600mmHgV
• Tank level monitoring
The ballast line is a 600mm ring main which runs through the duct keel with
a forward crossover connection via a hydraulically operated valve. Each of No.2 and No.3 Ballast Pumps • Automatic filling / emptying function
the primary ballast tanks have two 300mm branch pipes, each fitted with a • Automatic change of ballast water during passage
hydraulically operated control valve and terminating in a bellmouth suction. Manufacturer: Shinko Industries Ltd
The aft peak has a single 300mm branch pipe with a hydraulically operated Type: Vertical, centrifugal The ballast pumps are started and stopped using the IAS ballast screen,
open/shut control valve terminating in a bellmouth suction. Model: GVD500-3M provided that the switches on the main switchboard group starter panel are set
Capacity: 3,000m3/h at 30mth to remote. When the system is in automatic mode the pumps have an automatic
All of the valves are butterfly valves fitted with hydraulic actuators that are stop sequence control for low and high tank status. When on local control, the
Rotation: Clockwise viewed from the coupling
operated and controlled through the IAS. The principle ballast tank main pumps can be started and stopped from the local control panel, and can be
suctions and the pump discharge valves are intermediate (proportional control) Maximum power output: 355kW
stopped from this panel regardless of the position of the local/remote switch.
type valves, while the others are of the open or closed type. Speed: 1,200 rpm The local control panels always take priority and can take control from the
Starting method: Direct on-line cargo control room at any time.
The ballast pumps fill and empty the primary ballast tanks via the port and
starboard side ballast mains that are 600mm in diameter. The crossover valve, The IAS has to send a POWER AVAILABLE signal to the switchboard prior to
BA504F, between the port and starboard main ballast lines is on the starboard the START signal. When starting in local mode a POWER REQUEST signal is
ballast main aft of the forward water ballast starboard suction valve. sent from the switchboard to the PMS IAS.

Within the engine room this main is continued to service the aft peak water Note: There is no interlock between the pump and the suction valve if the
ballast tank. pump is started in local mode and the valve is closed. In this case the IAS
will give an alarm.

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 Bu Samra Cargo Operating Manual

Illustration 4.14.1b Ballast System Engine Room Hull

Key
Sea Chest (Port)
ZI VC ZI ZI VC
BA101 BA101 BA101 Ballast Stripping Eductor FD035 FD035
From Water Spray Pump Sea Water
(300m3/h) and Bilge, Fire
ZS ZS PM From Inert Gas System
PI PI PI PI and General Service Inert Gas
MM254 MM253 BA526F
300 Pump Discharge
BA101F BA100F ZI VC ZI BA012F BA011F
From No.1 Bilge, Fire 200 BA017 BA017 BA017 No.5 No.4 No.3 No.2 No.1 Forward
and GS Pump Water Water Water Water Water Water
BG100F ZS ZS
From No.2 Bilge, Fire 200 Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast
FD036F FD035F (Port) (Port) (Port) (Port) (Port) Tank
and GS Pump
600 BG101F 600
(Centre)
LIAH LIAH LIAH LIAH LIAH
ZI ZS BA017F Locked BD002 BD020 BD016 BD012 BD010
BA023 ZI VC ZI VC ZI Closed
BA020 BA020 MC Auto BA008 BA008 BA008
VC BA HV020 Stop
BA023 023F PM ZS ZS 600 FD034F
PI PS PI PI PI
ZI ZS MM251 MM248
BA023 500 600 600
ZI ZS

SAMSUNG
BA025 BA020F BA008F
No.3 Ballast Pump BA BA BA BA BA BA BA BA BA BA BA BA
Overboard VC BA 524F 525F 523F 520F 519F 516F 515F 512F 511F 508F 507F 503F
BA025
(3,000m3/h x 3.0kg/cm2) ZI VC ZI
025F
BA005 BA005 BA005
ZI ZS
BA025 ZS ZS ZI ZS
BA002

To Inert Gas 600 VC BA PI

Generator BA002 MM258 300 600 300 300 300 300 300 300 300 300 300 300
BA021F BA005F 002F 600 600
ZI ZS
BA002 ZI ZS LCAL 25 LCAL
BA010 BD068 BA BD066
VC ZI ZI VC ZI VC ZI 528F

QGTC
BA013 BA013 BA019 BA019 MC Auto BA007 BA007 BA007 VC BA
HV008 Stop BA010 010F
PM PM ZS ZS
PI PS PI PI PI ZI ZS
MM250 MM247 BA010
500 600 250
Pipe Duct LIAH
BA013F BA019F BA007F ZI ZS BD007
No.2 Ballast Pump BA009
(3,000m3/h x 3.0kg/cm2) ZI VC ZI VC BA
Interlocked with Inert Gas Plant BA004 BA004 BA004 BA009 009F
BA
ZS ZS ZI ZS ZI ZS LCAL 527F LCAL
ZI ZS BA001 BA009 BD067 25 BD065
BA026 600 600 600
Aft Peak VC BA
VC BA BA001 001F PI BA504F
Tank BA026 BA004F MM255 300 300 300 300 300 300 300 300 300 300 300
026F
ZI ZS
ZI ZS BA001
BA026 ZI VC ZI VC ZI
BA018 BA018 MC Auto BA006 BA006 BA006
HV009 Stop
PM ZS ZS
PI PS PI PI PI BA BA BA BA BA BA BA BA BA BA BA
MM249 MM246 522F 521F 518F 517F 514F 513F 510F 509F 506F 505F 502F
500 600

BA018F BA006F
Overboard No.1 Ballast Pump (Self-Priming)
(3,000m3/h x 3.0kg/cm2) ZI VC ZI
Interlocked with Inert Gas Plant BA003 BA003 BA003 600
600
ZS ZS
ZI ZS LIAH LIAH LIAH LIAH LIAH
BA022 BA014F ZI VC ZI BD021 BD019 BD015 BD011 BD009
BA016 BA016 BA016
VC BA No.5 No.4 No.3 No.2 No.1
BA022 ZS ZS
BA003F
022F Water Water Water Water Water
ZI ZS Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank
BA022 600
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
BA016F
Sea Chest (Starboard)
Reference Shipyard Drawing Number: MB 601.10 Ballast System and MB601.15 Ballast System in (E/R)

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 Bu Samra Cargo Operating Manual
All hydraulically operated valves in the system are also operated using the on- No.1H Solenoid Valve Rack Control and Alarm Settings
screen menu/keyboard in conjunction with the IAS ballast screen. Two basic
types of valve are fitted, those which can be positioned at the fully closed or Valve No. Valve Type Size
The alarm setting can be set as either a percentage of the total volume or as a
fully open position, and those which can be positioned at any point between BA001F Open/shut butterfly 5K 600A sounding.
fully open and fully closed. The position of all valves is shown on the mimic. BA002F Open/shut butterfly 5K 600A
Provision has been made for portable handpumps to be used to operate BA003F Open/shut butterfly 5K 600A Level Gauge Settings for Ballast Tanks (Metres)
the valves in the event of hydraulic power failure, portable units have been
BA004F Open/shut butterfly 5K 600A
provided and these are normally located in the forward bosun store, deck store Tank High High High Low Low Low
midships and aft main deck level The pump discharge valves and the main tank BA005F Open/shut butterfly 5K 600A
Forward 18 8.5 1.0 1.0
suction valves are all multi-positional (proportional), but for completeness the BA006F Open/shut butterfly 5K 600A
WBT
type and size of each valve fitted in the ballast system has been listed below:
1. P/S 26.5 20.0 2.0 1.0
No.1H Solenoid Valve Rack
2. P/S 27.0 26.3 1.0 0.5
No.1H Solenoid Valve Rack
Valve No. Valve Type Size 3. P/S 27.0 26.3 4.0 3.0
Valve No. Valve Type Size BA007F Open/shut butterfly 5K 600A 4. P/S 27.0 26.3 3.0 3.0

SAMSUNG
BA502F Positional butterfly 5K 200A BA008F Open/shut butterfly 5K 600A 5. P/S 27.0 26.3 1.0 0.3
BA503F Positional butterfly 5K 300A BA009F Open/shut butterfly 5K 250A Aft Peak P/S 25.0 24.0 3.0 2.0
BA504F Positional butterfly 5K 600A BA010F Open/shut butterfly 5K 250A
BA505F Positional butterfly 5K 300A BA013F Positional butterfly 10K 300A
BA506F Positional butterfly 5K 300A BA016F Open/shut butterfly 5K 600A
BA507F Positional butterfly 5K 300A BA017F Open/shut butterfly 5K 600A
BA508F Positional butterfly 5K 300A BA018F Positional butterfly 5K 500A

QGTC
BA509F Positional butterfly 5K 300A BA019F Positional butterfly 5K 500A
BA510F Positional butterfly 5K 300A BA020F Positional butterfly 5K 500A
BA511F Positional butterfly 5K 300A BA025F Open/shut butterfly 5K 600A
BA512F Positional butterfly 5K 300A BA026F Open/shut butterfly 5K 600A
BA513F Positional butterfly 5K 300A
BA514F Positional butterfly 5K 300A No.2H Solenoid Valve Rack
Valve No. Valve Type Size
No.1H Solenoid Valve Rack
BA022F Open/shut butterfly 10K 600A
Valve No. Valve Type Size BA023F Open/shut butterfly 10K 600A
BA515F Positional butterfly 5K 300A BA024F Open/shut butterfly 10K 350A
BA516F Positional butterfly 5K 300A BA101F Open/shut butterfly 10K 300A
BA517F Positional butterfly 5K 600A
BA518F Positional butterfly 5K 300A The on-screen ballast menu also shows when the pumps are switched to remote
or manual operation, the pump’s current (load) and suction and discharge
BA519F Positional butterfly 5K 300A
pressures. The position of the valves and the contents of the tanks can also be
BA520F Positional butterfly 5K 300A displayed as a combination of the following choices:
BA521F Positional butterfly 5K 300A
• Level in metres
BA522F Positional butterfly 5K 300A
BA523F Positional butterfly 5K 300A • Ullage in metres
BA524F Positional butterfly 5K 300A • Volume in m3

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 Bu Samra Cargo Operating Manual

Illustration 4.14.2a Remote Level and Draught Indicating System Architecture

Power
Supply IAS Cargo

Fault Alarm Fault Alarm Fault Alarm Power Fault Alarm

to IAS to IAS to IAS Supply to IAS

X1 X13 X12 X11 X1 X13 X12 X11 X1 X13 X12 X11 X1 X13 X12 X11

X3 X2 X1 X3 X2 X1 X3 X2 X1 X3 X2 X1

PUA-31 PSB-31 PUA-31 PSB-31 PUA-31 PSB-31 PUA-31 PSB-31

LD 100S Cabinet 1 LD 100S Cabinet 2 LD 100S Cabinet 3 LD 100S Cabinet 4

Cabinet Location: EER Accommodation B Deck Cabinet Location: EER Accommodation B Deck Cabinet Location: EER Accommodation B Deck Cabinet Location: Engine Room 2nd Deck

SAMSUNG
Cabinet Address C 01 Cabinet Address C 02 Cabinet Address C 03 Cabinet Address C 04

H001 H002 H003 H004 H005 H006 H007 H008 H009 H010 H011 H012 H013 H014 H015 H016 H017 H018 H019 H020 H021 H022 H023 H024 H025 H026 H027 H028 H029 H030 H031 H032 H033 H034 H035 H036 H037 H038 H039 H040

S 1 2 3 4 5 6 7 8 9 10 S 1 2 3 4 5 6 7 8 9 10 S 1 2 3 4 5 6 7 8 9 10 S 1 2 3 4 5 6 7 8 9 10
A A A A

Fwd Water Ballast Tank (Centre)

No.1 Water Ballast Tank (Starboard)

QGTC No.5 Water Ballast Tank (Port)

Aft Peak Tank

65A
Heavy Fuel Oil Settling Tank (Starboard)

Heavy Fuel Oil Settling Tank (Port)

Heavy Fuel Oil Service Tank (Starboard)

Compressed
Air
Main Lubricating Oil Sump Tank (Starboard)

Main Lubricating Oil Sump Tank (Port)

Main Lubricating Oil Storage Tank (Starboard)

No.1 Water Ballast Tank (Port) Draught Fwd Heavy Fuel Oil Service Tank (Port) Main Lubricating Oil Storage Tank (Port)
Compressed 65A
Air
No.2 Water Ballast Tank (Starboard) Draught Mid (Starboard) Low Sulphur Heavy Fuel Oil Tank Main Lubricating Oil Settling Tank (Starboard)
65A
No.2 Water Ballast Tank (Port) Draught Mid (Port) Marine Diesel Oil Service Tank (Starboard) Main Lubricating Oil Settling Tank (Port)
65A

No.3 Water Ballast Tank (Starboard) Draught Aft Marine Diesel Oil Service Tank (Port) Fresh Water Tank (Port)

No.3 Water Ballast Tank (Port) No.1 Aft Heavy Fuel Oil Tank Inert Gas Generator Marine Diesel Oil Service Tank Distilled Water Tank (Port)

No.4 Water Ballast Tank (Starboard) No.1 Fwd Heavy Fuel Oil Tank Heavy Fuel Oil Overflow Drain Tank (Port)
Key
No.4 Water Ballast Tank (Port) No.2 Heavy Fuel Oil Storage Tank (Starboard) 65A
Non-Return Valve Non-Return Valve
Air Dryer 1:1 Converter
NRV-S-F NRV-S-F
No.5 Water Ballast Tank (Starboard) No.2 Heavy Fuel Oil Storage Tank (Port) SP-5 PLT-40

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 Bu Samra Cargo Operating Manual
4.14.2 Remote Level and Draught Indicating Definitions: The pressure acting on the electric pressure sensor is converted into a digital
System signal (frequency) which is processed by the central processing unit PMC-31.
Pabs = Absolute pressure acting on the sensor
Patm = Atmospheric pressure In level measurement, an atmospheric sensor, located in the LD 100S cabinet,
Tank Level Gauging System is used as a reference sensor in the hydrostatic calculations.
Ph = Hydrostatic pressure
Manufacturer: SF Controls
Model: Level Datic 100S Pj = Flow resistance in the measuring line The LD100S cabinet generates level height or draught measurement results in
H = Level height metres or feet. The vessel’s computer uses these values to calculate the liquid
Type: Electric-pneumatic
volume and weight or the ships’ trim and list.
D = Density of liquid
Introduction G = Acceleration due to gravity (9.81m/s2) The effect of the constant flow resistance is easy to take into account and the
measurement results are not dependent on the distance between the tank and
Ho = Distance between the tank bottom and the end of the sounding the cabinet.
The ballast tanks, including the engine room and aft peak tanks, fresh water pipe
and distilled water tanks, the heavy fuel oil, diesel oil and lubricating oil tanks,
The air flow is set to approximately 0.5 litres/minute using the flow adjustment
are each fitted with an electric-pneumatic level gauge transmitter.

SAMSUNG
The following methods can be used to measure hydrostatic pressure. screw. The air is then distributed to the individual tanks as typically shown in
illustration 4.14.2a.
The draught gauge level transmitters are also of the electric-pneumatic type.
The forward transmitter is fitted in the fore peak tank, the aft transmitter in the 1) Sounding Pipe Method
The air flow resistance induced in the measuring line during commissioning is
engine room, and the midship transmitters (two) in the cofferdam between the Applicable to tanks where the bubbling air can be fed to the tanks, such as measured and stored in the EEPROM memory. This has to be carried out when
No.3 and No.4 port and starboard cargo tanks. ballast tanks, diesel and fuel oil tanks, etc, and is also suitable for draught the tank is empty or the measuring line disconnected close to the tank at, eg,
measurement. the non-return valve or the tank penetration.
The measuring line from all the electric-pneumatic type transmitters are led
back to the the transmitter box located in the electrical equipment room on A
2) Pressure Converter Method If the air flow rate is later altered significantly, resulting in a change of

QGTC
deck and linked into the Integrated Automation System (IAS).
resistance, the new value has to be re-measured and stored in the memory.
Applicable where the feed air to the tank is prohibited, such as drinking water
tanks.
Operating Principle Where there is cause to believe that water has condensed in the measuring line
or mud has accumulated round the sounding pipe end, the measuring line has
The multi-point level transmitter utilises hydrostatic pressure caused by the 3) Electric Transmitter (Optional) to be purged. During purging, the constant feed controllers are bypassed and
head of the liquid, and the value can be converted to a hydrostatic pressure by the supply air enters the measuring lines directly, thereby purging them and
using the following equations: clearing the surrounding area of the sounding pipe.
Operation
The ballast tanks, except the aft peak tank and some of the engine room service
Hydrostatic Pressure Ph = Pabs - (Patm - Pj) tanks, are fitted with a non-return valve in the transmitter line.
Clean dry-air is supplied from the engine room control air system to the
Where: transmitter box where it is regulated down to an operating pressure of
Hydrostatic Pressure: Is the absolute pressure acting on the sensor minus the approximately 500kPa. Should the supply pressure fall to less than 350kPa, an The draught system lines are all fitted with a manually operated ship side
pressure measured by the reference sensor (atmospheric sensor) and the flow alarm is given. isolating valve. These valves are fitted with extended spindles to allow for
resistance in the measuring line (pressure increase). remote operation.
A constant-flow controller maintains the flow speed in the measuring line
constant, regardless of the counter-pressure, resulting in a constant flow
Level Height H = (Ph / (D @ G)) + Ho resistance in the measuring line. The tank level height creates a hydrostatic
Where: counter-pressure on the air flowing out of the sounding pipe or the pneumatic
Level Height: Is the distance between the tank bottom and the end of the 1:1 converter. This pressure acts on the electric pressure sensors in the LD100S
sounding pipe added to the hydrostatic pressure divided by the density and the cabinet.
acceleration due to gravity.

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 Bu Samra Cargo Operating Manual

Illustration 4.14.2b Remote Level and Draught Indicating System

Key C Deck
Transmit Box for
Diaphragm Seal Type Transmit Box for Hull Part Hull Part in Electrical
Air Purge Unit for Level Gauge
Distilled Water Tank (Starboard) in Electrical Equipment Room B Deck Equipment Room
Fresh Water Tank (Port) Cabinet No.1, 2 and 3 Cabinet No.1, 2 and 3
Air Purge Unit for Draught Gauge

Trunk Trunk

Control Air

Aft Peak
Tank

No.6 No.1 Signal Line Passing

Cofferdam Cofferdam Through No.6 Cofferdam

SAMSUNG
Void

Fwd Draught
Measuring
Cabinet No.4
ZT501F
Pipe Duct
Engine Room

ZT502F ZT503F
(S)

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(P) Water Ballast Tank Pipe Duct Water Ballast Tank
No.1 Aft Heavy Fuel Oil Tank No.1 Fwd Heavy Fuel Oil Tank (Port) (Starboard)

Fwd Water Ballast Tank (Centre)

Mid (P) Draught Measuring Mid (S) Draught Measuring

No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Port) (Port) (Port) (Port) (Port) Fwd
Water Ballast Tank
(Centre)
Cofferdam

Cofferdam

Cofferdam

Cofferdam

Cofferdam
ZT515F ZT513F ZT511F ZT509F ZT507F
(P) (P) (P) (P) (P)

Pipe Duct
Transmit Box
for Remote
Sounding
Void
System
ZT505F
Cabinet
(P)
No.1, 2 and 3

ZT514F ZT512F ZT510F ZT508F ZT506F

(S) (S) (S) (S) (S)

No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard)

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 Bu Samra Cargo Operating Manual

Illustration 4.14.3a Ballast Exchange Screen Shots

SAMSUNG
QGTC
Operation Plan - Ballast Exchange Set Screen Shot Operation Guide - Ballast Exchange Start Screen Shot

Ballast Exchange Overview

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 Bu Samra Cargo Operating Manual
4.14.3 Ballast Exchange System Note: Failure to comply with the above requirements and provide an accurate Visibility Over the Bow
record can result in severe penalties for both the vessel and the shipping SOLAS requires that the view of the sea surface shall not be obscured by
Whenever ballast operations are carried out, it is good practice to ensure that company. more than two ships’ length or 500 metres, whichever is the less. Refer to the
the minimum number of tanks are left slack. Failure to completely fill ballast visibility table in the Ballast Management Plan for acceptable draughts and
tanks results in the reduction of stability of the vessel due to free surface effect trim.
and increased corrosion in the slack tanks. When tanks are emptied, they Ballast Exchange Criteria
should be well drained to remove sediment, prevent free surface effect and
assist with the reduction of corrosion. The criteria for carrying out ballast exchange are outlined in the Ballast The Envelope of Recommended Draughts is based on the Required View of the
Water Management Plan with reference to MARPOL requirements, the stress Sea Surface forward from the conning position, Minimum Draught forward,
Due to the introduction of alien marine species from foreign ballast water being and stability of the vessel during the exchange, the propeller immersion and Summer Draught and Propeller Immersion.
discharged into their port areas and upsetting the local ecological balance, visibility over the bow.
several countries now require that vessels arrive with ballast loaded in deep
sea open conditions. The minimum forward draught to avoid slamming of the bow from the Ship
Stability Booklet is 9.16m.
During the ballast voyage, the vessel will have to discharge the ballast tanks Illustration 4.14.3b Recommended Draught Envelope

SAMSUNG
and re-ballast with clean deep sea water. This has to be carried out taking into Where the minimum forward draught cannot be met, the Lloyds Register
consideration the effects on the stress and stability of the vessel during any Definition of Acceptable Sea State can be used as a guide to aid in determining
ballast change. a safe sea state in accordance with the Ballast Management Plan Safety
requirements.
Ballast changes are carried out in deep sea areas over a period of time, 13

usually discharging one or two sets of tanks at a time, subject to the stresses As a guide, the sequential ballast exchange should not be carried out where the
and stability calculations, then refilling with deep sea clean water with the wind strength exceeds Beaufort 4 and the sea state exceeds moderate.
following criteria: 12

$RAUGHT !FT -ETRES

QGTC
• At least 200 nautical miles from land and in water at least 200 Propeller Immersion
metres in depth.
11

The propeller immersion is based on the following formula:

If this is not possible:
1) Even Keel: DA -H 10

• As far from the nearest land as possible and in all cases at -------- x 100 (in%)
least 50nm from the neatest land and in water at least 200m in Dp
9

depth.
2) Trimmed: (Sa x trim)
• In sea area designated by the port state. (Da - ----------- -H)/Dp x 100 (in%)
8
LBP
All local and/or national regulations should be taken into consideration as they Where:
may specify other depths and distances from land. Da: Aft draught at AP in metres 7

7 8 9 10 11 12 13
H: Height of lowest tip of propeller blade above base (0.350m)
This sequence of changes is continued until all ballast water from the discharge Draught Forward - Metres

port has been discharged and replaced. Dp: Propeller diameter (7.7m)
Sa: Distance between tip of propeller and AP (5.82m)
All changes and ballast operations are to be entered in the Ballast Record
Book, giving the position when the operation commenced, when completed
and quantities involved. Similar entries are made in the Deck Log Book. When
the vessel arrives at the loading port, the port authorities may inspect these
documents to confirm that the entries agree. Some countries also require a
chemist to take samples of ballast water and carry out tests before allowing any
discharge of ballast within territorial waters.

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 Bu Samra Cargo Operating Manual
Ballast Exchange During Voyage • No pumps are selected for IGG Flow-Through Method
• Hydraulic pressure is above the alarm limit The flow-through method is a process by which a ballast water is pumped into
The ballast exchange may take the form of either a sequential change or by the a ballast tank intended for the carriage of ballast water, allowing water flow
overflowing of the tanks. The system is designed to carry out either exchange • No tanks are active, that is an ongoing ballast operation through overflow or by other arrangements to achieve at least a 95 percent
in both the fully automated or semi-automatic mode. The normal ballast on volumetric exchange.
departure from port is all tanks full with adjustment made for trim by reducing When the automatic sequence detects a Critical Force alarm, the ABE process
the forward deep tank ballast and the final ullage in one ballast tank for list. is stopped until the operator clears the problem, after which a new ABE can be Pumping through three times the volume of each water ballast tank usually
progressed to follow the remaining selected steps. shall be considered to meet the standard described above.
1. Automatic Ballast Exchange (ABE) If a minor fault is detected, the ABE will hold and change the pumps sea to The flow-through method, whereby tanks are overfilled by pumping in
Ballast/Deballast Sequence Description sea. The operator can continue ABE after the pumps have changed sea to sea additional water, has the advantage it can be used in weather conditions which
by pressing the CONTINUE button. would be marginal for use of the sequential method, since there is little change
The sequential method is a process by which a ballast tank intended for the
in the condition of the ship.
carriage of ballast water is first emptied and then refilled with replacement
ballast water to achieve at least a 95 percent volumetric exchange. Ballast Exchange Start-Up
There are safety considerations to be taken into account, and these are outlined

SAMSUNG
On the Ballast Exchange Planning mimic the target levels are set up by entering in the Ballast Water Management Procedures.
In the sequential method of ballast exchange the ballast tanks are discharged
and filled in a twelve-step sequence with due regard to the stability, trim and the level on the Level Set panel. This must be done before starting ABE.
It is necessary to pump in three times the volume of the tank to achieve a 95%
heel of the vessel. Protection is given to the tanks with interlocks for both high
On the Ballast Valve mimic enter maximum open and throttle limits for change of water. Pumping in once the volume produces a 63% exchange, twice
level and low level in the ballast tanks.
automatic operation. produces 86% exchange, while four times produces 98% water exchange.

Note: Where the tanks have been part discharged or filled, this is to allow The flow-through method is considered to be applicable to the following
for the correcting of any heel or to maintain trim and stress within suitable On the Ballast Exchange Operation mimic place the pump and tank systems
in AUTO, then press the ABE LINE UP button to set the pumps in sea to sea tanks:
limits.

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mode.
Tank Capacity Pumps Time for
The whole exchange process is executed in two parallel sequences, one for
Activation of the ABE is done via the Start Permissive mimic by pressing (t) 3 Exchanges
port and one for starboard. At the end of each empty or fill step, a cross-check
is performed to ensure that the parallel sequences remain in phase. In the the ACTIVATE button. If ABE is terminated or finished, the system will be FWD WBT(C) 4564.8 Pump No.1 or No.2 pump 4h 35m
transition stage between empty and fill operations and vice versa, the system deactivated, buttons for terminating should only be used for safety reasons. No.1 WBT(P) 8632.1 Pump No.1 or No.2 pump 8h 40m
will circulate water from the selected sea chest to overboard to avoid frequent No.1 WBT(S) 8632.1 Pump No.1 or No.2 pump 8h 40m
pump start/stop operations. Monitoring and control of the operation is carried out from the Ballast
Exchange Operation mimic. No.2 WBT(P) 8022.3 Pump No.1 or No.2 pump 8h 5m
No.2 WBT(S) 8022.3 Pump No.1 or No.2 pump 8h 5m
The ballast/deballast sequence controls and/or monitors the following:
No.3 WBT(P) 8448.3 Pump No.1 or No.2 pump 8h 30m
• Ballast valves
No.3 WBT(S) 8448.3 Pump No.1 or No.2 pump 8h 30m
• Ballast tank level No.4 WBT(P) 8447.4 Pump No.1 or No.2 pump 8h 26m
• Ballast pumps No.4 WBT(S) 8447.4 Pump No.1 or No.2 pump 8h 26m
• Trim and list limits, if exceeded, pumps will change sea to sea No.5 WBT(P) 7638.7 Pump No.1 or No.2 pump 7h 40m
No.5 WBT(S) 7638.7 Pump No.1 or No.2 pump 7h 40m
• Loading stability computer
APT (C) 3945.8 Bilge pump 3h 56m
The ballast operator cannot start an ABE unless the following are satisfied:
Where peak tanks are partially filled, the flow-through method should be
• Ballast pump and tank system in automatic mode avoided unless any inadvertent exceeding of the design partial filling levels
• Ballast pumps are in sea to sea mode (ABE line-up button) will not result in hull girder bending moments and shear forces exceeding
permissible values.
• Ballast Exchange Planning is confirmed ‘READY’
• The interface to the load and stability computer is OK and there
are no Critical Force alarms
• Lines are fully flooded

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Section 5: Cargo Auxiliary and Deck System 5.7 Mooring and Anchoring

5.7.1 Mooring Arrangement

5.1 Temperature Monitoring System
5.7.2 Anchoring Arrangement

5.2 Interbarrier Space And Insulation Space Pressure Control 5.7.3 Forward Emergency Towing Equipment

SAMSUNG
5.7.4 Aft Emergency Towing Equipment
5.3 Cofferdam Heating System

5.3.1 Cofferdam Heating and Control 5.8 Lifting Equipment

5.3.2 Hull Ventilation

5.4 Fire Fighting Systems

QGTC
5.4.1 Introduction

5.4.2 Engine Room and Deck Fire Main Systems

5.4.3 Water Spray System

5.4.4 Deck Dry Powder System

5.4.5 NOVEC 1230 Fire Extinguishing System

5.4.6 High Expansion Foam System

5.4.7 Quick-Closing Valves, Fire Dampers and Emergency Stops

5.4.8 Engine Room Water-Based Fire Fighting System

5.4.9 Fire Detection System

5.4.10 Fire Fighting Equipment

5.4.11 Lifesaving Equipment and Escape Routes

5.5 Cargo Machinery Fresh Water Cooling System

5.6 Passageways and Forward Bilge Systems

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 Bu Samra Cargo Operating Manual

Illustration 5.1a Temperature Sensors in Secondary Barrier

n = Cargo Tank Number

Aft
Temperature Sensors on Secondary Barrier in Primary Space:
Port -150°C
TI TAL (Adjustable)
IAS IAS -1A (For Service)
Liquid Dome -1B (For Standby)

Temperature Sensors Under Secondary Barrier in Secondary Space:

Starboard -2A, 3A, 4A, 5A, 6A, 7A, 8A (For Service)
-2B, 3B, 4B, 5B, 6B, 7B, 8B (For Standby)

Temperature Sensors Under Primary Barrier in Primary Space:

-9A, 10A (For Service )
Aft -9B, 10B (For Standby)
amfer
Upper Ch
7A
TIAL
Top Temperature Sensors on Side Wall in Secondary Space:
CTn16 TIAL
7B

SAMSUNG
6A 6B 5A CTn02 -TE16A (For Service)
-TE16B (For Standby)
5B

TIAL
CTn01

Fwd

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Bottom (Hull)
TIAL Side Wall IAL
T
9A
CTn09 Side Wall TE
CTn15
16A
4A
9B TIAL TE
Bottom CTn03 16B
TIAL 4B
10A CTn18

10B
Bottom
1B
1A FWD
TIAL
8A
amfer CTn06
Lower Ch
TIAL 3A 8B
TIAL
CTn17
CTn04
3B
Port
Bottom
2A 2B

TIAL
CTn05

Starboard

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 Bu Samra Cargo Operating Manual
5.1 Temperature Monitoring System Illustration 5.1b No.1 Cargo Tank and Barrier Temperature Screen Shot

General Description

Monitoring equipment is provided in the cargo control room for insulation

barrier and inner hull temperatures to give warning in case of a failure of the
insulation or a leakage into the interbarrier spaces and/or insulation spaces.

Each sensor is of the resistance type PT-100 (RTD). The sensors are installed in
the insulation barriers and alongside the inner hull associated with each cargo
tank. The temperature range of each sensor is: -200 to +100°C.

The interbarrier space (IBS) RTDs (sensors), are installed in three locations as
indicated on the illustration 5.1b, all of them in pairs. The insulation barrier

SAMSUNG
(IS) RTDs are installed at seven points around the space as shown, all of them
in pairs. During normal conditions, one RTD is in service whilst the other is
on standby.

For the inner hull temperature measurement there are five sensors in each
tank, three are located along the bottom of the tank in the duct keel, while two
sensors are located in the trunk deck.

In the cofferdam spaces there are three temperature sensors on each of the

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forward and aft bulkheads, except the forward bulkhead of No.1 cofferdam
which has five sensors, and the aft bulkhead of No.5 cofferdam which also has
five sensors as indicated in illustration 5.1c.

The temperature measurements are indicated for each thermocouple in service

in the cargo control room via the IAS. Recording of these temperatures is also
available via the IAS.

The RTDs for the IS barrier sensors alarm point is set at -150°C. The RTDs for
the inner hull sensors alarm point is set at 0°C.

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 Bu Samra Cargo Operating Manual

Illustration 5.1c Temperature Sensors in Cofferdams, Trunk Deck and Duct Keel

5°C for in Cofferdam

Aft 5°C for in Cofferdam Temperature Sensors in Cofferdam (Tank Aft)
(Adjustable)
(Adjustable) TIC TAL -No.1,2,3 Tank : TE1, TE2, TE3
-10°C for in Duct Keel
Port IAS IAS
(Adjustable) -No.5 Tank : TE1, TE2, TE3, TE4, TE5
Liquid Dome -20°C for in Trunk Deck
(Adjustable) Temperature Sensors in Cofferdam (Tank Forward)
TE
9 -No.2, 3, 4, 5 Tank : TE11, TE12, TE13
Starboard -No.1 Tank : TE11, TE12, TE13, TE14, TE15
TIAL
CTn08
Temperature Sensors on Double Hull
TE -In Duct Keel : TE6, TE7
TIAL 1
CH106 -In Trunk Deck : TE9, TE10
TIAL
CH204 n = Cargo Tank Number
TIAL
TIAL Tank Only

SAMSUNG
TIALNo.5 TE
CH304 TE 10 CHn07
4 CH505
TIAL
CH404
TIAL
CH504 TE TIAL
2 CH107
TIAL
CH205
TIAL
TE CH305
TIAL
k Only CH508 5 TIAL
No.1 Tan CH405
Fwd
TIAL
CH506

QGTC
TE
TIAL 3
CH108 TIAL
TE
TIAL
11 CH101
CH206 TIAL
TIAL CH201
CH306 TIAL
TIAL CH301
FWD
TIAL CH406 TIAL
10A CTn18 TIAL CH401
TE
CH507 TIAL TIAL
6
10B CTn11 CH501
wer
Pump To
port
Base Sup
TE
k Only
No.1 Tan TIAL 14
CH102

Port
TE
TIAL 12
CH103
TE TIAL k Only
TIAL 7 CH202 TE
TIAL
No.1 Tan
CTn09 15 CH105
TIAL
CH302
TIAL
CH402 TIAL
TE
CH104
TIAL 13
CH502 TIAL
CH203
TIAL
CH303
TIAL
CH403
TIAL
CH503
Starboard

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 Bu Samra Cargo Operating Manual

Illustration 5.2a Insulation Space Pressure Control Screen Shot

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual
5.2 Interbarrier Space And Insulation Space The SIMATIC controller enables access to the following functions and • Semi-automatically - In semi-automatic operation the duty
Pressure Control displays: generator will be selected by the operator as the master unit
which will operate to maintain pressure in the buffer tank. The
• Operation and production status
master unit will continue as the operating generator until it is
Nitrogen Gas Generator • Alarm list and lamp test deselected.
Manufacturer: ETech Process AS • Alarms and process settings
Type: Hollow Fibre Membrane The second generator, which will be in a stopped, standby condition, will start
• Counters and timers in the following circumstances:
No. of sets: 2
• Login and system settings 1. The pressure in the buffer tank falls below 500kPa.
Unit capacity: 150m3/h at 97% nitrogen
Nitrogen dew point: -70°C at atmospheric pressure The ‘Elektonikon II’ compressor panel has the following functions: 2. A shutdown signal is initiated on the master unit.
Inlet pressure: 1,100/1,200kPa (min/max) 3. The master unit suffers a power failure or PLC failure.
• Compressor control and protection
Discharge pressure: 500/1,000kPa (min/max)
• Compressor component monitoring
Outlet temperature: 35/50°C (min/max) Interbarrier and Insulation Spaces

SAMSUNG
Dew point: 5°C (at 700kPa) The local control panel also incorporates:
The inlet and outlet control valves for both spaces at each cargo tank are
• Pressure gauges
Nitrogen vapour is produced by generators and stored in a 65m3 pressurised operated under split range control by the output of the reverse-acting pressure
buffer tank which is then supplied to the pressurisation headers through make- • Ammeter controller for that space. Thus, when the pressure in that space falls below the
up regulating valves. From the headers, branches are led to the interbarrier • Power, alarm, standby and running indicator lamps desired value, the inlet valve opens and the outlet valve remains shut. When
(IBS) and insulation spaces (IS) at the liquid dome of each tank, as typically the pressure in the space rises above the desired value, the outlet valve opens
shown in illustration 5.2b. After flowing through the IBS and IS the nitrogen • Alarm annunciator and the inlet valve remains shut.
is exhausted through regulating control valves to the IBS vent mast and the IS • Emergency stop pushbutton
gooseneck vent on each tank from the vapour domes. The barrier space header control valve CN711 reacts to the demand on the

QGTC
• Mains isolating switch system and maintains the IBS/IS header pressure at its 40kPa set point.
Both the IBS and IS on each tank is provided with two pressure relief valves,
one on the liquid dome and one on the vapour dome, which open when a The two nitrogen generating units can be set to operate in the following High/low and differential pressure alarms are fitted to the pressure control
pressure is sensed in each space of 3kPa for the IBS and 3.5kPa for the IS modes: systems for each interbarrier and insulation space.
above atmospheric. A manual bypass with a globe valve has been provided for • Manual Mode - The operating modes are set via the controller.
local venting and sweeping of a space if required. In manual mode the units will operate independently with no
Pressure Control Logic for IBS/IS
automatic alternation between them. In this mode, one unit only
The nitrogen production plant is maintained in an automatic mode, with one would be set to operation with the second unit shut down. Explanation of Set Pressures
150m3/h package being able under normal operations to maintain the pressure in
the buffer tank owing to the small demands placed upon the system. The cut-in • Automatically - Where the units are set to automatic mode the IBS supply valve open setting = 0.5kPa (opens when the IBS pressure decreases
set point for the duty generator unit is 500kPa and the stop set point is 950kPa. following parameters will control their operation: below 0.5kPa)
When a high nitrogen demand is required and the pressure falls to 400kPa, the 1. Lowest Running Hours - The unit with the fewer running
second nitrogen generator will start automatically and continue to run until the IS supply valve open setting = IBS + 0.2kPa (opens when the IS is less than
hours will start first when there is a start command.
pressure in the tank has recovered to 950kPa. 0.2kPa above the IBS)
2. Shutdown Alarm - If a common trip alarm is activated on the
running generator, the other unit will take over to supply the IBS exhaust valve open setting = 1.0kPa (opens when the IBS pressure
Nitrogen Generator Control system. increases above 1.0kPa)
Each generator is a package unit comprising a feed air compressor, three 3. Power/PLC Failure on One Generator - If a power failure
nitrogen membrane banks and associated instrumentation and auxiliary or PLC failure occurs on one generator, the second unit will IS exhaust valve open setting = IBS + 0.7kPa (opens when the IS is more than
equipment. The two units can be run independently or as duty and automatic start and operate in manual mode. 0.7kPa above IBS)
standby. The generators are operated locally from dedicated control panels with
alarms and system status monitored by the IAS. Each generator is operated 4. Pressure Low - If the nitrogen consumption is high and the
and monitored through a Siemens SIMATIC PLC based controller with touch pressure in the buffer tank falls below 350kPa, an alarm
key interface and LCD display mounted on the local control cabinet. There will be initiated and both generators will start and run
is also an ‘Elektonikon II’ controller which is used to operate and control the simultaneously until the pressure has recovered.
compressors. Pressure switches on the nitrogen buffer tank control the cut-in/
cut-out of the compressors.

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 Bu Samra Cargo Operating Manual

Illustration 5.2b Nitrogen Pressurisation and Control System (Tank No.5)

PI CN713
To Gas
Combustion
CN710 CN711 CN712 Set: 60kPa
Unit CN701 CN702
PI CN715
VF VF
FM012 FM011
Interbarrier and Insulation
Spaces Pressurisation Header

CN714 PI

DPIC Purging and Sealing Header

PS PIAL CN546
DACS
PIAL
MM077
CN515 CN507 CN516 CN509 CN505 CN510
PI

CN517 CN511

SAMSUNG
CN031F PT
CN503 CN501
CN530
CN032F CN544
PI
FI CN541
FM013 CN542
PI PI DPI To Gas
To Gas
PI
Detector
CN030F Detector
CN543

No.5 Gas

IBS
IS
Dome PI PT PI DPI

IBS

QGTC
Liquid

IS
To Mooring Dome
Deck

CN008F CN007F
No.5 Liquid Dome
CN006F CN004F Gauge Board CN545
PI
CN002F CN001F
CN534 CN533
10 - 7MPa 10 - 7MPa
CN005F CN003F CN535 CN532 CN502
CN522
DPIC

Set: 1.2MPa CN531

PT
NC520
To Gas CN513 CN506 CN512
PT
To Spray Line Detector CN514
Nitrogen Buffer Tank PI
(65m3) Supply to Seal Gas Line
CN523 NC520 in Cargo Machinery Rooms
FM505 To Gas
Detector CN536 CN550 and to Reliquefaction Plant
From Compressor
From Nitrogen Seal Gas Line
CN540
Generator To Primary
To Nitrogen Dirty Bilge
Tank From Nitrogen Purge
Generator Membrane
CN518 CN508 CN519 Exhaust from
For Purging Key
Gas Combustion Unit
Nitrogen
Electrical Signal

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 Bu Samra Cargo Operating Manual
IBS and IS Alarms Set c) The IBS exhaust regulating valves CN106, CN206, CN306,
Tag Description Display/Response CN406 and CN5068 are normally set for 1.0kPa, and the IS
Point
IBS low pressure: 0.2kPa exhaust regulating valves CN105, CN205, CN305, CN405 and
Temperature transmitter >20mA
IBS high pressure: 1.5kPa TA 310-04 Warning CN505 set for IBS plus 0.7kPa(g), eg, 1.7kPa.
TT310 04 fault <4mA
IS low pressure: 0.4kPa >20mA
QA 310-01 Oxygen analyser fault SSD Note: Ensure that the manual bypass/isolating valves situated on both the
<4mA
IS high pressure: 2.5kPa supply and exhaust lines on each tank are closed, eg, CN120 and CN123 for
>20mA No.1 tank IBS supply, and CN114 for the IBS exhaust.
IBS/IS differential pressure: 0.20kPa (low) QA 310-02 Dew point analyser fault SSD
<4mA
IBS/IS differential pressure: 0.50kPa (high) SSA 310-01 LCP circuit-breaker fault - SSD d) From the nitrogen buffer tank, the nitrogen at 1,000kPa passes
MOVA 310- Three-way vent supply/ SSD - actuator limit through a reduction valve where the pressure is reduced to
-
Nitrogen Generation Alarms and Shutdown 03C valve fault switch not energised 700kPa to supply the IBS/IS pressurisation header and the purge
MOVA 310- Three-way vent supply/ SSD - actuator limit sealing header. The supply to the GCU is reduced to 700kPa.
Set -
Tag Description Display/Response 03D valve fault switch not energised
Point e) Open the manual isolating valves CN710 and CN712 on the

SAMSUNG
Communication failure
System shutdown XS 310-06B - Warning insulation space pressurisation header, and set the control valve
TAHH 310-02 Feed air high temperature 60°C between NGUs
(SSD) CN711 to 50kPa at the IAS, to allow the supply of nitrogen to
FAHH 310-01 Nitrogen flow high 250m3/h SSD
N2 production off the headers from the nitrogen buffer tank in the engine room.
QAH 310-01 Oxygen content high 3.5%
spec
Oxygen content high Barrier Space Header Alarms In the event of cargo gas leakage into an insulation space, each space can be
QAHH 310-01 5% SSD swept with a continuous feed of nitrogen by opening the exhaust bypass valve
high
Tag No. Description Set Point from the space and allowing a controlled purge. Close monitoring of the gas
N2 production off
QAH 310-02 Dew point high +55°C IS/IBS header pressure 300kPa analyser on this space will be necessary during purging.
spec

QGTC
QAHH 310-02 Dew point high high +65°C SSD IS/IBS header pressure high/low 600/200kPa
FAL 310-021 Flow switch O2 analyser 20l/h SSD CAUTION
PSAL 310-01 Feed air pressure low 300kPa Warning Nitrogen Header Alarms The insulation spaces must at all times be protected against over-
pressure which might otherwise result in membrane failure.
SSD - manual reset Tag No. Description Low High
KA 310-01 Compressor shutdown -
at compressor panel
Header pressure 200kPa 600kPa The system will automatically adjust the pressures in the IBS and IS spaces,
Warning - manual exhausting if the pressure exceeds the exhaust valve set point and making-up if
Nitrogen bleed line pressure 20kPa
KA 310-02 Compressor warning - reset at compressor it falls below the supply valve set point.
panel

LAHH 310-01
Auto drain level high
- Alarm Procedure for Setting Nitrogen System Flow Meter at Each Tank IBS
high
SSD - manual reset With the nitrogen generator in automatic mode and the buffer tank pressurised, A flow meter has been provided in the bypass line around the IBS supply
XA 1 Emergency Stop - proceed as follows: control valve to each tank. The local meters are scaled 4 - 40m3/h and are to be
at compressor panel
used during initial troubleshooting of a high gas concentration, or in case one
Buffer tank pressure high
PAHH 310-03 1050kPa SSD a) The manual valves each side of the supply and exhaust control of the IBS supply valves fail.
high
valves, together with the valves to the liquid and gas dome
PAH 310-03 Buffer tank pressure high 1000kPa Warning
gauge boards, should be fully open.
PAL 310-03 Buffer tank pressure low 350kPa Warning
Buffer tank pressure low b) The IBS nitrogen supply control valves CN108, CN208, CN308,
PALL 310-03 200kPa Warning
low CN408 and CN508 are normally set to 0.5kPa at the IAS, and
Pressure transmitter >20mA the IS supply control valves, CN107, CN207, CN307, CN407
PA 310-03 SSD
PT310 03 fault <4mA and CN507 set for IBS plus 2mbar(g), eg, 0.7kPa.
Pressure transmitter >20mA
PA 310-04 Warning
PT310 04 fault <4mA
Temperature transmitter >20mA
TA 310-02 SSD
TT310 02 fault <4mA

Issue: 1 - December 2009 IMO No: 9388833 Section 5.2 - Page 4 of 4

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 Bu Samra Cargo Operating Manual

Illustration 5.3.1a Glycol Water Heating System

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual
5.3 Cofferdam Heating System Introduction Alarms
Tag No. Description HH H L LL
5.3.1 Cofferdam Heating and Control The temperature inside each of the cofferdam spaces is affected by the
temperature of the surrounding ballast tanks, the local air temperature and CH029 No.1 glycol heater outlet temperature 100 90
the cooling effect from the adjacent cargo tanks. Because of this, a cofferdam CH025 No.1 glycol heater return temperature 10 5
4.06m2 Glycol Water Heater heating system is utilised to ensure that the cofferdam ambient temperatures CH033 No.2 glycol heater outlet temperature 100 90
Manufacturer: DongHwa Entec are always maintained at a temperature above 5°C when the cargo tanks are in CH039 No.2 glycol heater return temperature 10 5
No. of sets: 2 a loaded condition. Each cofferdam is heated by two independent systems, but
only one is in service at a time, with the other being switched to standby.
Type: Shell and tube The requirements for the individual cofferdams are as follows:
Model: BEU The heating system is a semi-sealed system where the glycol/water mixture is
contained within a closed loop as shown in illustration 5.3.1a and 5.3.1b. Any Cofferdam No. No.1 No.2 No.3 No.4 No.5 No.6
Fluid Allocation Shell Side Tube Side expansion in the glycol and water mix during operations is allowed for by the Plating area (m2) 1901.7 1901.7 2605.2 2605.2 2605.2 2605.2
Fluid name Steam Glycol Water provision of a 1,000 litre expansion tank. Heat flux (W/m2) 40.73 34,54 32.44 32.44 32.44 19.05
Total heat flux (W) 77460 65683 84525 84525 84525 49616

SAMSUNG
Fluid quantity, kg/hr 828.728 30,000.0
The liquid level in the system is maintained by glycol being added from the
Vapour in/out 828.728 0.0 30,000.0 30,000.0 Exchange coeff. 9.30 9.30 9.30 9.30 9.30 9.30
6,150 litre glycol reservoir tank, which is mixed with fresh water in the 200
Liquid 0.0 828.728 0.0 0.0 (W/m2 °C)
litre mixing tank to the required ratio of 45% glycol to 55% water. When the
Steam 828.728 0.0 0.0 0.0 system requires topping-up, the mixture is fed from the mixing tank to the Total heating area 107.46 921.12 117.26 117.26 117.26 68.83
expansion tank by a locally operated pneumatic pump. (m2)
Water 0.0 828.728 0.0 0.0
Heating coil length 493 418 538 538 538 316
Temp. in/out °C 179.03 178.92 75.87 90.00 main (metres)
The heating conditions for the system are determined by the following extreme
Viscosity cP 0.0150 0.1511 0.9810 0.7795 operating conditions: Heating coil length 493 418 538 538 538 316
Specific gravity 0.8885 1.0253 1.0144 standby (metres)

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• Outside air temperature: -18°C
Inlet pressure kPa 883.00 490.00 Group of coils main 2 2 2 2 2 2
Velocity m/s 0.22 1.87 • Sea water temperature: 0°C
Group of coils 2 2 2 2 2 2
Number of passes 1 2 • Wind speed: 5 knots standby

During the vessel’s ballast voyages, the cooling effect from the cargo tanks is
Glycol Water Circulating Pump CAUTION
greatly reduced and so the heating coils are not normally in use.
Manufacturer: Shinko Any failure of the cofferdam heating system when cargo is on board
The glycol/water heating system is located in the cargo electric motor room must be treated as serious and repairs made immediately. In the case of
No. of sets: 2 suspected leaks, regular soundings of the cofferdams will indicate into
and consists of the following items of equipment:
Type: Horizontal centrifugal which space the glycol water is leaking.
Capacity: 35m3/h at 52mlc • Two glycol water centrifugal circulating pumps which are rated
at 35m3/h Each cofferdam is fitted with five temperature sensors on each forward and
Motor rating: 15kW
• Two steam heaters with high and low steam demand regulating aft tank bulkhead which will also give an early indication of a heating tube
Motor speed: 1800 rpm
valves failure.
• A glycol expansion tank of 1.0m3 Any accumulation of water in the cofferdam areas can be removed in accordance
Glycol Water Pneumatic Pump
• A glycol storage tank of 6.15m3 capacity with the bilge pumping procedures detailed in Section 7.3 of this manual.
Manufacturer: Wilden
• A glycol mixing tank of 0.2m3
No. of sets: 1
Temperature Control of the Heating System
Model: P1SSPPP/TNU/TF/STF/0014 • One pneumatic operated expansion tank topping-up pump
Temperature transmitters on the outlet side of each of the steam heaters
Type: Pump L
The glycol steam heaters are provided with steam at 7.0kg/cm2 from the measure the actual temperature of the glycol water in the system and relays
Capacity: 2m3/h at 10mth saturated steam system as detailed in Section 2.2.4 of the Machinery Operating the signal to the heaters steam inlet control valve, which then adjusts the steam
Manual. The condensate drains from these return to the engine room via the flow to the heater according to demand. From the IAS the duty officer is able
cargo drains cooler and the atmospheric drains condenser. to monitor and adjust the system temperatures.

Issue: 1 - December 2009 IMO No: 9388833 Section 5.3 - Page 2 of 8

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 Bu Samra Cargo Operating Manual

Illustration 5.3.1b Cofferdam Temperature Control

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual
System Operation Position Description Valve Position Description Valve
Glycol water is circulated through the system of heaters by means of a Open No.2 steam heater inlet valve GH608F Open Primary supply line air eliminator valve GH507F
circulating pump, one in use, with the other on standby. Open No.2 air separator isolation valves GH617F Open Primary return line air eliminator valve GH505F
GH618F Open Secondary supply line air eliminator valve GH508F
The cofferdam spaces each have two sets of heating coils. The flow of glycol/
Closed No.2 steam heater drain valve GH607F Open Secondary return line air eliminator valve GH506F
water mixture to each set of heating coils is through a three-way valve and a
throttling valve. The second standby set can be put into service immediately as
a totally separate system in the event of failure in the primary system. c) Ensure the valves from the expansion tank are open: h) Start circulating pump No.1, either locally or on the IAS display
screen.
The automatic flow control to each cofferdam and liquid dome is achieved by Position Description Valve
means of a three-way valve on each header. The operating signals for regulation Open Expansion tank drop valve GH632F i) Bleed the system and remove any air from the heating coils.
are via the IAS mimic. Throttling valves on each header return line are set after
conducting trials and should not be adjusted unless in a problematic situation. d) Open the normal glycol water supply and return valves to each j) Monitor the cofferdam temperatures and adjust as necessary.
set of cofferdam heating coils. No.1 cofferdam is listed below
The standby heating coils can be prepared for operation in the same way, so

SAMSUNG
Operating Procedure for Heating Coils as an example:
that they are ready for immediate use should the need arise.
In normal operating conditions, No.1 glycol circulating pump will operate on No.1 Cofferdam (Typical Example)
heating the main coil, while the No.2 circulating pump is switched to standby Alarms
operating on the secondary coil. The standby pump can then be started from Position Description Valve
Tag Description Low Low Low
the IAS if the duty pump has a low discharge pressure, pump failure or loss of Open Cofferdam inlet valve to main coil GH509F
running signal. CH101TC No.1 cofferdam average bulkhead temp. 5°C -6.9°C
Auto Cofferdam control valve to main coil GH703F
CH201TC No.2 cofferdam average bulkhead temp. 5°C -6.9°C
Open Cofferdam outlet valves from main coil GH515F
a) Prepare the valves on both circulating pumps: CH301TC No.3 cofferdam average bulkhead temp. 5°C -6.9°C

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GH516F
Open Cofferdam main coil bypass valve GH513F CH401TC No.4 cofferdam average bulkhead temp. 5°C -6.9°C
Position Description Valve CH501TC No.5 cofferdam average bulkhead temp. 5°C -6.9°C
Open Cofferdam inlet valve to secondary coil GH511F
Open No.1 circulating pump isolation valve GH606F
Auto Cofferdam control valve to secondary coil GH704F
Open No.1 circulating pump suction valve GH605F
Open Cofferdam outlet valve from secondary coil GH517F
Open No.1 circulating pump expansion valve GH613F GH618F
Closed No.2 circulating pump isolation valve GH612F Open Cofferdam secondary coil bypass valve GH514F
Open No.2 circulating pump suction valve GH611F
Closed No.2 circulating pump expansion valve GH614F Set the other cofferdam heating coil valves in the same manner, then in the
Closed Expansion line drain valve GH631F cargo control room, proceed as follows:

b) Assuming that the No.1 steam heater and the main (primary) e) Via the IAS, select the glycol/water system display screen.
heating coils are to be used, prepare the heater valves in Select the No.1 steam heater as the ‘master’ operating on the
accordance with the following table: primary coils.

f) Open the condensate drains from the steam heater. Slowly open
Position Description Valve
the steam inlet valves to the high and low demand control valves
Open No.1 steam heater inlet valve GH602F for the No.1 heater.
Open No.1 air separator isolation valves GH615F
GH616F g) Ensure the air eliminator isolating valves are open.
Closed No.1 steam heater drain valve GH601F

Note: No.2 heater valves can also be set up ready for immediate use.

Issue: 1 - December 2009 IMO No: 9388833 Section 5.3 - Page 4 of 8

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 Bu Samra Cargo Operating Manual

Illustration 5.3.2a Hull Ventilation

Injured Person Injured Person Injured Person Injured Person Injured Person
Passageway Hatch Hatch Hatch Hatch Hatch
Nat. Supply Vent
Passageway Passageway
Mechanical Nat. Supply Vent
Dry-Air Exhaust Vent
Supply from
Inert Gas Spool
System in Piece
M/H M/H M/H M/H M/H M/H M/H M/H M/H
Engine
“Typical” Flexible Hose M/H M/H
Room
Manhole Cover Connection for
“Typical”
for Trunk to be Dry-Air Supply
Flexible Hose
opened when to Passageway
To Cargo Connection for
Pipe Duct Gas Freeing (Fwd-Port and Pipe Duct
Vapour Line Dry-Air Supply
Mechanical (Fwd Side) Starboard) Nat. Supply
to Cofferdam (P-Only)
Exhaust TTTT Vent
Flexible Hose
Fan Connection for Flexible Hose
Dry-Air Supply Connection for

SAMSUNG
to Passageway “Typical” Dry-Air Supply
(Aft, Port and To be Installed Portable to Pipe Duct
Starboard) Fan on Mahhole for (Fwd-Port Only)
Manhole Cover Trunk Space (Aft Side)
for Cofferdam
M/H M/H M/H to be opened M/H M/H M/H M/H M/H M/H M/H
when Gas Freeing M/H
Passageway
Mechanical Passageway
Passageway
Exhaust Vent Nat. Supply Vent
Nat. Supply Vent
Injured Person Injured Person Injured Person Injured Person Injured Person
Hatch Hatch Hatch Hatch Hatch

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No.5 Cargo Tank No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank

Manhole Duct Keel

Flexible Hose Connection Emergency Cover for Emergency Vent Natural Supply
Portable Gas Freeing Line Dry-Air Supply (Fwd Only)
for Dry-Air Supply to Vent Trunk to be Passageway
Fan on Manhole
Cofferdam (P-Only) Open when Natural Supply
For Trunk (Aft) Portable Gas Freeing Duct Keel
Gas Freeing (Forward and Passageway
Manhole Cover for Cofferdam to be Fan on Manhole Mechanical Exhaust
(Forward) Aft - Port and Mechanical Exhaust Fan
Opened when Gas Freeing (Port and Starboard) For Cofferdam Fan (Aft Only)
Starboard) (Mid - Port and Starboard)
Trunk
Portable Gas Freeing Fan Portable Gas Freeing
on Injured Person Hatch Fan on Injured Person
(Water Ballast Tank Gas Freeing) Hatch (Water Ballast Tank Access Trunk
Gas Freeing)

Transverse Cofferdam Transverse Cofferdam

Pipe Duct Pipe Duct

Issue: 1 - December 2009 IMO No: 9388833 Section 5.3 - Page 5 of 8

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 Bu Samra Cargo Operating Manual
5.3.2 Hull Ventilation g) An entry permit is to be issued and a copy posted at the entrance Cofferdam
of the space to be entered, the number and time of issue is Each of the cofferdam spaces is provided with two manhole covers, one port
also entered into the ship’s log book. Follow the company QA and one starboard. A portable fan can be connected to one and the space
Introduction procedures and requirements. ventilated through the other.
The cofferdams and pipe duct must be inspected on a regular basis to check The entry personnel must take with them a personal O2 meter, radio and if Each cofferdam space is also fitted, on the port side, with ducting leading down
for cold spots, the condition of the paintwork, and a general inspection of the possible, alternative emergency lighting, such as cyalume lights. These are from the trunk deck level to near the bottom of the space. A flexible hose can
piping, fittings and valves. In general, one cofferdam area should be inspected tubes containing two chemicals and when the tube is bent, the chemicals mix be connected to the blank flange on the ducting and to the similar flange on
every month. Before entering the cofferdam/pipe duct spaces, the compartments and produce a light. the emergency vent line. The starboard manhole cover is opened to allow the
must first be ventilated and made safe.
space to be ventilated.
During the time personnel are in an enclosed space, communications with the
Prior to entry into any enclosed space, the company QA procedures are to safety standby person and the personnel carrying out the inspection should be
be discussed and strictly adhered to, and the following need to be carried out maintained at regular periods. WARNING
before any personnel are allowed to enter: If it has been found that nitrogen consumption has increased beyond
In the event of this communication being lost, emergency tank rescue normal acceptable levels, then added precautions should be observed

SAMSUNG
a) The space is to be ventilated using mechanical means and procedures should be set in motion. before entering the cofferdam spaces.
ventilation is to be continued throughout the period that
personnel are in the space. Liquid Dome Void Space
Pipe Duct Space
b) Spaces are to be checked for oxygen and hydrocarbons using The ship is fitted with a mechanical exhaust fan for the pipe duct space which Each liquid dome void space is fitted with a manhole cover which may be
portable meters. Meters are to be checked and calibrated before is situated aft above No.6 cofferdam. Located just forward port side of the fore removed and a portable gas freeing fan fitted.
use. mast is the pipe duct space natural supply vent, this must be opened before
starting the exhaust fan. Water Ballast Tank Space
c) Means of communications are to be tested, including all VHF or

QGTC
UHF hand-held radios. In addition to the mechanical exhaust fan and natural supply vent, the pipe Each water ballast tank is fitted with an injured person hatch at the main deck
duct space can also be ventilated using the inert gas/dry-air plant. A flexible level which may be removed and a portable gas freeing fan fitted.
d) Means of illumination are to be checked, including the gas-tight hose is connected from the emergency vent line dry-air supply forward blank
flange to the blank flange on the stud piece into the pipe duct natural supply The ballast tanks can also be ventilated through the ballast main using the
torches, which are worn attached to a safety helmet or are hand
vent trunking. inert gas plant in dry-air mode and installing the spool piece at ballast valve
carried.
BA526F.
e) A safety equipment trolley is to be prepared, containing the The mushroom vent inlet is closed and dry-air from the IG plant is sent down
into the pipe duct space and exhausted via the exhaust fan and the entrance Dry-air is sent from the IG plant, through valves BA526F and BA525F, into the
following minimum items:
manhole. port ballast main and then to the required ballast tank via its suction valve.
• 2 complete self-contained breathing apparatus sets
• 4 spare air cylinders for the self-contained breathing The ballast tank lid is opened to allow the air to be exhausted to atmosphere.
Underdeck Passageways
apparatus sets
The port and starboard passageway areas are each equipped with a mechanical
• Resuscitator with extra oxygen cylinder exhaust fan located midships, and two natural supply vents, one forward and
• Stretcher (Paraguard or similar) one aft, on the trunk deck to the passageways.
• Air powered lighting with suitable hose
Each passageway also has an entrance door at the aft and forward end that can
• 1 gantline and block be opened to provide additional natural ventilation. There is also an entrance
door onto the trunk deck approximately half length of the passageway.
• 2 wire-cored hemp lifelines
• 1 rescue harness There is also the facility to connect the dry-air supply from the inert gas system
• 1 VHF or UHF extension aerial to the passageways via flexible hoses from the inert gas/dry-air emergency vent
line, that is located on the port side of the trunk deck and runs aft to forward.
• Portable oxygen and hydrocarbon meters

f) Personnel are to be briefed and a competent person with a radio

stationed at the entrance to the enclosed space.

Issue: 1 - December 2009 IMO No: 9388833 Section 5.3 - Page 6 of 8

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 Bu Samra Cargo Operating Manual
Fans for Hull Outfitting Air Lock Supply Duct Keel Space Exhaust
Manufacturer: Hi Air Korea Co. Ltd. Manufacturer: Hi Air Korea Co. Ltd.
Cargo Compressor Room Exhaust Type: AWA-300/190 Type: MDA-300/190
Manufacturer: Hi Air Korea Co. Ltd. Quantity: 1 Quantity: 1
Type: MDA-1400/578 Air volume: 188m³/h Air volume: 22,943m³/h
Quantity: 2 (1 working, 1 redundancy) Fan speed: 1,670 rpm Fan speed: 1,746 rpm
Air volume: 95,310m³/h Power consumption: 0.2kW Power consumption: 6.5kW
Fan speed: 1,178 rpm Electric Motor Electric Motor
Power consumption: 39.2kW Manufacturer: ABB Manufacturer: CEMP
Electric Motor Type: M2QA71M4B B-3 Type: AC30 132ML4, V-1
Manufacturer: CEMP Pole 4 Pole 4
Type: AC30 280M6, V-1 Power: 0.43kW Power: 8.80kW

SAMSUNG
Pole 6 Revolutions: 1,670 rpm Revolutions: 1,746 rpm
Power: 55kW Rating current: 1.1A Rating current: 16.8A
Revolutions: 1,178 rpm Starting current: 5.7A Starting current: 116.4A
Rating current: 99.0A
Starting current: 465.0A
Pilot Trunk Spaces (P and S) Exhaust Passageway Under Trunk Deck Exhaust

Electric Motor Room Supply Manufacturer: Hi Air Korea Co. Ltd. Manufacturer: Hi Air Korea Co. Ltd.

QGTC
Type: HCA-300/190 Type: MDA-900/410
Manufacturer: Hi Air Korea Co. Ltd.
Quantity: 2 (1P and 1S) Quantity: 2 (1P and 1S)
Type: AKA-1400/578
Air volume: 860m³/h Air volume: 34,330m³/h
Quantity: 2 (1 working, 1 redundancy)
Fan speed: 1,668 rpm Fan speed: 1,764 rpm
Air volume: 95,850m³/h
Power consumption: 0.2kW Power consumption: 10.5kW
Fan speed: 1,185 rpm
Electric Motor Electric Motor
Power consumption: 28.2kW
Manufacturer: CEMP Manufacturer: CEMP
Electric Motor
Type: AC30 71B4, V-1 Type: AC30 160L4, V-1
Manufacturer: ABB
Pole 4 Pole 4
Type: M2QA225M6B V-6
Power: 0.37kW Power: 15.0kW
Pole 6
Revolutions: 1,668 rpm Revolutions: 1,764 rpm
Power: 34.50kW
Rating current: 1.0A Rating current: 27.3A
Revolutions: 1,185 rpm
Starting current: 3.5A Starting current: 161.8A
Rating current: 60.0A
Starting current: 45.3A

Issue: 1 - December 2009 IMO No: 9388833 Section 5.3 - Page 7 of 8

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 Bu Samra Cargo Operating Manual
Bosun Store Exhaust Foam Room Exhaust Portable Fans
Manufacturer: Hi Air Korea Co. Ltd. Manufacturer: Hi Air Korea Co. Ltd.
Manufacturer: Dyken
Type: AKA-710/380 Type: PVA-12c4
Type: Water-driven
Quantity: 1 Quantity: 1
Quantity: 1
Air volume: 21,175m³/h Air volume: 887m³/h
Air volume: 13,000m³/h
Fan speed: 1,735 rpm Fan speed: 1,670 rpm
Drive supply: 10 bar water pressure
Power consumption: 4.3kW Power consumption: 0.2kW
Electric Motor Electric Motor
Manufacturer: Dasic Marine
Manufacturer: ABB Manufacturer: ABB
Model: Jetfan 65
Type: M2QA132M4A, B-3 Type: M2QA71M4B, B-3
Type: Water-driven
Pole 4 Pole 4
Quantity: 1
Power: 6.33kW Power: 0.43kW

SAMSUNG
Revolutions: 1,735 rpm Revolutions: 1,670 rpm
Manufacturer: Latinec s.r.l
Rating current: 11.3A Rating current: 1.1A
Model: Toro
Starting current: 75.3A Starting current: 5.7A
Type: Water-driven
Quantity: 1
Forward Emergency Fire Pump Room Exhaust (Rv type) Air volume: 17,500m³/h
Steering Gear Room Supply
Manufacturer: Hi Air Korea Co. Ltd. Drive supply: 8 bar water pressure
Manufacturer: Hi Air Korea Co. Ltd.
Type: AKA-500/280

QGTC
Type: AKA-630/380
Quantity: 1
Quantity: 1
Air volume: 4,032m³/h
Air volume: 20,197m³/h
Fan speed: 1,680 rpm
Fan speed: 1,735 rpm
Power consumption: 0.5kW
Power consumption: 4.5kW
Electric Motor
Electric Motor
Manufacturer: ABB
Manufacturer: ABB
Type: M2QA90S4A, B-3
Type: M2QA132M4A, B-3
Pole 4
Pole 4
Power: 1.27kW
Power: 6.33kW
Revolutions: 1,680 rpm
Revolutions: 1,735 rpm
Rating current: 2.7A
Rating current: 11.3A
Starting current: 15.2A
Starting current: 73.5A

Issue: 1 - December 2009 IMO No: 9388833 Section 5.3 - Page 8 of 8

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 Bu Samra Cargo Operating Manual

Illustration 5.4.1a Fire Control Station Arrangement

Key View A
9
1 - Emergency Stop Pushbutton Box
4 5 6
2 - Auto Telephone 1 2 3 7 8 11 12
23 10
3 - Common Battery Telephone 13

4 - General Emergency Alarm Generator View A

14
5 - VHF Radio
View D 13
6 - General Emergency Alarm Generator
7 - Main Control Panel for Water Mist Local Fire Fighting 22

8 - Remote Control Panel (For Fire Safety Valves)

13
9 - Fire Alarm Panel
24
10 - Local Fire Fighting Panel
11 - Emergency Shut Switch Box (For Shipside Valves) 14

SAMSUNG
25 13 9
12 - Pushbutton Switch Box for E/G D/G Type PB-SB-11
7
13 - NOVEC Release Counter
14 - Speaker 21
View B 23 1 8 11 12 13
13 2 3 5
15 - Fire Main Pressure Gauge 4 6
24
16 - Dry Powder System Monitor Release Cabinet
17 - Instruction Chart
15
18 - Fire Control Plans
13
19 - Release Panel for High Expansion Foam
20 - Main Control Panel for Pneumatic Damper 16 10
21 - 250 Litre Air Reservoir Control Box for Emergency 20

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17
Shut-off Valves C Deck
22 - Fire Damper Control Panel (El.) 16
23 - Internation Shore Connection 19
24 Fireman’s Outfits Cabinet (for 2 Persons) 18
25 - Bench for Fireman’s Outfits
View C

View B View C View D

14

17
15
17

21
13 13 13 13 13 18 19
16 16 20 20 22

16 23

250L

13 13 13 13

C Deck

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5.4 Fire Fighting Systems • Ensure that no matches or cigarette lighters are left in overall General housekeeping is the first line of defence in ensuring a safe environment
pockets where they could be inadvertently taken into areas on board. Most rubbish that is generated will contain combustible material
5.4.1 Introduction where smoking is prohibited. and if left unsecured may be a fire, trip or exit route hazard. Materials that
are not stored correctly may also obscure sight of other potential hazards such
• If smoking is permissible in cabins it is still forbidden to smoke
The vessel’s fire fighting capacity is enhanced by the inclusion of systems that as leakage of flammable liquids. If rubbish is left near bilges there is a risk
in bed.
can detect and fight the types of fires which might occur due to the ignition of of filter blockage and failure to pump out. To ensure good housekeeping the
• All personal electrical equipment is to be inspected by an following must be observed:
fuel oil, lubricating oil and cargo. Situated on C deck is the fire control station
electrical officer prior to use on board. Notices to this effect are
which is the primary location of the fire control and fire fighting operations. • At the end of each work task clear away hazardous waste
to be displayed at all notice boards.
Illustration 5.4.1a above shows the layout of this room and the equipment residues into segregated containers ready for disposal.
contained inside. • Any maintenance or repair of either ship’s or personal electrical
• Clear away tools and equipment and store in the appropriate
equipment is to be carried out by an electrical officer only.
location.
Tackling a Fire • Electrical equipment should be disconnected when not in use.
• Clean up any leakage of flammable liquids immediately and
• Do not overload any electrical circuit. address the source of the leakage as soon as it is possible to do
Fire fighting on board ships is an inherently hazardous and dangerous so.

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operation. The effects of smoke and heat are magnified by the steel structure Inappropriate use of electrical equipment, or maintenance/operation of
which confines and controls the direction of the spreading fire. The steel • Do not use rags as drip collectors.
electrical equipment by untrained personnel could result in death or serious
structure, with ventilation shafts and multiple openings, also gives a fire an injury. This is not limited to medium and high voltage. Fibrillation of the heart • Do not overfill bins.
opportunity to spread in a three-dimensional fashion, which requires ship’s may be caused at low voltages and a battery may contain high amounts of
staff to have an intimate knowledge of both the ship’s structure and fire fighting • For oil spills, where possible use appropriate oil absorption
stored energy. Always treat electrical sources with the utmost respect.
techniques and procedures. material rather than rags or other wipes.
Concerning electrical equipment, the following guidelines are to be strictly • If rags are used, dispose of them in a manner consistent with the
The easiest way to avoid having to fight a fire on board a ship is not to start adhered to: more hazardous flammable liquids.
one. It is therefore vital that all ship’s staff are aware of potential fire hazards

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• Maintenance of electrical equipment shall only be carried out by • Report any repeated poor housekeeping to the officer in
and conscientious about basic housekeeping duties. Ships have an inherently
suitably qualified electrical engineers. charge.
large fire risk due to the mix of machinery, fuels and sources of ignition. It
is not possible to eliminate these risks, but it is possible through a few basic • Maintenance shall be carried out strictly to company and • Laundry should be dried in approved drying spaces only and not
housekeeping rules to greatly reduce the chances of a fire and also to slow and manufacturer’s guidelines. placed near heaters which are not approved for the purpose.
restrict the spread of any fire that does start. A few housekeeping rules are • Corridors, passageways and fire escape routes are to be kept
• A tag-out/lock-out system shall be used for maintenance of
outlined below: clear at all times.
electrical equipment fed from ship’s supplies. For portable
• All crew are to be familiar with the location and operation of fire equipment, the supply must be disconnected prior to • Dirty waste, rags, sawdust and other rubbish, especially if
fighting equipment available at their workstations, recreational maintenance. contaminated with oil, is dangerous if left lying around. They
areas and in parts of the ship to which they have access. This must be disposed of immediately in the correct bin to eliminate
• Live working should be avoided, but where necessary shall be
includes alarm points. If unsure of how to use any piece of any possibility of spontaneous combustion or accidental
subject to a formal method statement approved by the Chief
equipment, personnel should ask for instruction. ignition.
Engineer and electrical engineer.
Smoking is an unnecessary source of ignition and is discouraged to protect the • Any person on board who notices anything they think may • Combustible materials such as wood, paints, spirits and tins of
health of the individual, others who may come in close contact and to protect present an electrical hazard should report it to the Chief oil should not be kept in machinery spaces and must be stored
the security of the vessel. Smoking is a major cause of fires in industrial and Engineer or the electrical engineer immediately. in areas designated for the storage of that material only.
domestic settings. The following guidelines are to be strictly adhered to: • No equipment, whether it is ship’s equipment or personal • Ensure that flammable liquids such as paint, paint thinners,
• Only smoke in designated areas, which shall be clearly marked belongings, shall be used unless it is in a safe condition. other solvents and glues are stored in a designated lockable store
as such. or cupboard and that the method of storage is secure.
• Electrical equipment may present non-electrical hazards. For
• Ensure that ash is only tipped into ashtrays that are free from example, overheating may cause fire. Personnel should ensure • Store other combustible materials such timber and rag boxes
other combustible materials. that correct cooling ventilation for electrical equipment is not in designated areas away from locations where there is a
impaired. This includes laundry that should only be dried in heightened risk of ignition such as in machinery spaces.
• Ensure that cigarette butts are extinguished fully and that the
appropriate drying rooms and that location of equipment should • Machinery spaces should be kept clean and tidy at all times. Oil
contents of ashtrays are disposed of safely, preferably wetted
not impair cooling air flow over the equipment. leaks and spills should be rectified and cleaned immediately.
before doing so.
Oil-soaked lagging should be replaced. Oily waste should be
disposed of correctly and incinerated where possible.

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Illustration 5.4.1b Fire Fighting Techniques - Fire Hoses IDEAL USE OF WATER HOSES
SOLID STREAM
NOTE: In all cases, any fire hose is more effectively
handled by two men who can back each other up
if a problem is encountered.

Solid Stream: Used to fight a fire where the

fire is at a distance or only accessible through
a narrow opening. Beware of breaking up
the fire with the force of the jet. If a jet is used
at close quarters, bouncing the stream off an
adjacent surface can reduce the force of the
water and avoid breaking up the fire.

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WIDE STREAM

One hose is used to provide a water wall which protects all four fire fighters from the heat as they approach the seat of the fire. The other hose can be used to provide
Wide Stream: Used to fight a fire where the fire an effective fire fighting spray. The fire fighting hose can be left off until required. It should be directed away from the fire as it is brought into use to avoid a solid stream

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can be safely approached. Would be used in most of water being directed in to the fire and breaking it up.
fire fighting situations. The water is not thrown
as far or with as much force as the solid stream. IDEAL USE OF A PORTABLE FOAM BRANCH

WATER WALL

Water Wall: Used to protect fire fighters from the

heat of the fire as they approach to a distance where
the fire can be more effectively tackled. Not particularly
suitable for directly tackling a fire. Once the water wall
has been used to approach a fire, the nozzle can be
adjusted to a more suitable fire fighting spray. Be aware
of the increased exposure to the heat of the fire that will AFFF
FOAM
AFFF
FOAM

occur with the loss of the water wall.

One hose is used to provide a water wall which protects all four fire fighters from the heat as they approach the seat of the fire. The foam branch can be left off until the
fire is reached. It can then be brought in to use, by directing the flow away from the fire until a good stream of foam is being generated. The fire fighter should aim to hit
an adjacent vertical surface and allow the foam to flow slowly over the burning liquid, forming a smothering carpet. The fire fighter should monitor the foam generation
constantly and be ready to direct the hose away from the fire if the foam supply fails. The back-up man should quickly replace any used foam supplies with replacement
drums. He should be positioned outside the area affected by the fire where possible, eliminating the requirement to wear breathing apparatus.

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• Hot work must be undertaken in accordance with the ‘Permit to The above are just a few general housekeeping rules and their application, The use of water-based equipment is dictated by the size of the equipment.
Work’ system with no exceptions. combined with common sense and experience, will significantly reduce any Water must not be used on oil-based or electrical fires. Use on an oil-based fire
fire risk. Crew should be aware of the fire risk at all times and be conscientious may result in the explosive spread of burning liquid as the water is turned to
Hot work is defined as any activity that creates heat, flame, sparks, or smoke. in their approach to dealing with this issue. This attitude may not eliminate steam by the temperature of the fire. Use of a water on an electrical fire may
Examples of hot work include but are not limited to: welding (gas or arc), the risk of fire but will definitely help reduce the potential for disaster should result in the electrocution of the operator.
cutting, grinding, brazing, soldering, use of open flame. All hot work must be a fire occur.
carried out under the control of the hot work permit system. If there is any doubt Water can be applied using a fire hose. The technique used is to aim the jet at
whether work is considered as hot work, it should be considered as such. the base of the fire. Fire hoses supply a large amount of water and the effects
On Locating a Fire of this extra water on the ship’s stability should be borne in mind. Water from
• Engineering staff should follow good working practices and
a fire hose with a diffuser nozzle fitted can be used to form an effective cooling
company procedures at all times when working on machinery. The way in which any fire is tackled with fire fighting equipment will depend water curtain which can be used to protect personnel whilst advancing against
• If a fire risk is identified on a piece of machinery, use on the type of equipment, the fire fighting media and the type of fire. In the case a fire. Thought should therefore be given to advancing two fire hoses at the
the emergency stop provided if necessary and shut it down of a small fire, it would be advantageous to tackle the fire as quickly as possible same time, with one acting as a water curtain for the second fire fighting hose.
immediately. Due care should be paid to the operating status with portable equipment before it has a chance to grow larger. Other fires may Water can be used on oil-based fires when applied as a high volume spray. This
of the vessel prior to any emergency shutdown, eg, it would be be too large to tackle with portable equipment when discovered. However, would again typically be produced by a water spray diffuser on a fire hose. This

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acceptable to use an emergency stop on a diesel generator whilst some fire fighting techniques are universal and apply to all equipment. Some is a difficult operation and should only be attempted in the absence of other
alongside but it would not be acceptable during standby. general rules are as follows: more suitable fire fighting media and by personnel who have received training
• All normally closed doors, especially fire doors, must be kept in this technique.
a) Always raise the alarm before attempting to tackle any fire. Use
closed at all times. No door should ever be wedged open. the manual call points provided, by breaking the glass cover.
Remove any obstruction found in a doorway. Water-based fixed systems require no specialist training to operate. As the fire
fighting media is water, it poses no particular danger to fire fighting personnel
• Galley areas hot oil and fat, water and electrical supplies and b) Operate fire fighting equipment prior to entry into a space or potential casualties in the protected space. Breathing apparatus should
combustible materials present special fire risks. These areas containing a fire to ensure it is working correctly. still be worn by personnel entering a space where a water system has been
should be kept clean and tidy at all times and galley staff should activated, as the fire may still be burning in a protected area, such as under a

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be especially aware of fire fighting equipment in the galley and c) Be aware of potential flashover whilst entering a space containing piece of equipment. The Hi-fog water mist system fitted on this vessel operates
its uses. fire. Remain low at all times. using fresh water discharged at high pressure into the protected space through
• Extract duct filters should be cleaned on a regular basis. special spray heads which break down the water stream into very fine mist-like
d) Do not leave access doors unattended and open behind you for particles. The principle of the system is that the very fine droplets of water
• When the extract filters are out for cleaning, a brief inspection any reason. tend to exclude oxygen from the area of the fire, thereby starving the burning
of the condition of the extract duct should be made. material of oxygen. When the fine water droplets come into contact with the
• Areas near fryers should be clean at all times and free from oil e) Always have some means of communicating with personnel flames they are rapidly evaporated because of their large surface area for a
and fat. outside the space. small mass and this has a rapid cooling effect on the fire. The steam produced
by the evaporation acts to further reduce the space available for oxygen.
• Floors should be clean at all times to ensure they are not f) Protect yourself from the fire using objects within the space
slippery. where possible. An unusual fire which may be encountered at sea is a metal-based fire (type
• Food boxes should be removed from hot areas as soon as is D). They would only be encountered in machinery spaces where the conditions
practicable. g) If, at any stage, you have any doubt that the fire is within your necessary to produce such a fire exist. These fires are extremely difficult
• Galley ranges must be kept clean at all times. capabilities to tackle, retreat and attempt to contain the fire as to fight as they burn at very high temperatures. They are so hot that water
best as possible until help arrives. dissociates at a molecular level, providing hydrogen and oxygen, both of which
• Report any potential fire risk that cannot be eliminated act as fuels to the fire. The metal itself breaks down, providing yet more fuel
immediately to a senior officer. h) Be prepared to ask for assistance from external sources at the for the fire. These fires are self-sustaining and there is no effective fire fighting
• Crew must act when a hazard as outlined above is found and not earliest opportunity. Shore fire fighting organisations should be media available to combat them. Should a metal (or hydrogen) fire occur, the
rely on other crew members to complete the task. contacted at the earliest opportunity if in port. initial objective must be to contain the fire within the affected area. Cooling
should be applied to all surrounding surfaces and all attempts to starve the fire
Listed below are some typical techniques for tackling different types of fire of oxygen should be made. The only attempt that could be made to fight the
using the equipment provided on board this vessel. For specific instructions in fire would be to supply a copious deluge of water through several open ended
the use of a particular piece of equipment, refer to the relevant section of this fire hoses whilst taking care not to increase the oxygen supply to the fire. This
manual. would be extremely difficult under the prevailing conditions mentioned above
which are associated with metallic fires.

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Illustration 5.4.1c Fire Fighting Techniques - Portable Extinguishers

1. 2.
a) b)
OPERATION OF DIFFERENT TYPES OF FIRE EXTINGUISHERS
FIRE !

WATER FIRE EXTINGUISHERS FOAM FIRE EXTINGUISHERS

1. 2.

c) d)

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Always raise the alarm before attempting Operate fire fighting equipment prior to
to tackle a manageable fire. If the fire is entry into a space containing a fire to
already too big to tackle, contain the fire ensure it is working correctly.
as best as possible, prepare the fire hoses
and await assistance.
Approx. 10 feet Approx. 10 feet
3. 4.
Aim directly at the base of the fire. Be careful not to break up the fire and Aim at adjacent vertical surface and allow the foam to flow over the burning
spread it further. If the fire does break up, attempt to bounce the water onto liquid. For carbonaceous fires use in a similiar fashion to a water
the flames or use a finger to slow the water down as it leaves the extinguisher. Not suitable for electrical fires.
extinguisher nozzle. Not suitable for electrical or liquid fires.

Be aware of potential flashover whilst

entering a space containing fire. Remain
low at all times.
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Protect yourself behind objects in the
space where possible. Tackle the fire in the
appropriate fashion for the fire extinguisher
(see opposite).
1.
POWDER FIRE EXTINGUISHERS
1.
CO2 FIRE EXTINGUISHERS

5.

Approx. 10 feet Approx. 10 feet

Aim directly at the base of the fire and use sweeping motion to apply Aim directly at the base of the fire. As flames die down, approach the fire
the powder. and apply the gas more directly to the fire. Not suitable for carbonaceous
or liquid fires.
WARNING - Only hold the discharge horn on the handgrip, do not hold any
If, at any stage, you have any doubt that the fire is within your capabilities to tackle, retreat, prepare other part of the horn.
a fire hose ready for use, close any doors and attempt to contain the fire as best as possible until
help arrives.

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Portable Fire Extinguishers When using a CO2 extinguisher, the gas jet should be directed towards the seat Emergency Fire Pump
of the fire and moved in a sweeping motion. Care should be taken not to use
Foam-Based Extinguishers
this equipment in a particularly confined area, as the gas could have side effects The emergency fire pump is located in the aft end by the steering gear
Foam-based equipment requires similar fire fighting techniques, regardless if the concentration rises too high. compartment and has a dedicated sea suction chest. The pump has two supplies
of the size or type of the equipment. Where foam equipment is used to tackle and is fed from the No.1 main switchboard and the emergency switchboard and
carbonaceous fires, they should be used in a similar fashion to water-based CO2 extinguishers are particularly suited to fighting electrical fires, as the gas is has a dedicated sea suction chest fitted below the lightest water ballast line.
equipment and directed towards the base of the fire. insulating and also leaves no deposits behind after the fire has been extinguished. The suction and discharge valves are normally left in the open position and the
This is particularly useful when operating near electronic equipment. CO2 pump can be started from any of the following locations:
However, when used to tackle a burning liquid fire, a different technique should extinguishers are not particularly suited to fighting carbonaceous fires, as their
• Locally at the pump’s starter
be employed. Initially the foam jet should be directed away from the fire until cooling effect is limited and temporary, allowing the fire, particularly a deep-
a good foam stream is being developed. This prevents water being sprayed in seated fire, to quickly re-establish itself once the gas stream has stopped. • Fire control station
to the burning oil and avoids the problems generated by the water turning to
• Wheelhouse
steam. Once the foam stream is satisfactory, the foam jet should be directed
Dry Powder Extinguishers • ECR and CCR via the IAS
towards a vertical surface adjacent to the surface of the burning liquid rather
than directed into it. This will allow the foam to spread gently over the surface The powder extinguishers on this vessel use ABC powder. Although this powder

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of the burning liquid and form a smothering blanket. Directing the foam stream is suitable for fighting carbonaceous fires, it has very little cooling effect on the NOVEC 1230 System (see Section 5.4.5)
directly into the burning liquid will only serve to spread the burning liquid fire. For this reason, where they are available, water and foam extinguishers
whilst giving the foam little chance to form a blanket. would be more suitable for use on carbonaceous fires. That is not to say that NOVEC 1230 is a trade mark name for a type of fire suppressant fluid which in
dry powder should not be used, rather that where choice exists, water and foam its vapour state acts to change the state of a fire by chemical means. Additionally
This technique is true of all directable foam-making equipment, from portable extinguishers would be the preference for fighting a deep-seated carbonaceous it has the effect of being able to absorb heat from the fire which also helps to
extinguishers up to and including the largest portable foam monitors. Once the fire. Powder extinguishers tend to be sited in areas where a multiple-type fire extinguish the fire. This type of fire suppressant is ideally suited for protecting
fire has been extinguished, the foam equipment may well be needed to top-up risk has been identified, such as near incinerators, etc. areas containing electrical equipment, as the fire suppressing medium is non-
the foam blanket later, so foam reserves should be maintained by shutting off conductive and non-corrosive. The NOVEC 1230 is stored in a liquid state
the foam when not required and topping-up supplies where possible. It should Dry powder should be used in a similar fashion regardless of the size of the inside steel cylinders which are pressurised with nitrogen to a normal value of

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be remembered that temperatures below the foam blanket will remain above equipment. The powder should be directed towards the base of the fire with 24.8 bar, with the cylinders being distributed around the compartment they are
the re-ignition temperature of the liquid for a considerable period. a sweeping motion until the fire is extinguished. This medium is extremely protecting. The cylinders are distributed around each compartment to ensure
messy and a clear-up will be required after use. that all areas are covered within a maximum discharge time of 10 seconds.
After using portable or any local application equipment, the breakdown of
the foam blanket and possible subsequent re-ignition should be carefully Care should also be taken when applying powder in an enclosed environment. The following areas are covered by the NOVEC system:
considered. Action should be taken where possible to eliminate this possibility The effects of firing any powder extinguisher in such spaces can be unpleasant,
and where it is not possible, alternative foam-making equipment should be especially where no respiratory aid is being worn. • No.1 and No.2 main switchboard rooms
moved into position to use should the foam blanket fail and no further foam is • No.1 and No.2 cargo switchboard rooms
available from the previously used equipment.
Sea Water Fire Main System (see Section 5.4.2) • ECR

CO2 Extinguishers • Cargo compressor room

This system is continually pressurised by an accumulator tank and jockey
When operating a CO2 extinguisher, it should be remembered that the pump which maintains the fire main between a pressure of approximately 9 kg/ • Cargo electric motor room
expansion of the gas at the throat of the gas nozzle causes a corresponding cm2, so that it is ready for immediate use in the engine room, accommodation • Electric equipment room
drop in the temperature of the gas and anything in contact with it. This means and on deck. The fire main system can also be supplied by the two bilge, fire
and GS pumps, the main fire pump in the engine room, and the emergency fire • Emergency generator room
that the discharge nozzle will freeze and anything in contact with the nozzle,
like a human hand, will freeze to it. The extinguishers on this vessel have a pump located in the forward HFO transfer pump room. • Galley exhaust
combination of such units which have handles with safe areas to hold which
allow the horn to be aimed at the fire. The main, bilge, fire and GS pumps and the emergency fire pumps can be started The remote activation and supervision for the NOVEC 1230 systems are
locally, from the fire control station or from the wheelhouse. Additionally, these carried out from the fire control station on the upper deck. In addition there are
Another hazard which may be encountered whilst using, in particular, large pumps can be started at their respective main and emergency switchboards or local release cabinets positioned by each compartment entrance.
CO2 extinguishers is electro-static shock. The action of the gas rushing out of from the IAS operator stations in the ECR and CCR. The fire main and hydrants
the extinguisher can create a large electro-static charge which is passed onto have been strategically positioned in the engine room, accommodation and on Before the system is released, a crew muster should be carried out to ensure all
personnel if they are insulated from the ship’s structure. This charge is many deck to ensure that all areas are covered. personal are accounted and the ventilation fans stopped and fan dampers closed
times more powerful than common charges which build up in every day life before activation.
and can cause painful injuries.

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High Expansion Foam (see Section 5.4.6) • Incinerator room The detection system consists of a wide range of detectors and sensors to suit
different needs and conditions and includes detectors for different parameters
• Inert gas generator room
The system briefly comprises of a foam liquid holding tank from which foam such as smoke, heat and flame. Manual call points, short-circuit isolators and
• Purifier rooms port and starboard a timer are also connected into the loops where required. A fault in the system
concentrate, supplied via a foam liquid pump situated lower than the tank, is
mixed with sea water supplied from the fire main. This foam/sea water mix is or a false alarm is detected immediately, since the function of the detectors
The water is supplied by a pump unit which comprises an independent diesel and other installed loop units are automatically and continuously tested. The
passed through foam generators situated at the highest points in the various
engine driving the water supply pump. The pump unit is located in the steering system can also identify defective detectors in each loop and can be monitored
compartments, producing a highly expansive foam that dissipates throughout
gear compartment and the pump takes its suction from the starboard fresh via the IAS.
the space being protected. The foam system is operated from the foam room/
water tank. The water is discharged from the pump to a distribution manifold
fire control station, in which is situated the foam liquid pump and high foam
and branches to the protected spaces and are fed from the manifold via section
sea water pump starter plus the controls for the associated valves. The system Emergency Escape Breathing Devices (EEBD)
valves. The section valves are usually operated by solenoids but can also be
is designed to be operated remotely with the high foam sea water and foam
operated manually in an emergency.
liquid pump starting automatically. A manual operating option can also be used The emergency breathing devices are provided so that, in the event of a fire
as back-up. or other emergency, they are readily available near the escape routes to aid
Quick-Closing Valves (see Section 5.4.7) escape. They consist of a compressed air breathing set with a limited time of
The areas protected by the system are as listed below:

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approximately 10 to 15 minutes. The breathing apparatus is contained in a high
• Engine room 2nd and 3rd decks, and casing To ensure a fast and effective ability to respond to a fire situation, the ship has visibility orange hard shell case, its contents includes a mouthpiece, rebreather
been provided with pneumatically operated quick-closing valves to shut off filter unit and bag, and a clear hood that can be passed over the head.
• Inert gas generator room tanks containing flammable liquids that would normally be open. The valves
• Purifier rooms are supplied with compressed air at 7.0kg/cm² from a 250 litre storage cylinder There are eighteen sets fitted on board and they can be found in the following
located in a cabinet in the fire control station. The cylinder is fitted with an locations:
• Engine workshop, electrical workshop, lobby room, engine alarm to warn of low pressure and is fed from the engine room control air
store and fuel test rooms • Two sets and one training set in the bridge fire safety locker
main.
• Hydraulic pump unit room • One set in the wheelhouse
The valves are reset by venting the air supply and operating the valve handwheel

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• Generator engine rooms in a closed direction to reset the bridge mechanism and then by opening the • Two sets in the ECR and one set on No.2 deck
• Gas hood room valve in the normal way. • Four sets on No.3 deck in the engine room
• Incinerator room • Four sets on No.4 deck in the engine room
The emergency generator room fuel oil tank outlet valve is operated by wire
• Chemical store rope and handle from outside the room. • Three sets on the engine room floor level
• Paint store
Fire Detection System (see Section 5.4.9)
Engine Room Water-Based Fire Fighting System (see Section
The CS3000 fire alarm and detection system is a computerised fully addressable
5.4.8) fire alarm system with analogue detectors. The operating panel, control unit
and power supply are contained in a central cabinet located in the electric
The engine room local fire fighting system comprises of a self-contained, equipment room and interfaces with the two gas detection systems (GS3000
independent fixed fire detection and extinguishing system, which is arranged and GS2020). Two MX-3000 repeater panels have been fitted and these are
to protect high risk areas which contain machinery that processes or burns located in the wheelhouse and in the fire control station. The repeater panels
fuel, LO or gas. The basic principle of the water mist system is to provide an allow the ship’s staff to monitor alarms and to release the fire doors connected
environmentally safe fire suppression agent with highly effective extinguishing to the system.
ability. Because the water is in mist form the system is also effective on oil
fires. The areas protected are as listed below. There are eight fire detector loops connected in the system with a battery back-
• Main engine port and starboard up provided in the event of a power failure. The fire detection system has a
direct input into the IAS for recording any alarms, faults and disconnections,
• Diesel generator rooms port and starboard
and the outputs of the system are used to stop ventilation fans and close fire
• Auxiliary boilers dampers in the event of a fire.
• Gas combustion unit room
• Hydraulic power pack room

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Illustration 5.4.2a Fire, Bilge and General Service System

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 Bu Samra Cargo Operating Manual

Illustration 5.4.2b Fire Hydrant System in the Engine Room

Port Side To Deck Fire Main System To Water Spray System Starboard Side To Accommodation
Engine Room
Casing HB (See Illustration 5.4.2c)
Steering
B Deck FD040F PI PI
Gear FD196F HR FD607F
Room

Engine Room HB
Bilge Well Bilge Well
Casing FD011F Upper Deck Starboard, Aft (1.9m3) FD
Port, Aft (1.9m3) Emergency 589F
LAH Fire Pump FD
WS058F
(72m3/h x 11kg/cm²) 590F
BG106
LAH
BG041F BG107 HB HB HB HB
Aft
FD012F FD007F FD048F FD041F BG034F
Peak 2nd Deck
Tank BG009F BG007F
BG033F Aft Peak Tank
BG038F
HB HB HB HB
From Fresh FD013F FD008F FD045F FD042F From Fresh
Port Stern Tube 3rd Deck Starboard Stern
WG148F Water Service Water Service WG147F Tube Cooling
Cooling Water

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Tank Water Tank
BG037F HB HB HB HB BG032F
FD014F FD009F FD046F FD043F
4th Deck
BG035F BG030F
To Soot Drain Eductor Air Blow
Connection Sea Chest
HB HB HB HB FD050F
FD015F FD010F FD047F FD044F
Floor

BG017F Port Starboard Port Starboard Key

LAH

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BG109 Sea Water
No.2 Main Engine Fire Water
Sunken Area Bilge
Electrical Signal
FD006F FD003F
For Ballast Eductor
Upper Deck Driving Water Supply FD019F
(Port) PS
PIAL
MM029
FD018F

FD BG013F
BG015F LAH
024F PI PCHL
FD BG108
PP119 FD FD BG FD FD BG FD002F
016F 005F 020F 101F 004F 017F 100F No.1 Main Engine
MC
Cofferdam PP119 Sunken Area
MC FD001F
PP122
FD023F AUTO
ST/SP AUTO To Ballast
PI PI ST/SP PI PI PI
Bilge, Fire and Eductor
Fire Jockey Pump Fire Pump Overboard Water Spray Pump Upper Deck
MC
No.2 General MC
No.1
MC
(2m3/h x 9kg/cm2) (180m3/h x 9kg/cm2) PP121 PP120 HV023 (750m3/h x 9kg/cm2) (Starboard)
Hydrophore Tank Service Pumps
(2m3) PI PI PI (270/151m3/h x 3.5/9kg/cm2) PI PI
BG040F BG011F
LAH
BG112 WS WS
Fwd (C) Sunken Area 400F 063F
Cofferdam
BG BG WS BG WS WG To Engine Room
020F 019F 062F 018F 061F 301F WS060F Bilge Pump

LAH
BG002F From Port and Starboard BG004F LAH
BG105 BG104
Fresh Water Tanks (For Spray
Line Rinsing)
Port Fwd Starboard Fwd
Bilge Well (1.7m3) Sea Water Crossover Main Bilge Well (1.7m3)

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 Bu Samra Cargo Operating Manual
5.4.2 engine room and deck Fire Main Systems Introduction Deck Fire Main
The hydrant valves are normally kept closed, but isolating valves on sections of
The fire hydrant system on both the deck and in the engine room is supplied The sea water fire main system is maintained under a constant pressure the deck fire ring main are kept in the open position at all times except when
by three pumps and an emergency pump. The various pumps associated with of between 8.0kg/cm² and 9.0kg/cm² by a 2.0m3 accumulator tank and its there is a need to isolate a section. The fire main runs inside the trunk deck
the system are as listed below. associated jockey pump, as shown in illustration 5.4.2b. The fire main then space and the isolating valves are operated by extended spindles from the open
supplies the hydrants located in the engine room, accommodation block and out deck. As the fire main is a ring main, all of the hydrants can be supplied with
Bilge, Fire and General Service Pump on deck. If one of these hydrant valves is opened, the pressure in the fire main water except those located between any pair of closed isolating valves.
will fall, and because the jockey pump has insufficient capacity to maintain the
Manufacturer: Shinko Ind. Ltd. pressure, the main fire pump with a capacity of 180m³/h will start (if switched The fire and wash deck system can also supply sea water to the following:
Model: RVP200-2MS to automatic). By this means the fire main is automatically maintained under
pressure to supply water to any of the hydrants. • Hawse pipes - The water can be used at the two anchor chain
Type: Vertical, centrifugal, motor-driven
hawse pipes for cleaning the chain as the anchors are being
No. of sets: 2 retrieved. Each hawse pipe has its own isolating valve fitted to
It is not good practice to have the main fire pump cutting-in on low pressure for
Capacity: 270/153m³/h x 3.5/9.0kg/cm² routine wash deck requirements, thus for such duties the main fire pump should allow them to be operated individually from the main deck level.
be started manually, with the fire main then being bled through one or more of The valves are FD502F and FD501F for the port and starboard

SAMSUNG
the hydrants under pressure. Once the main fire pump is running, at least one hawse pipes respectively.
Fire Pump
of the hydrants must remain open at all times to ensure there is always a flow • Cargo manifold water curtain - Each water curtain spray rail
Manufacturer: Shinko Ind. Ltd. of water through the pump’s casing which will prevent overheating. has 66 x 10mm diameter holes drilled into it and has deflector
Model: RVP160-2MS plates fitted to ensure that all of the spray water is directed down
Type: Vertical, centrifugal, motor-driven The two bilge, fire and general service pumps fitted in the engine room can the side shell of the ship.
also be lined-up to take their suctions from the sea water crossover main and
No. of sets: 1 • Passageway bilge eductors - The fire main is also used to
discharge to the fire main. If they are to be used in this way, their suction valves
Capacity: 180m³/h x 9.0kg/cm² to the bilge main and forward bilge wells MUST be closed, as the supply of provide driving water for four passageway ejectors for the
oily bilge water to the fire main could result in oil being added to a burning fire. removal of bilge water from the spaces. The flow to the ejectors

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As can be seen from illustration 5.4.2b, the two GS pumps can also be arranged is regulated by manual valves FD581F and FD529F for the port
Fire Line Jockey Pump side ejectors and FD580F and FD528F for the starboard side.
to have their suctions lined-up to the port and starboard aft peak tanks. The
Manufacturer: Shinko Ind. Ltd. supply valves are normally kept closed, but they can be opened if the sea water • Water spray system - In an emergency the pumps operating on
Model: SVQ50M crossover main is not available, such as when the vessel is in dry dock. the fire main system can be cross-connected to the water spray
Type: Horizontal, centrifugal, motor-driven system by opening the crossover valve FD018F.
No. of sets: 1 The emergency fire pump is an electrically-driven centrifugal pump that is
supplied with power from the main and emergency switchboards and has a Note: All of the hydrant valves should be opened at frequent intervals to
Capacity: 2m³/h x 9.0kg/cm² capacity of 72m3/h. It is located aft by the steering gear compartment and has ensure that they will be free should they be required in an emergency. Use of
its own 150mm diameter suction line linked to a dedicated sea chest. all deck valves should take place at least once every two months and this can
Fire Line Jockey Tank (Hydrophore) be achieved during fire drills and normal deck washing procedures.
Manufacturer: Shinko Ind. Ltd. Pump Control
Type: UH-200 In automatic mode, the jockey pump is started when the fire main pressure International Shore Connections
Capacity: 2m3 drops to 8.0kg/cm² bar and stopped again when the pressure has recovered to The fire main system has been supplied with one international shore
9.0kg/cm². If the pressure continues to drop to 7.3kg/cm², the main fire pump connection, stored in the fire control station on C deck, that will allow shore
will start and supply the system if it has been switched to automatic. If the side fire appliances to connect onto the ship’s fire main. This connection has
Emergency Fire Pump bilge, fire and GS pumps have had their valves lined-up to operate on the fire been fitted in the fire control station.
Manufacturer: Shinko Ind. Ltd. main they must be started from the EEC.
Model: RVP160-2MS
Type: Vertical, centrifugal, motor-driven
No. of sets: 1
Capacity: 72m³/h x 11.0kg/cm²

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 Bu Samra Cargo Operating Manual

Illustration 5.4.2c Deck Fire Main System

Cargo Manifold
FD FD
556F 557F
FD
Passageway To Bilge Eductor WG525F Passageway Air Eliminator 521F
Bilge Eductor For Pilot B.Space Bilge Eductor
FD
To Accommodation 520F
and Aft Mooring Deck
(See Illustration 5.4.2d) FD
585F FD FD FD FD FD FD
HR 569F HR 561F HR 547F 541F HR 531F HR 519F
FD HB FD HB FD HB HB FD HB FD HB HB FD HB FD
583F 577F 565F 551F 539F 527F 502F
FD FD FD FD FD FD FD FD FD FD FD FD FD FD FD FD
To/From Engine Room 579F 575F 570F 567F 563F 592F 559F 553F 549F 545F 543F 537F 535F 533F 525F 523F
(See Illustration 5.4.2b) Hawse

No.5 Cofferdam
FD Pipe

No.4 Cofferdam

No.3 Cofferdam

No.2 Cofferdam

No.1 Cofferdam
573F

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Trunk Trunk Trunk
No.6 Cofferdam

Accommodation Deck Deck Deck

FD FD FD
568F 566F 562F
Hawse
FD FD Pipe
578F 574F
Cargo Electric FD FD FD FD FD FD FD FD FD FD FD
FD HB HB Machinery Motor 591F 558F 552F 548F 544F 542F 536F 534F 532F 524F 522F
Room Room FD HB FD FD FD
582F HB HB HB HB 526F HB
564F 538F 501F
HR HR
FD FD FD FD FD
HR HR HR HR 530F HR

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Deck
576F 572F 571F Store 550F
To Accommodation
and Aft Mooring Deck FD FD FD FD FD
(See Illustration 5.4.2d) FD 586F 560F 546F 540F 518F
584F
Passageway To Bilge Eductor Passageway
Bilge Eductor For Pilot B.Space Bilge Eductor
FD FD WG
554F 555F 521F
Cargo Manifold FD FD FD501F(Stbd)
508F 504F FD502F(Port)

Key
Typical Section
Fire/Deck Water Trunk Deck To No.1 Bilge
Space Eductor for
FD To No.2 Bilge Chain Locker
Corrosion Flange Eductor for
507F
Bosun Store
FD505F
From
Engine Room
FD573F
No.3 Bilge Eductor
for Forward Heavy
Upper Deck Upper Deck Fuel Oil Pump Room
HR
FD
513F
High Foam FD
Sea Water Pump 516F
(850m3/h x 150mwc)
FD FD FD
FD 509F 515F 510F
517F

Cross-Section of Typical Cargo Liquid Dome Sea Chest

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 Bu Samra Cargo Operating Manual
Procedure for Pressurising the Fire Main Using the Jockey Procedure for Supplying Sea Water to the Fire Main System Note: To avoid overheating of the bilge, fire and GS pump’s impeller and
Pump and Hydrophore Tank casing, at least one outlet valve on the fire main should be open when a pump
In addition to the jockey pump, the fire main system can be supplied with water is in operation.
It has been assumed in the following description that the fire main has already by the main fire pump and the bilge, fire and general service pumps which are
been flooded before starting the hydrophore unit. all located in the engine room. These pumps take suction from the sea water
main and so this must be open and operating. Pump Starting Locations
The fire pump is supplied from the main switchboard and can be started and
Procedure to Operate the Sea Water Hydrophore a) All of the manual intermediate isolating valves along the fire stopped from the following positions when ‘‘NOT IN AUTOMATIC’’.
a) Ensure that the sea water suction main is flooded with either the main on the main deck must be open.
• Locally
high or low sea suction valve open.
b) Ensure that the suction filters are clean and that all the pressure • Fire control station
b) Open the jockey pump suction valve WS400F from the sea gauge and instrumentation valves are open. • Wheelhouse
water main and the pump discharge valve FD023F. Vent the sea
water accumulator jockey tank and, using the jockey pump, fill c) Set the valves in accordance with the following table: • ECR and CCR via the IAS
it until the water level gauge glass is approximately 75% full,

SAMSUNG
then stop the pump. The fire pump is normally set in AUTO and will automatically start
Fire Pump when the pressure in the fire main falls to 7.3kPa, it ‘‘WILL NOT STOP
c) Connect a general service flexible air hose to the air charging Position Description Valve AUTOMATICALLY’’ and must be stopped from the above stations.
valve and pressurise the accumulator jockey tank to the general Open Fire pump sea suction valve WS063F
service air supply pressure of approximately 7.0kg/cm2. Ensure The emergency fire pump electrical supply is from the main and emergency
Open Fire pump discharge valve FD016F switchboards and can be started from the following positions:
that the accumulator tank gauge valves are open.
• Locally
d) Start the jockey pump, when the tank reaches the full working Bilge, Fire and General Service Pumps
• Fire control station
pressure of 9.0kg/cm2, stop the pump. Water/air can be drained/

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Position Description Valve
vented as necessary to establish the correct working level. • Wheelhouse
Open No.1 bilge, fire and GS pump sea suction valve WS061F
• Steering gear room
e) The sea water accumulator tank is now operational and sea water Closed No.1 bilge, fire and GS pump starboard FW WG301F
can be supplied to the fire main by opening valve FD024F. tank suction valve • ECR and CCR via the IAS
Closed No.1 bilge, fire and GS pump bilge suction BG018F
f) Switch the jockey pump to AUTOMATIC. The pump will now valve Although the pumps can be started locally, it is normal practice to select
operate and start and stop automatically on system pressure and REMOTE on the respective starter box and the electric motor heater in the ON
Closed No.1 bilge, fire and GS pump ballast eductor BG100F
maintain the pressure in the fire hydrant system. position so that the desired pump is readily available for remote starting.
discharge valve
Closed No.1 bilge, fire and GS pump ballast eductor/ FD017F
The jockey pump will now maintain the fire main pressure at between 8.0kg/cm² water spray rinsing line discharge valve Engine Room Fire Hydrant Locations
and 9.0kg/cm². As the main fire pump is normally left with its suction and
Open No.1 bilge, fire and GS pump fire main FD004F Valve Location
discharge valves locked open, the pressure in the fire main developed by the
discharge valve
jockey pump will be retained, because the fire pump has been fitted with a non- FD007F 2nd deck starboard aft
return valve on its discharge side. Open No.2 bilge, fire and GS pump sea suction valve WS062F
FD008F 3rd deck starboard aft
Closed No.2 bilge, fire and GS pump bilge suction BG019F
FD009F 4th deck starboard aft
Note: Valves which are normally open or closed on any pump must be valve
FD010F Floor starboard aft
maintained in a good working condition. These valves must be lubricated Closed No.2 bilge, fire and GS pump direct bilge BG020F
suction valve FD011F Engine room casing, upper deck
and should be tested at weekly intervals to ensure that they operate correctly.
After testing, the valve must be returned to its normal open or closed position Closed No.2 bilge, fire and GS pump ballast eductor BG101F FD012F 2nd deck port aft
and a check made to ensure that the valve is correctly set. discharge valve FD013F 3rd deck port aft
Closed No.2 bilge, fire and GS pump ballast eductor/ FD020F FD014F 4th deck port aft
water spray rinsing line discharge valve FD015F Floor port aft
Open No.2 bilge, fire and GS pump fire main FD005F FD040F Engine room casing, B deck
discharge valve FD041F 2nd deck starboard forward
FD042F 3rd deck starboard forward

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 Bu Samra Cargo Operating Manual

Illustration 5.4.2d Accommodation Fire Main System

Upper Deck ‘A’ Deck ‘B’ Deck ‘C’ Deck FD
617F
From Fire FD
FD HB Main System HB 611F
HB 605F (See Illustration 5.4.2c) FD
FD604F HB
614F

Engine Room Accommodation Accommodation Accommodation

HB
Casing HR
FD608F
HB

Accommodation FD
612F
Aft Engine Engine FD Engine FD
HB HB HB
Room Room 615F Room 618F
Peak
Tank FD603F Casing Casing Casing

HB FD

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610F
FD606F
HB

Swimming Foam
Pool Room
Filling From Fire
Main System
(See Illustration 5.4.2c)
FD FD HB
HB
HB HB 609F 613F FD
FD602F FD601F HB 616F

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‘D’ Deck FD Navigation Deck
Mooring Deck Area Enlarged for Clarity 620F
Steering Gear
PI
Room
HB HB
Flexible Hose
FD626F FD625F
FD FD
628F 629F
FD607F Accommodation
HR PI PI
FD196F
Aft Peak Tank Drain to Swimming Pool Wheelhouse

FD589F
Engine FD
FD590F Emergency 621F HB
Fire Pump Room
(72m3/h x 11.0kg/cm² Casing PI
Swimming Pool Drainage Scheme HB
FD623F FD622F
A Deck
Overflow
Cooling Water
Tank Engine
Key
Room
Fire/Deck Water
HB
FD630F Hydraulic Oil
Sea FD
Chest To Engine Room Upper Deck 619F
Corrosion Flange

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 Bu Samra Cargo Operating Manual

Valve Location The pump can now be started and stopped from either the ECR, CCR,
wheelhouse or fire control station.
FD043F 4th deck starboard forward
FD044F Floor, starboard forward
FD045F 3rd deck port forward
FD046F 4th deck port forward
FD047F Floor, port forward
FD048F 2nd deck port forward

A drain valve, FD006F, has been fitted to the lowest point along the fire main
in the engine room to allow the water to be drained and the pipework left dry
in cold weather to prevent any possible damage by the water freezing in the
lines.

SAMSUNG
Note: After use, the hose and nozzle unit must be properly stowed in the
hose box ready for future use. Any defects found in the hose, nozzle, valve or
system must be reported immediately and rectified as soon as possible. Hose
boxes must never be left with components which are defective.

Emergency Fire Pump

The emergency fire pump is located in the steering gear compartment and has

QGTC
a dedicated sea suction chest. The pump has two supplies and is fed from the
No.1 main switchboard (1P-54) and the emergency switchboard (EP-04).

The local starter panel in the steering gear has a four-position switch having
the following selection:
Off
Main source
Emergency source
Auto changeover

The pump is normally left in the AUTO CHANGEOVER position, such that
the supply is continuous at all times.

To operate the pump, proceed as follows:

a) Check that the emergency fire pump suction strainer is clear and
confirm that the pump’s suction valve FD516F and discharge
valve FD515F are open.

b) Close the emergency fire main drain valve FD510F.

c) Confirm that power is available to the pump starter panel and

that the starter in the emergency switchboard room has been
switched for remote operation.

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 Bu Samra Cargo Operating Manual

Illustration 5.4.3a Fire and Deck Spray System

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual
5.4.3 Water Spray System The pump is located at tank top level on the port forward side of the engine Position Description Valve
room and takes its suction from the sea via the engine room crossover main
Open No.1 gas dome line isolating valve SP511F
at frame 61. This main connects with the high and low sea suctions on the
Water Spray Pump Open No.2 gas dome line isolating valve SP521F
port and starboard side of the vessel. The pump discharges sea water through
Manufacturer: Shinko Industries Ltd a single 300mm diameter pipeline until it is split into two separate lines that Open No.3 gas dome line isolating valve SP531F
No. of sets: 1 go to supply the areas listed. Each line is independently controlled by its own Open No.4 gas dome line isolating valve SP541F
Type: Centrifugal remote control valve that can be operated through the IAS screens in the CCR
Open No.5 gas dome line isolating valve SP551F
or wheelhouse or directly from the fire control room.
Model: GVD300-3M Open No.1 liquid dome line isolating valve SP512F
Capacity: 750m3/h at 9kg/cm2 The bilge, fire and GS pumps would normally only be used for flushing Open No.2 liquid dome line isolating valve SP522F
Rating: 660V, 300kW at 1800 rpm the lines and nozzles with fresh water following a test of the system on sea Open No.3 liquid dome line isolating valve SP532F
water. To facilitate this, the No.1 pump suction has a connection to the port Open No.4 liquid dome line isolating valve SP542F
and starboard fresh water tanks. Flushing the system after use will reduce the
Bilge, Fire and General Service Pump Open No.5 liquid dome line isolating valve SP552F
amount of internal corrosion in the pipework and prevent the nozzles from
Manufacturer: Shinko Ind. Ltd. becoming clogged with saline crystals. Open Cargo machinery room line isolating valve SP544F

SAMSUNG
Model: RVP200-2MS Open Cargo valve spray isolating valve SP546F
To maintain the water spray system in the standby condition, the suction and Open Cargo valve spray isolating valve SP536F
Type: Vertical, centrifugal, motor-driven
discharge valves of the water spray pump and all of the manually operated
No. of sets: 2 Closed Port lifeboat door drain isolating valve SP606F
isolating valves on the groups are normally left in the open position, except
Capacity: 270/153m3/h x 3.5/9.0kg/cm2 the drain valves. Closed Starboard lifeboat door drain isolating valve SP605F

b) With the pump switched to REMOTE at the main switchboard,

Introduction Procedure for Supplying Sea Water to the Water Spray start the water spray pump either from the IAS screen or from
System the fire control station/wheelhouse and supply sea water to the

QGTC
The fire fighting sea water spray system shown in illustration 5.4.3b is supplied water spray system.
from a single dedicated electric centrifugal pump located in the engine room. It is assumed that the sea water crossover suction main is in operation.
Because only one pump has been fitted, provision has been made for the bilge, c) At the IAS screen, open the required group valve or valves as
fire and GS pumps to be cross-connected to the system in the event that the a) Set up the system valves in accordance with the following required. These valves can also be opened from the panel in the
water spray pump is not available (Section 5.4.2 of this manual refers to the table: fire control room.
operation of these pumps).
Position Description Valve The water spray system is now in use and delivering water to the selected spray
It should be noted from the machinery particulars that the bilge, fire and GS Open Water spray pump suction valve WS060F nozzles on deck.
pumps capacity is considerably lower than that of the water spray pump and
will therefore produce a less effective spray curtain. Open Water spray pump discharge valve FD002F In an emergency, the bilge, fire and GS pumps can also be used to supply sea
Closed Bilge, fire and GS pump crossover valve FD018F water to the water spray system. To achieve this, set the valves in accordance
The areas protected by the water spray system are listed as follows: Closed Water spray line drain valve FD003F with the following table:
• Group 1 (via remote isolating valve SP561F) - Main cargo Operational No.1 group remote isolating valve SP561F
Position Description Valve
manifold area, gas domes, liquid domes, cargo essential valves Operational No.2 group remote isolating valve SP562F
and cargo auxiliary house. Open No.1 bilge, fire and GS pump sea water suction WS061F
Open Upper deck water spray line isolating valves SP543F
valve
• Group 2 (via remote isolating valve SP562F) - Accommodation SP535F
SP523F Closed No.1 bilge, fire and GS pump bilge main suction BG018F
front and lifeboat areas.
SP513F valve
Open Upper deck water spray line drain valve SP605f Closed No.1 bilge, fire and GS pump starboard fresh WG301F
The pump is capable of supplying all of the above areas simultaneously with
water tank suction valve
a uniformly distributed spray, and can be started from the local starter panel in Open Port manifold line isolating valve SP534F
the engine room or through the IAS screens in the ECR and CCR. In addition, Closed No.1 bilge, fire and GS pump fire main discharge FD004F
Open Starboard manifold line isolating valve SP533F
the pump can also be started using remote pushbuttons in the fire control valve
Closed Port manifold line drain valves SP603F Open No.1 bilge, fire and GS pump discharge valve to FD017F
station located on the port side of C deck and from the wheelhouse. SP604F ballast eductor and water spray cross-connection
Closed Starboard manifold line drain valves SP601F Open Cross-connection valve to the water spray system FD018F
SP602F

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 Bu Samra Cargo Operating Manual

Illustration 5.4.3b Water Spray System

Cargo Manifold
SP604F (P) SP603F
SP
605F

SP561F SP543F SP535F SP SP523F SP513F

SP SP SP546F SP SP SP 534F SP SP SP SP SP
552F 551F SP 542F 541F 532F 531F 522F 521F 512F 511F
544F
SP CS CS CS CS
562F 704F 705F 700F 701F
CS701F
A

No.6 No.5 No.4 No.3 No.2 No.1

Cofferdam Cofferdam Cofferdam SP536F Cofferdam Cofferdam Cofferdam

SAMSUNG
CG075
Deck
Cargo Electric Store
Machinery Motor
Room Room SP
533F

Cargo Manifold
SP602F SP601F
(S)

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No.5 Cargo Tank No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank

To Satcom Dome

Engine
Room Key
SP544F
For Ballast Sea Water
Eductor Driving SP601/602F
Fire Water SP544F
Water Supply SP603/604F SP
FD003F 562F
SP561F SP543F
Lifeboat
Embarkation
FD018F Satcom
FD002F Dome
SP605F(S)
Water Spray to SP606F(P)
FD001F Lifeboat Door
Nav. Deck
PI
From Water
MC Water Spray Pump Spray Pump
HV023 (750m3/h x 9kg/cm2) D Deck
PI Engine No.5 Cargo No.4 Cargo
From Bilge, Fire Room Tank Tank
and General C Deck
Service Pumps WS060F
A B Deck

SP605F(S) SP606F(P)
Sea Water
Red Area Shows the Area A Deck
Crossover Main
Protected by Rundown from
No.5 Water Ballast Tank No.4 Water Ballast Tank
Higher Spray Areas

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Position Description Valve

Closed Water spray pump discharge valve FD002F
Closed No.1 bilge, fire and GS pump discharge valve to BG100F
ballast eductor overboard
Open No.2 bilge, fire and GS pump sea water suction WS062F
valve
Closed No.2 bilge, fire and GS pump bilge main suction BG019F
valve
Closed No.2 bilge, fire and GS pump direct bilge well BG020F
suction valve
Closed No.2 bilge, fire and GS pump fire main discharge FD005F
valve
Open No.2 bilge, fire and GS pump discharge valve to FD020F

SAMSUNG
ballast eductor and water spray cross-connection
Closed No.2 bilge, fire and GS pump discharge valve to BG101F
ballast eductor overboard

a) Start the No.1 bilge, fire and GS pump and when it is operational
and has stabilised, start the No.2 bilge, fire and GS pump.

b) Check that the system is operating correctly, but when finished,

the valves must be reset so that both bilge, fire and GS pumps

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are lined-up on the fire main.

WARNING
Care must be taken when using the bilge, fire and GS pumps to ensure
that the suction valves to the bilge main and forward bilge wells are
closed, as the supply of oily bilge water to the water spray system could
result in oil being added to a burning fire.

After use, flush through the system with fresh water taken from one of the
fresh water tanks via the connection to the No.1 bilge, fire and GS pump.
To do this, remove the spade blank in the line between the fresh water tanks
and the pump and open one of the No.1 bilge, fire and GS pump suction and
discharge valves. With the pump’s other valves confirmed closed, the required
fresh water tank suction valves, either WG050F and WG051F (starboard) or
WP001F and WP004F (port), should be opened. The pump can then be started
and the system flushed through, one section at a time.

Once the flushing has been completed, the pump should be stopped and its
valves returned to their normal positions. All of the water spray system drain
valves should then be opened and the system allowed to fully drain down.
Once fully drained, the drain valves should all be closed and the system valves
returned to their normal working positions as outlined above.

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Illustration 5.4.4a Deck Dry Powder System

Monitor

Dry Powder
No.14 Hose No.13 Hose No.12 Hose No.11 Hose No.10 Hose Unit No.2 No.7 Hose No.6 Hose No.5 Hose No.4 Hose No.3 Hose No.2 Hose No.1 Hose
Station Station Station Station Station Station Station Station Station Station Station Station
No.9 Hose No.8 Hose
Station Station 1

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Dry Powder
Unit No.1

Monitor

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No.5 Cargo Tank No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank

Local Cabinet

Fire Control Station Monitor

Starboard Port

Dry Powder Hose Cabinet

Unit No.2
7 Sets
(Port)

1 2 1 2
P S P S Key

Dry Powder
Local Cabinet
Cargo Control Station
Starboard Port Hose Cabinets

Monitor

Dry Powder Hose Cabinet

Unit No.1 7 Sets
1 2 1 2
P S P S
(Starboard)

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 Bu Samra Cargo Operating Manual
5.4.4 Deck Dry Powder System The monitors are situated at the cargo hose manifolds and the hand hose cabinets b) Open the corresponding valve 2 (port or starboard) in the active
are strategically situated to cover the cargo deck area. The configuration of the control cabinet. If the second system does not fire, open the
whole system is as detailed in illustrations 5.4.4a and 5.4.4b. second nitrogen pilot cylinder stop valve. The system should
Dry Powder Monitors and Hoses
fire.
Manufacturer: NK Co Ltd In an emergency, the nitrogen cylinders and discharge valves can be operated
No. of sets: 2 manifold stations and 14 hose units manually from inside each of the dry powder storage compartments. Inside This procedure is reversed for the port monitor.
each compartment are also emergency crossover valves on the dry powder
Type: BC powder (based on sodium bicarbonate)
discharge lines, which when opened will allow the cross-transfer of dry powder
with anti-caking agent - nitrogen propellant Procedure for Operating of the Dry Powder Fire Extinguishing
to the opposite tank, thereby providing additional fire fighting capability. These
Tank capacities: 2,750 litres (2,970kg) in each tank (nominal) valves normally remain closed, allowing the two dry powder tanks to operate System Using the Hand Hoses
Nitrogen cylinders: 14 cylinders per tank independently.
Cylinder capacity: 68 litres each at 130 bar (approximately 75kg full) a) Open the dry powder hand hose cabinet door.
Monitor pilot bottles: Nitrogen, 1.7 litre each Note: During cargo loading and discharging operations, the manifold
monitors must be made ready for immediate use. The inlet valves to each b) Pull out the complete length of hose from the drum (about 33
Capacities: Monitor - 25kg/sec (horizontal sweep - 360°, metres).
vertical sweep - +80° to -45°) monitor must be open and the monitor nozzle directed towards the manifold

SAMSUNG
and locked in position. The hand-held hose units should have their doors
Hand hoses - 3.5kg/sec (33m long hoses) c) Aim the nozzle at the side of the fire scene and pull the fire
open ready for deployment.
Hose pilot bottles: Nitrogen, 1.7 litre each nozzle trigger.

Procedure for Operating the System d) Remove the securing device on the nitrogen pilot cylinder.
Introduction
a) The monitor should have been pre-aligned with the cargo e) Open the nitrogen cylinder valve by turning it fully anti-
The fixed deck dry powder monitor system consists of two independent 2,750 discharge manifold and the dry powder supply valve to the clockwise.
litre capacity tanks containing a compound whose main constituent is sodium monitor left in the open position. This area is the most

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bicarbonate. Each tank is connected to a bank of 14 x 68 litre nitrogen cylinders susceptible to gas leaks and fires. f) Open the ball valve by pulling the handle downwards.
located in the same compartment, which are activated from small nitrogen pilot
bottles fitted in release cabinets in the CCR and fire control station, or from b) Open the remote/local nitrogen cabinet door. g) Sweep the dry powder jet across the fire scene from side to
pilot cylinders mounted local to the discharge monitors. side.
c) Remove the securing device from one pilot operating cylinder.
The monitors are situated on the port and starboard aft sides of the cargo
discharge manifolds and are aligned to face forward to cover the liquid and Precautions
d) Open the nitrogen cylinder valve by turning valve handle anti-
vapour lines and valves at the manifolds. The monitors have push-fit plastic clockwise fully. • Always wear full fireproof clothing and personal protection
caps fitted to the ends of the discharge nozzles to prevent any moisture or sea
equipment.
spray from entering the dry powder lines that may result in them becoming e) Open the ball valve to allow nitrogen gas to open the nitrogen
clogged. battery on the port OR starboard side by moving the handle • After opening the cabinet door, the operation must begin quickly
on the appropriate ball valve downwards. This initiates the to prevent the powder caking.
The vessel is also equipped with fourteen independent free-standing dry powder pressurising of the dry powder charge and opens the main line • Be aware of the reaction of the nozzle gun on commencing
hose stations that connect to the same 2,750 litre storage tanks as used by the discharge valve. The dry powder discharge now begins. discharging.
monitors detailed above. Inside each of the hose stations is a small nitrogen
pilot cylinder, which when opened will activate the main nitrogen bottles in the • Prevent kinking of the hose and twists in the line.
dry powder room and open a release valve to allow the powder to be discharged Procedure for Operating the Port Tank with the Starboard
to the hose station being operated. Manifold Monitor and Vice Versa Manual Operation
When the main nitrogen cylinders have been opened by any of the pilot bottles, Should the starboard manifold monitor be in use, resulting in the total
All systems can be manually fired should the remote operation system fail.
the gas from the 68 litre cylinders is injected into the lower part of the tank consumption of the No.1 tank dry powder charge, the No.2 tank (port) dry
The manual operation of each system is identical, and consists of opening the
to fluidise the powder and to pressurise the whole of the tank. When the tank powder charge can be discharged via the starboard monitor as follows:
valves marked and in illustration 5.4.4b. The system will then operate
pressure has attained a preset value, it operates the powder discharge valve
as before.
pneumatic actuator, causing the valve to open and discharge the dry powder via a) Open the manual crossover isolating valves in the two dry
the monitor or hose station onto the fire. powder compartments. Illustration 5.4.4b refers.

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 Bu Samra Cargo Operating Manual

Illustration 5.4.4b Dry Powder Fire Extinguishing System Main

(Port)
Fire Control Station
Monitor
STB'D PORT N.O.

Pilot Gas From Monitor Cabinet No.1 No.2

Cleaning Line To Monitor

R N.C.
Pilot Gas From Hose Cabinet No.1 To Operate Dry Powder
No.3
No.1 No.2 No.1 No.2 Copper Tube To Hose Cabinet No.1
Control
Stbd Port Port Stbd N.C.
Valve A. Monitor Release Control Cabinets
Pilot Gas From Hose Cabinet No.3 1. Open the door.
To Hose Cabinet No.3 2. Open one cylinder valve.
2,750 Litre N.C. 3. Open No.1 ball valve in monitor
Tank Pilot Gas From Hose Cabinet No.5
No.1 release control cabinet at local or CCR or FCS.
Control
To Hose Cabinet No.5 4. Now System is operated.
Valve N.C.
N.C.

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Pilot Gas From Hose Cabinet No.7 B. Hand Hose Cabinets
Air Connection Line 1. Open the door.
No.2 To Hose Cabinet No.7
Control N.C. 4. Aim the hose nozzle for fire fighting.
Valve Tank Pressure Gauge
Pilot Gas From Hose Cabinet No.9 2. Open one cylinder valve.
Cargo Control Room Primary Pressure Gauge
3. Open ball valve.
To Hose Cabinet No.9 4. Now System is operated.
STB'D PORT N.C.
2 Pilot Gas From Hose Cabinet No.11
C. In Case of Failure of a Dry Powder
R Copper Tube To Hose Cabinet No.11 Hand Hose Tank Unit
N.C. 1
Pilot Gas From Hose Cabinet No.13 Cabinet No.13 1. Open both manual valves (Port and Stbd) For
N.C
crossover to allow back-up from the other tank.
To Hose Cabinet No.13 2. Go to the monitor release control cabinet at

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No.1 No.2 No.1 No.2
For Agitation N.C. local or CCR or FCS.
Stbd Port Port Stbd No.2 Dry Powder Room (Port) 3. Open one cylinder valve.
4. Open No.2 ball valve (Port or Stbd) in monitor
release control cabinet at local or CCR or FCS.
5. Now System is operated
1 Hand Hose
Pilot Gas From Hose Cabinet No.14 Cabinet No.14 Manual Operating (Emergency)
N.C
Cleaning Line To Hose Cabinet No.14
R 1. Open valve and .
N.C.

Pilot Gas From Hose Cabinet No.12 After Use of System

Copper Tube No.3
Control To Hose Cabinet No.12
Valve N.C.
1. Set No.3 control valve to the CLOSE position.
Pilot Gas From Hose Cabinet No.10
Close main valve.
To Hose Cabinet No.10 2. Set inlet valve to the CLOSE position
Key 2,750 Litre N.C.
Tank 3. Set No.1 control valve to the N2 STOP position.
No.1 Pilot Gas From Hose Cabinet No.8 Stop pressurising dry chemical container.
Nitrogen and Sodium Control
Bicarbonate Powder Valve N.C. To Hose Cabinet No.8 4. Dissipate remaining gas in the dry powder tank
N.C. from vent bleed.
Pilot Nitrogen Pilot Gas From Hose Cabinet No.6 5. Set No.2 control valve to N2 RELEASE position.
No.2 Air Connection Line
Control To Hose Cabinet No.6 6. Set the cleaning valve to the CLEANING position.
Nitrogen
Valve N.C. 7. Return valves to the NORMAL positions after all
Tank Pressure Gauge
Electrical Signal Primary Pressure Gauge Pilot Gas From Hose Cabinet No.4 Main nitrogen gas has been dissipated.
(Starboard) 8. Recharge the N2 cylinders.
To Hose Cabinet No.4
Instrumentation N.C. 9. Refill dry chemical agents into the dry chemical
Pilot Gas From Hose Cabinet No.2 tank.
R 2 Monitor
Main Regulator N.O.
Copper Tube To Hose Cabinet No.2
R No.1 No.2
R Regulator N.C.
Pilot Gas From Monitor Cabinet
N.O Valve Normally Open To Monitor

N.C Valve Normally Closed For Agitation N.C.

No.1 Dry Powder Room (Starboard)

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 Bu Samra Cargo Operating Manual
Procedure for the Emergency Operation of the Dry Powder i) At the earliest possible opportunity, recharge the dry powder
Monitors storage tanks and nitrogen cylinders and replace the nitrogen
pilot gas cylinders.
If the remote pilot cylinders have failed to activate the main nitrogen bottles
in the storage compartments, they can all be opened manually. To achieve this, CAUTION
proceed as follows: Before refilling the dry powder tanks, check that the pressure gauges on
the nitrogen bottles and tank are all reading zero. During this operation,
a) At the distribution manifold, manually open the discharge valve care should be taken during the release of residual gases. To minimise
to the required monitor or hose cabinet. the risk of injury, the flange should be released gradually.

b) Using the handle on the top of each cylinder, remove the safety
pin and open the top valve on one nitrogen cylinder.

c) This will activate the other cylinders.

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d) The pressure in the tank will build up and open the main line
discharge valve. The dry powder discharge will then begin.

Procedure for Resetting the System After Operation

After any operation of the dry powder system it is essential the system is
cleaned at once with nitrogen. This is to prevent any residue powder remaining
in the lines, thereby causing a blockage to subsequent usage. There is usually

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enough nitrogen remaining in the bottle bank to do this.

a) Set the No.3 control valve to the CLOSE position. This will
close the main dry powder discharge valve.

b) Set the main inlet valve to the dry powder container to the
CLOSE position.

c) Set the No.1 control valve to the N2 STOP position. This will
stop the nitrogen cylinders pressurising the dry powder tank.

d) Dissipate any residual pressure that remains in the dry powder

tank by opening the vent bleed line.

e) Set the No.2 control valve to the N2 RELEASE position.

f) Set the cleaning valve to the CLEANING position. This will

allow the remaining nitrogen in the bottles to be dissipated and
blow through the lines.

g) After all of the nitrogen has been dissipated, return the valves to
their normal positions.

h) If a fire hose has been used, rewind the hose and ensure that the
nozzle valve is in the CLOSED position.

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 Bu Samra Cargo Operating Manual

Illustration 5.4.5a NOVEC 1230 Fire Fighting System

SAMSUNG
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 Bu Samra Cargo Operating Manual

Illustration 5.4.5b NOVEC 1230 Fire Suppression System

Piping and Nozzle Arrangement for Piping and Nozzle Arrangement Piping and Nozzle Arrangement Piping and Nozzle Arrangement
Engine Room 2nd Deck Plan for Upper Deck for A Deck for Machinery Room

No.2 6.6kV Cargo

Switchboard Room
No.1 Cylinder No.1 Cylinder

Emergency Generator and

Switchboard Room

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No.2 Cylinder
No.2 Main No.2 Cylinder
No.1 Switchboard Room No.3 Cylinder
Cylinder
No.3 Cylinder Gas Combustion
Economiser Fan Room
No.2 Cylinder

No.1 Cylinder

No.1 Cylinder No.2 AC 440V

Cargo

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Switchboard
Electrical
Room
No.2 Equipment
Cylinder No.3 Cylinder Room
No.4 Cylinder
Engine Control No.3
No.3 Cylinder
Room Cylinder No.2 Cylinder
No.1 AC 440V No.2 Cylinder
Cargo
Switchboard No.1 No.2 No.3
Room Cylinder Cylinder Cylinder
No.4 Cylinder No.4
No.3 Cylinder Cylinder

No.2 Cylinder
No.2
Galley No.5 Cylinder No.4
Cylinder Cylinder
No.3 Cylinder
No.1 No.6
Cylinder No.1 Main Cylinder No.1 No.5
No.7
Switchboard Room Cylinder Cylinder
Cylinder
No.4 Cylinder No.8 No.3
Cylinder Cylinder No.7
No.9 Cylinder
Cylinder

No.1 Cylinder
No.10
No.1 6.6kV Cargo Cylinder
Switchboard Room
No.11 No.12 No.13 No.6 No.8 No.9 No.10
Cylinder Cylinder Cylinder Cylinder Cylinder Cylinder Cylinder

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5.4.5 NOVEC 1230 Fire Extinguishing System Protected Area Cylinders the elapsed time from the activation of a fire alarm, its assessment and release
of the NOVEC 1230.
Port side No.2 main switchboard room 4 x 162kg, twin nozzles on each
Manufacturer: Tyco Marine Services Korea (fire control station and local release cylinder
Before the system is released into a compartment, a crew muster should be
station)
carried out to ensure all personnel are accounted for, and the ventilation fans
Starboard side No.1 main switchboard 4 x 162kg, twin nozzles on each stopped and fan dampers closed before the system is activated.
Introduction room (fire control station and local cylinder
release station)
NOVEC 1230 is a trade mark name for a type of fire suppressant fluid which in Procedure for the Release of a NOVEC 1230 System from the
its vapour state acts to change the state of a fire by chemical means, additionally ECR (fire control station and local 4 x 194kg, twin nozzles on each
release station) cylinder Fire Control Station
it has the effect of being able to absorb heat from the fire which, combined
together, rapidly extinguishes the fire. The fluid has a zero ozone depletion Cargo compressor room (fire control 13 x 170kg, twin nozzles on
potential and also has the advantage of suppressing a fire in concentrations station and local release station) each cylinder The systems for these compartments are normally manually operated from
well below its design capability, thus giving a wide margin of safety. This is Cargo electric motor room (fire control 10 x 172kg, twin nozzles on remote release cabinets located in the fire control station. As an emergency
particularly important in marine applications because the complex geometry station and local release station) each cylinder back-up, a release station is also located in the vicinity of each compartment
of shipboard compartments and the frequent presence of pipes, ducts, etc, that allows for local operation of the system(s) should this be necessary.
Electric equipment room (fire control 3 x 170kg, triple nozzles on each

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makes it difficult to accurately calculate the volumes of spaces to be protected. station and local release station) cylinder
Although the vapour is considered non-toxic in normal operations, the material No.1 cargo switchboard room (fire 3 x 152kg, twin nozzles on each Remote Operation from the Fire Control Station
safety data sheet should be consulted which outlines the safety precautions control station and local release station) cylinder Upon confirmation of a fire in a designated space, the following is to be carried
which must be followed with the product.
No.2 cargo switchboard room (fire 3 x 152kg, twin nozzles on each out:
control station and local release station) cylinder
This type of fire suppressant is ideally suited for protecting areas containing
electrical equipment, as the fire suppressing medium is non-conductive and Emergency generator room (fire control 3 x 139kg, twin nozzles on each a) Ensure that all personnel have evacuated the space and that all
non-corrosive, plus it does not leave behind any residue which could be station and local release station) cylinder doors are closed, ventilation fans are stopped and their dampers
problematic in the cleaning-up operation and reducing the time for reactivating Galley exhaust (fire control station and 1 x 6.0kg, one nozzle on the closed, and any other means of feeding the fire with air are

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the non-affected equipment. local release station) cylinder stopped.

NOVEC 1230 is stored in a liquid state inside steel cylinders which are b) Proceed to the fire control station remote release cabinets OR to
The remote activation and supervision for the NOVEC 1230 systems are the local cabinets in the vicinity of the compartment.
pressurised with nitrogen to a normal operating pressure of 24.8 bar. The carried out from the fire control station on C deck. In addition there are local
pressure inside each cylinder is monitored via a supervisory pressure switch release cabinets positioned by each compartment entrance.
which transmits the data to the IAS. If the pressure inside a cylinder falls to c) Obtain the release control cabinet key from its storage location
approximately 20 bar, an alarm is initiated on the IAS, if the pressure further adjacent to the release cabinets.
The cylinders in the release cabinets have a capacity of 2.68 litres and are
decreases to 18 bar an alarm is triggered on the fire alarm and monitoring charged with nitrogen to a pressure of 70 bar, similar to the NOVEC 1230
system. d) Open the release cabinet door. This will set off an audible alarm
cylinders. Each pilot cylinder is monitored by a supervisory pressure switch
and stop the ventilation fans if they have not been previously
which transmits the data to the IAS in the event of the pressure falling to 18
The cylinders are distributed around the compartment they are protecting shut down.
bar.
according to the arrangement plans in the manufacturer’s manual. Each cylinder
has either a single or double nozzle configuration, the discharge radius of arc e) Open the cylinder outlet valve on the main pilot cylinder. Ensure
To ensure the effective use of the NOVEC 1230 it must be ensured that
from each nozzle is 180° which will give a 10.9m radius area of coverage from a pressure is indicated on the pressure gauge. If no pressure is
the ventilation system is shut down and the fire dampers are closed on the
each nozzle. The cylinders are distributed around the compartment in order to indicated, open the other cylinder.
compartment into which the discharge will take place. When the release control
ensure that all areas of the compartment are covered by the fire suppressant cabinet for the individual system is opened, the ventilation fans for that area
within a maximum discharge time of 10 seconds. are automatically stopped and an alarm sounded in the compartment. It will be f) Open one pilot line valve within the cabinet to activate the
necessary to remotely operate the necessary fan dampers. NOVEC 1230 cylinder release mechanisms. If the cylinders fail
The following areas are covered by the NOVEC 1230 system: to operate, open the second line valve.
Although NOVEC 1230 in its vapour state is stable in a fire environment, the
vapour will have a low odour value, when it is introduced into a compartment
which has temperatures in excess of 500°C it will start to break down and
decompose. When the vapour decomposes it will create halon acids which
are recognised by a sharp pungent odour in advance of the saturation level
becoming hazardous. It is therefore important that due consideration is given to

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Illustration 5.4.5c NOVEC 1230 Fire Extinguishing Typical System

24V DC Cargo
Main Loop Machinery
Maintained
Supply Remote Release Cabinet. Fire Control Station Redundancy Loop Room

PI
DS1 PS
P P P P P P P
PS PS PS PS PS PS

Ventilation H H PS
Shutdown DS2 No.1 PI No.2 PI No.3 PI No.4 PI No.5 PI No.6 PI No.7
(N.C.-V.F.C.) PS PS
PI

Monitoring (N.C.)
Cylinder JB JB JB JB JB JB JB

24V DC
Maintained
Supply Local Release Cabinet. Entrance/Exit to Area

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NOVEC Released
PI F&G (N.C.)
DS1
Panel
P P P P P P
Ventilation H H PS PS PS PS PS PS
Shutdown DS2
(N.C.-V.F.C.) PS PS PI No.13 PI No12 PI No.11 PI No.10 PI No.9 PI No.8
JB F

Beacon/Sounder
Alarm
(24V DC)
JB JB JB JB JB JB

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24V DC Electric
Main Loop Motor
Maintained
Supply Remote Release Cabinet. Fire Control Station Redundancy Loop Room

PI
DS1 PS
P P P P P P P
PS PS PS PS PS PS

Ventilation H H PS
Shutdown DS2 No.1 PI No.2 PI No.3 PI No.4 PI No.5 PI No.6 PI No.7
(N.C.-V.F.C.) PS PS
PI

Monitoring (N.C.)
Cylinder JB JB JB JB JB JB JB

24V DC
Maintained
Supply Local Release Cabinet. Entrance/Exit to Area
NOVEC Released Key
PI F&G (N.C.)
DS1
Panel
NOVEC 1230
P P P
Ventilation H H PS PS PS
Shutdown DS2 Pilot Line
(N.C.-V.F.C.) PS PS PI No.10 PI No.9 PI No.8
JB F Electrical Signal

Beacon/Sounder JB Junction Box

Alarm
(24V DC)
JB JB JB

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Procedure Upon Extinguishing the Fire

The fire in the compartment should be confirmed as being fully extinguished

before any attempt at entry is made. The minimum period of time that the
NOVEC 1230 vapour should be maintained in the compartment before
ventilation and subsequent entry is made is 15 minutes.

The compartment should be fully ventilated before entry is made, and as a

precaution, personnel must wear breathing apparatus, a safety line and carry
portable fire extinguishers when entering the compartment. When entering
they should be prepared for any flare-up of the initial fire. Upon satisfactory
completion of the entry check, the fire fighting system should be returned to
service as follows.

a) Reset the system and make ready for further use.

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b) Ensure all of the cylinders are refilled at the earliest
opportunity.

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NOVEC 1230 Nozzle

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Illustration 5.4.6a Engine Room High Expansion Foam System High Expansion Foam Room

DC 240V (Emergency Source)

Key AC 220V (Emergency Source)
AC 440V
60MD Foam Generator AC 220V (Main Source) (Emergency Source) Foam Liquid Tank
Foam 60 Main Control Starter for Foam
To Fire Emergency Stop System (8000 litres)
Fire water 30 30MD Foam Generator Panel Liquid Pump
Main Alarm Signal
Sea Water 15 15MD Foam Generator Normally Open
Electrical Signal MV4
Fire Control Station Normally
MV5 Open
M
Sub Control
SCV1 MV5 AV7 MV3
Panel Normally Normally
PS P3
3 Open Open Foam Liquid Pump Normally Closed
60 60 15 15 60 60
(280 litres/min x100m)
M AV3 MV7 DCV MV8 MV11
No.3 Stringer
M AV5 Normally Closed Test Line Normally Open

PS P1
Normally MV9 MV10

SAMSUNG
1
No.2 Stringer Open
M

MV1 AV1
SED1 P4 P6 P8 P10 P12
M AV6 Test Line
No.1 Stringer DPS DPS DPS DPS DPS
1 2 3 4 5
M AV4 P5 P7 P9 P11 P13

PS P2
Normally 2
M AV8 M AV9 M AV10 M AV11 M AV12
Open
M
C Deck
MV2 AV2

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SED2
60 60 60 30 30 60 60 60

B Deck

30 60 60 30 60

Gas Valve Hood Incinerator

Room Room
A Deck

60 60 60 60

Chemical Store Paint Store

Upper Deck

60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 15 15 60 60 60 60 60 60

Inert Gas Generator Room 60 60 60 60 60 60 60 30 60 60 60 60 60 60 60 Electric Lobby Hydraulic Power Unit

(2nd Deck) Workshop Room Room 2nd Deck
Sea Water Supply
60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 15 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 15 60 60 60 60 60 30 15 60 60 60 60 60 30
Pump in Fwd
Heavy Fuel Oil
Pump Room
Inert Gas Generator Room Generator Engine Room 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 Generator Engine Room Engine Workshop Fuel Test Engine Store
(3rd Deck) (Port) (Starboard) Room Room
3rd Deck

60 60 60 60 60 60 60 60 60 60 60 60 60 60

Purifier Room Purifier Room Sea Chest

(Port) (Starboard)
4th Deck

Issue: 1 - December 2009 IMO No: 9388833 Section 5.4 - Page 28 of 80

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 Bu Samra Cargo Operating Manual
5.4.6 High Expansion Foam System to restrict the foam production. Foam generators on different lines are spaced When operated in automatic mode, several interlocks are incorporated into the
as far apart as is practical. start sequence to prevent inadvertent and incorrect operation. The interlocks
The foam fire extinguishing system is designed to comply with Class rules and consist of the following:
the International Convention for the Safety of Life at Sea 1974 and the up-to- The following areas are covered by the foam system with each having its own
date amendments. supply line and foam generators: Should the sea water pressure not rise above 5 bar, then:
• Engine room, port side • The foam liquid pump will not start.
Manufacturer: Kashiwa Co., Ltd.
• Engine room, starboard side • Valve AV1 SED1 sea water supply valve will not open.
Foam type: STHAMEX-SV/HT Protein 2%
• Engine room independent rooms (workshop, IG room, hyd. • Valve AV7 foam liquid pump suction valve will not open.
Foam liquid tank size: 8.0m3
room, etc)
Foam expansion ratio: 620:1 • Valve AV3 SED1 eductor suction valve will not open.
• Chemical store
Foam liquid pump: GP-65 • Valve AV5 SED1 eductor pilot valve will not open.
Foam pump capacity: 280 litres/minute x 100m • Paint store
Should the liquid pump discharge pressure not rise above 5 bar, then:
Foam generator type: 15MD/620 (15.5m3/minute at 4 bar) • Gas hood room
• Valves AV8, AV9 and AV10, the engine room foam generator

SAMSUNG
30MD/620 (31.0m3/minute at 4 bar)
The system is designed to be operated remotely with the high foam sea water discharges will not open.
60MD/620 (62.0m3/minute at 4 bar) and foam liquid pump starting automatically. A manual operating option can
Foam pump source: 440V, 15.0kW, 60Hz, 3-phase also be used as back-up. To ensure the system is ready for use, the following valves and items should
be noted:
The high foam sea water pump supply valves to the side eductors should
High Foam Sea Water Pump normally be kept open to ensure the system is in a state of instant readiness at Position Description Valve
all times.
Manufacturer: Shinko Ind Co. On Emergency power supply
Model: KV350 KS Remote start High foam sea water pump
Procedure for Operating the Engine Room System

QGTC
Type: Centrifugal Open High foam sea water pump SED1 supply MV1
Sets: 1 valve
Should a fire be confirmed in the engine room, the foam liquid outlet valve Open High foam sea water pump SED2 supply MV2
Capacity: 850m³/h x 15.0kg/cm² must be opened and then the ENGINE SYSTEM STANDBY button pressed. valve
This will start an audible alarm in the protected space and initiate the engine
Introduction Open Foam liquid tank outlet valve MV3
room emergency stop system, stopping the engine room fans and oil pumps.
Upon stopping the main generating sets, the emergency generator will start Operational Foam liquid pump suction valve AV7
All of the machinery spaces shown in illustration 5.4.6a are protected by a high automatically and power will be supplied from the emergency switchboard to Operational Foam return control valve DCV
expansion foam fire extinguishing system. The foam is tough and persistent, allow starting of the high foam sea water pump. Operate the fuel tank quick- Open Foam return control valve inlet valve MV7
being an excellent insulator and absorber of radiant heat. Upon reaching the closing valves and close all ventilation to the space as necessary. The high foam Open Foam return control valve outlet valve MV8
fire, the unit volume of water in the foam is turned into a very high volume sea water pump will start automatically.
Closed Foam return control valve bypass valve MV9
of steam, with the resulting atmosphere containing a very low percentage of
oxygen which is far less than the percentage required to sustain burning. At the Once the fire main pressure has risen above 5 bar and it has been confirmed Open Foam return valve MV10
same time, surrounding foam prevents access of further oxygen to the fire. that the engine room has been evacuated, the ENGINE FOAM DISCHARGE Open Eductor foam supply valve SCV1
button can be pressed. This will open the valves supplying foam concentrate to Operational SED1 eductor foam inlet valve AV3
The foam system is operated from the foam room/fire control station in which the foam pump along with the eductor valves, after which the foam liquid pump Operational SED1 eductor foam pilot valve AV5
is situated the foam liquid pump and high foam sea water pump starter, plus will start. Once the pump pressure has risen above 5 bar the foam concentrate is
Operational SED1 eductor sea water supply valve AV1
the controls for the associated valves. The system briefly comprises a foam administered to the eductor (SED1) where it is mixed with water from the high
liquid holding tank from which foam concentrate, supplied via a foam liquid foam sea water pump The resultant mixture is then piped to the foam discharge Operational Engine room (port) foam generators AV8
pump situated lower than the tank, is mixed with sea water supplied from the generators situated above the engine spaces. A total of 146 foam generators of discharge
fire main. This foam/sea water mix is passed through foam generators situated three different sizes have been fitted and these are as follows: Operational Engine room (starboard) foam generators AV9
at the highest points in the various compartments producing a highly expansive discharge
• 60MD x 132
foam that dissipates throughout the space being protected. Classification Operational Engine room independent rooms foam AV10
society rules stipulate that the pipelines to the foam generators are to be widely • 30MD x 7 generators discharge
spaced and to be routed such that protection against damage and possible • 15MD x 7 Closed Foam liquid tank drain valve MV4
explosion is allowed for. The foam generators themselves are held rigidly in Closed Foam liquid tank drain valve MV5
position and sufficiently distant from surrounding bulkheads and deck so as not

Issue: 1 - December 2009 IMO No: 9388833 Section 5.4 - Page 29 of 80

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 Bu Samra Cargo Operating Manual

Illustration 5.4.6b Deck Fire Main and High Expansion Foam Sea Water Supply Pump Air Eliminator
Cargo Manifold FD
Passageway To Bilge Eductor FD Passageway 521F
Bilge Eductor For Pilot B.Space 557F Bilge Eductor
FD
To Accommodation WG525F 520F
and Aft Mooring Deck FD556F
(See Illustration 5.4.2c) FD
585F FD FD FD FD FD
HR HR HR FD
HR 569F 561F 547F 541F 531F HR 519F
FD HB FD HB FD HB HB FD HB FD HB HB FD HB FD
583F 577F 565F 551F 539F 527F 502F
FD FD FD FD FD FD FD FD FD FD FD FD FD FD FD FD
To/From Engine Room 579F 575F 570F 567F 563F 592F 559F 553F 549F 545F 543F 537F 535F 533F 525F 523F
(See Illustration 5.4.2a) Hawse

No.5 Cofferdam
FD Pipe

No.4 Cofferdam

No.3 Cofferdam

No.2 Cofferdam

No.1 Cofferdam
573F

Trunk Trunk Trunk

No.6 Cofferdam
Accommodation Deck Deck Deck
FD FD FD
568F 566F 562F

SAMSUNG
Hawse
FD FD Pipe
578F 574F
Cargo Electric FD FD FD FD FD FD FD FD FD FD FD
FD HB HB Machinery Motor 591F 558F 552F 548F 544F 542F 536F 534F 532F 524F 522F
Room Room FD HB FD FD FD
582F HB HB HB HB 526F HB
564F 538F 501F
HR HR
FD FD FD FD FD FD
HR HR Deck HR HR 530F HR
576F 572F 571F Store 550F 546F

FD FD FD FD FD
584F 586F 560F 540F 518F
FD554F
FD WG525F FD501F

QGTC
Passageway To Bilge Eductor Passageway
Bilge Eductor For Pilot B.Space 555F Cargo Manifold Bilge Eductor (Starboard)
Key FD FD FD502F
508F 504F (Port)
Fire/Deck Water
High Expansion Foam Room
Corrosion Flange Foam Liquid Pump
Upper Deck
(280 litres/min x100m) Foam Liquid
PI PS
MV5 Tank
M To No.1 Bilge
(8000 Litres) Eductor for
SCV1 AV7 MV3 FD507F Chain Locker
MV4
No.2 Bilge Eductor
Steering Gear Room MV7 DCV MV8 MV11 for Bosun Store
Test FD505F
Engine M AV3 M AV4 Line
Casing
FD MV9 MV10
HR 607F
PI PI
Test
Line
FD FD
FD No.3 Bilge Eductor
FD 587F 603F SED1 SED2
590F 589F Emergency Fire Pump for Forward Heavy
(72m3/h x 110mwc) Fuel Oil Pump Room
HR M AV9 M AV11
Aft Peak High Foam
FD
Tank Pool M AV1 M AV2 M AV8 M AV10 M AV12 HR
606F Sea Water Pump FD
Filling (850m3/h 513F
PI PI
PS PS x50mwc)
Independent
Room
Engine Chemical Paint FD FD FD
MV1 MV2 FD 509F 515F 510F
HR Room Store Store 517F
FD FD
Sea Chest 602F 601F HR Sea Chest

Issue: 1 - December 2009 IMO No: 9388833 Section 5.4 - Page 30 of 80

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 Bu Samra Cargo Operating Manual
The system can be stopped after successfully extinguishing the fire by pressing Position Description Valve h) Check the foam liquid pump pressure on gauge P3 is 5 bar or
the SYSTEM STOP button on the control panel and by manually stopping the above.
Operational Foam liquid pump suction valve AV7
high foam sea water fire pump.
Operational Foam return control valve DCV i) Open valve AV8 engine room (A, port) foam generators
Open Foam return control valve inlet valve MV7 discharge.
Procedure for Operating the Paint and Chemical Store Open Foam return control valve outlet valve MV8
Systems Closed Foam return control valve bypass valve MV9 j) Open valve AV9 engine room (B, starboard) foam generators
Open Foam return valve MV10 discharge.
The paint and chemical stores are protected in a similar manner to that of the
engine room, but require the pressing of the dedicated PAINT (or CHEMICAL) Open Eductor foam supply valve SCV1
k) Open valve AV10 engine room independent rooms foam
STORE SYSTEM STANDBY button and the PAINT (or CHEMICAL) Operational SED2 eductor foam inlet valve AV4 generator’s discharge.
STORE FOAM DISCHARGE buttons. These rooms have a dedicated low Operational SED2 eductor foam pilot valve AV6
capacity eductor (SED2) and associated valves. The details of this can be seen
Operational SED2 eductor sea water supply valve AV2 Chemical (Paint) Store System
in illustration 5.4.6a.
Operational Chemical store foam generators discharge AV11
a) Start the high foam sea water pump.

SAMSUNG
The paint and chemical stores each have 2 foam generators fitted and both of Operational Paint store foam generators discharge AV12
these are of the 60MD type. Closed Foam liquid tank drain valve MV4 b) Check that the sea water pump water discharge pressure on
Closed Foam liquid tank drain valve MV5 gauge P2 is 5 bar or above.
The pump room system differs from the engine room in that the eductor
SED2 valves are used. When operated in automatic mode, several interlocks c) Open valve AV2, SED2 sea water supply valve.
are incorporated into the start sequence, similar to the engine room system, Procedure for Manually Operating the Systems
to prevent inadvertent and incorrect operation. The interlocks consist of the d) Open valve AV4, SED2 foam inlet valve.
following: The engine room, chemical and paint store systems can be operated manually
should the need arise by opening the required valves and starting the pumps. e) Open valve AV6, SED2 foam pilot valve.

QGTC
Should the sea water pressure not rise above 5 bar, then:
• The foam liquid pump will not start The system should be initially prepared by opening the following valves: f) Open valve AV7, foam liquid pump suction valve.
• Valve AV2 SED2 sea water supply valve will not open • MV1 - high foam sea water pump SED1 eductor supply valve
g) Start the foam liquid pump.
• Valve AV7 foam liquid pump suction valve will not open • MV2 - high foam sea water pump SED2 eductor supply valve

• Valve AV4 SED2 eductor suction valve will not open • MV3 - foam liquid tank outlet valve h) Check the foam liquid pressure on gauge P3 is 5 bar or above.

• Valve AV6 SED2 eductor pilot valve will not open • SCV1 - SED1 and SED2 foam inlet valves
i) Open valve AV11 chemical store (or AV12 paint store) foam
generator’s discharge.
Should the liquid pump discharge pressure not rise above 5 bar, then: Engine Room System
• Valve AV11 chemical store foam generator discharge will not a) Start the high foam sea water fire pump. Note: Should the inlet pressure to the two proportioners, SED1 or SED2,
open exceed 10 bar, it is to be regulated below this pressure by manually operating
• Valve AV12 paint store foam generator discharge will not open b) Check that the sea water pump water discharge pressure on valves MV1 or MV2, the high foam sea water pump water pressure.
gauge P1 is 5 bar or above.
The following table illustrates how to ready the system: Procedure for Manually Stopping the System
c) Open valve AV1, SED1 sea water supply valve.
Engine Room System
Position Description Valve
d) Open valve AV3, SED1 foam inlet valve. a) Stop the high foam sea water pump.
On Emergency power supply
Remote start High foam sea water pump e) Open valve AV5, SED1 foam pilot valve. b) Stop the liquid foam pump.
Open High foam sea water pump SED1 supply MV1
valve f) Open valve AV7, foam liquid pump suction valve. c) Close valves AV1, AV3, AV5, AV7, AV8, AV9, AV10.
Open High foam sea water pump SED2 supply MV2
valve g) Start the foam liquid pump.
Open Foam liquid tank outlet valve MV3

Issue: 1 - December 2009 IMO No: 9388833 Section 5.4 - Page 31 of 80

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 Bu Samra Cargo Operating Manual

Illustration 5.4.6c High Expansion Foam Control Panel (Fire Station)

SUB CONTROL PANEL FOR

HIGH EXPANSION FOAM
FIRE EXTINGUISHING SYSTEM

E/R E/R E/R CHEMICAL STORE CHEMICAL STORE CHEMICAL STORE PAINT STORE PAINT STORE PAINT STORE
SYSTEM ST-BY FOAM DISCHARGE FOAM DISCHARGE SYSTEM ST-BY FOAM DISCHARGE FOAM DISCHARGE SYSTEM ST-BY FOAM DISCHARGE FOAM DISCHARGE

DISCHARGE DISCHARGE DISCHARGE DISCHARGE DISCHARGE

VALVE (AV8) VALVE (AV9) VALVE (AV10) VALVE (AV11) VALVE (AV12)

SAMSUNG
OPEN SHUT OPEN SHUT OPEN SHUT OPEN SHUT OPEN SHUT

FOAM LINE (ENG.RM A) FOAM LINE (ENG.RM B) FOAM LINE (INDEP.RM) FOAM LINE (CHEM.STORE) FOAM LINE (PAINT STORE)
ABNORMAL ABNORMAL ABNORMAL ABNORMAL ABNORMAL

QGTC
SEA WATER SEA WATER FOAM LIQUID
SYSTEM STOP
PRESSURE (PS-1) PRESSURE (PS-2) PRESSURE (PS-3)
CONTROL SOURCE EMERGENCY SOURCE
NORMAL LOW NORMAL LOW NORMAL LOW DC 24V AC 220V

SEA WATER SEA WATER FOAM LIQUID

VALVE (AV-1) VALVE (AV-2) SUCTION V. (AV7)
MAIN SOURCE VALVE SOURCE
OPEN SHUT OPEN SHUT OPEN SHUT AC 220V AC 220V

EDUCTOR SUCTION EDUCTOR SUCTION

VALVE (AV3) VALVE (AV4)
BUZZER STOP LAMP TEST ALARM & BUZZER
OPEN SHUT OPEN SHUT TEST

EDUCTOR SUCTION EDUCTOR PILOT

VALVE (AV5) VALVE (AV6)

OPEN SHUT OPEN SHUT

Issue: 1 - December 2009 IMO No: 9388833 Section 5.4 - Page 32 of 80

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 Bu Samra Cargo Operating Manual
Chemical (Paint) Store System
a) Stop the high foam sea water pump.

b) Stop the liquid foam pump.

c) Close valves AV2, AV4, AV6, AV7, AV11 (or AV12).

Entering the Protected Space After Foam Discharge

The protected space should be well ventilated and allowed to cool down before
any entry is made into the space. Initial entry should be made wearing self-
contained breathing apparatus supported by hand-held fire extinguishers in case
local flare-ups occur. The constituents of high expansion foam are so chosen as
to cause as little damage as possible to machinery, but every precaution should
be made to ascertain the machinery status.

SAMSUNG
QGTC
Typical Foam Generator

Issue: 1 - December 2009 IMO No: 9388833 Section 5.4 - Page 33 of 80

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 Bu Samra Cargo Operating Manual

Illustration 5.4.7a Emergency Quick-Closing Valves and Fire Dampers

SAMSUNG
QGTC

Issue: 1 - December 2009 IMO No: 9388833 Section 5.4 - Page 34 of 80

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 Bu Samra Cargo Operating Manual
5.4.7 Quick-Closing Valves, Fire Dampers and Tank Valve Description Valve Fire Dampers
Emergency Stops Starboard HFO service tank HFO supply to No.1 main engine OF052F Fire Dampers
and No.1 and No.2 generators
Supplier: Hi-Pres Korea Ltd.
Introduction Starboard HFO settling HFO supply to purifier feed OF050F
Type: MFD type
tank pumps
To ensure a fast and effective ability to respond to a fire situation the ship is
provided with means to shut off tanks containing flammable liquids that would Starboard LSHFO cylinder LSHFO cylinder lubricating oil OL005F
normally be open; to shut down the pumps and other equipment that could lubricating oil storage tank supply to No.1 main engine Fire Damper Unit
cause or maintain a fire, and to shut off the air supply to a fire. Starboard cylinder Cylinder lubricating oil supply to OL003F Manufacturer: Wozair Ltd.
lubricating oil storage tank No.1 main engine
Type: 12, 2 and single blade, square and circular section
Oil Tank Quick-Closing Valves Starboard main lubricating Lubricating oil supply to purifier OL001F
oil settling tank feed pumps Actuator: Powertork PT100, PT63 and PT50
CAUTION Starboard GE lubricating Lubricating oil supply to No.1 and OL011F
oil storage tank No.2 generators Ventilation trunking passing through main fire zones or machinery spaces
Some tanks such as lubricating oil tanks do not have quick-closing valves
must have dampers which will close that trunking should a fire break out in
fitted. This is because they are normally closed and only opened for short

SAMSUNG
Starboard main lubricating Lubricating oil supply to No.1 ME OL010F
the vicinity. A spring-loaded pneumatic damper in the trunking may be closed
periods of time when required. It is therefore important to ensure that oil storage tank
locally or remotely in the event of a fire or smoke condition, thus preventing
these valves are always closed when not in use. Shaft clutch hydraulic oil OL132F the supply of air to the fire or transmitting smoke through the ducting. In some
storage tank cases, the fire damper controller can also be activated by means of a frangible
All of the outlet valves from the fuel oil and lubricating oil tanks from which
oil could flow to feed a fire are equipped with pneumatically-operated quick- bulb which will melt when the temperature in the ducting or outside the ducting
closing valves. These valves are operated from the fire control station. rises above 68°C. When the link fails, an electrical circuit is broken and de-
Valves Remotely Closed by Three-Way Valve No.2 (Port Tanks)
energises a solenoid, which releases the air pressure holding the damper open
The valves are supplied with compressed air at 7.0kg/cm² from a 250 litre Tank Valve Description Valve to atmosphere, allowing the springs to close the dampers.
storage cylinder located in a cabinet in the fire control station. The cylinder is

QGTC
FO overflow drain tank HFO supply to transfer line OF023F
fitted with an alarm to warn of low pressure and is fed from the engine room Fans supplying air to the accommodation/machinery spaces would be shut off
Port DO service tank DO supply to transfer line OD021F
control air main. in the event of a fire, but natural draught through the system would allow air
Port DO service tank DO supply to No.2 main engine OD024F to be drawn to the fire, hence the need for dampers. If dampers were not fitted,
A non-return valve is fitted on the inlet line which is normally in the open and No.3 and No.4 generators the fire could spread through the ventilation ducting to other compartments.
position to ensure that a full charge of air is always available. IGG DO service tank IGG DO pump supply OD022F Smoke could also pass through the ducting hampering evacuation or fire
LSHFO storage tank LSHFO supply to transfer line OF022F fighting procedures.
The oil tanks are grouped into two systems, with one three-way cock operating
each system. In normal operation the supply line to each group of tank valves Port No.2 HFO storage HFO supply to transfer pump OF021F
tank There are three manual fire damper control stations on this vessel, one for the
is vented to atmosphere, but when the cock is turned 90°, compressed air is accommodation, one for the machinery spaces (both located in the fire control
directed to the pistons, which collapse the bridge of each valve in that group, Port HFO service tank HFO supply to No.2 main engine OF053F
station), and a local manual operating panel for the emergency generator
thus causing the valves to close. and No.3 and No.4 generators
room. The accommodation and emergency generator room dampers can also
Port HFO settling tank HFO supply to purifier feed OF051F be operated/controlled from a central operating panel, also located in the fire
The valves are reset by venting the air supply and operating the valve handwheel pumps
in a closed direction to reset the bridge mechanism and then by opening the control station. All are supplied directly from the control air system, with fail-
valve in the normal way. Port LSHFO cylinder LSHFO cylinder lubricating oil OL006F safe operation, ensuring that the dampers will be closed if the air supply is not
lubricating oil storage tank supply to No.2 main engine present.
Valves Remotely Closed by Three-Way Valve No.1 (Starboard Tanks) Generator engine Lubricating oil supply to purifier OL031F
lubricating oil settling tank feed pumps/transfer pump The fire and smoke dampers have stainless steel blades which offer low
Tank Valve Description Valve Port cylinder lubricating oil Cylinder lubricating oil supply to OL004F pressure drop when they are open. Depending on size, the dampers have one
Incinerator waste oil tank Incinerator supply OF360F storage tank No.2 main engine or more closing blades inside the unit. Most are rectangular, but some are
circular. The scantlings of the fire damper units increase as the size of the units
Incinerator waste oil tank Incinerator supply OF330F Port main lubricating oil Lubricating oil supply to purifier OL002F
increase, reflecting the larger protected area. The damper frame is formed from
Starboard DO service tank DO supply to transfer line OD020F settling tank feed pumps
sheet steel into rigid channel sections that are either fully welded or welded and
Starboard DO service tank DO supply to No.1 main engine OD023F Port main lubricating oil Lubricating oil supply to No.2 OL030F riveted together. Dampers over 1,200mm wide have welded vertical mullions
and No.1 and No.2 generators storage tank main engine and dampers over 1,200mm high have horizontal transoms.
Starboard No.2 HFO HFO supply to transfer pump OF020F Fuel oil drain tank OF024F
storage tank

Issue: 1 - December 2009 IMO No: 9388833 Section 5.4 - Page 35 of 80

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 Bu Samra Cargo Operating Manual

Illustration 5.4.7b Quick-Closing Valves and Fire Dampers

Fire Control Station
No.1 Engine Room Surplus Air Exhaust Damper
Control Locker
Air Receiver Sett. Fire No.2 Engine Room Surplus Air Exhaust Damper
7.7kg/cm2
Damper
PAL Control
PI
MM078 No.1 Engine Room Supply Fan Damper
Panel
Accommodation No.2 Engine Room Supply Fan Damper
Pneumatic
Dampers No.3 Engine Room Supply Fan Damper
Air No.4 Engine Room Supply Fan Damper
NO.2
Bottle
(250L)
Emergency Generator Room Purifying Room Exhaust Fan Damper (Port)

NO.1 Incinerator Purifying Room Exhaust Fan Damper (Starboard)

Wire Rope
Emergency (Outside Room) Waste Oil Welding Space Exhaust Fan Damper

SAMSUNG
Generator Engine Service Tank
Diesel Oil Tank
OD OF OF
340F A Deck (Port) 330F 360F A Deck (Starboard)
C Deck

From Control Diesel Oil Inert Gas Low Sulphur No.2 Heavy Heavy Fuel Heavy Fuel Cylinder Cylinder Generator Main Main
Air System ServiceTank Generator Heavy Fuel Oil Fuel Oil Oil Service Oil Settling Oil Storage Oil Storage Engine Lubricating Lubricating
(Port) Diesel Oil Storage Tank Storage Tank Tank Tank for Low Tank Lubricating Oil Storage Oil Settling

QGTC
OD ServiceTank Tank (Port) (Port) Sulphur Heavy (Port) Oil Storage Tank Tank
024F Heavy Fuel (Port) Fuel Oil Tank (Port) (Port)
Oil Overflow (Port) (Port)
OD Tank
021F
2nd Deck (Port)
OD OF OF OF OF OF OL OL OL OL OL
022F 022F 023F 021F 053F 051F 006F 004F 031F 030F 002F
3rd Deck (Port)

Diesel Oil No.2 Heavy Heavy Fuel Heavy Fuel Cylinder Oil Cylinder Oil Generator Main Main Fuel Oil
Service Tank Fuel Oil Oil Service Oil Settling Storage Tank Storage Tank Engine Lubricating Lubricating Drain Tank
(Starboard) Storage Tank Tank for Low Sulphur (Starboard) Lubricating Oil Storage Oil Settling
(Starboard) (Starboard) (Starboard) Heavy Fuel Oil Oil Storage Tank Tank
OD (Starboard) Tank (Starboard) (Starboard)
023F (Starboard) OF
024F
OD
2nd Deck (Starboard) 020F
OF OF OF OL OL OL OL OL
020F 052F 050F 005F 003F 011F 010F 001F
3rd Deck (Starboard)

Hydraulic Oil Key

OL Storage Tank
132F For Shaft Clutch Compressed Air
4th Deck (Starboard)

Issue: 1 - December 2009 IMO No: 9388833 Section 5.4 - Page 36 of 80

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 Bu Samra Cargo Operating Manual
The blades are double-skin aerofoil type from 1.2mm thick steel and are plug Tag No. Application Actuator Auto Emergency Stops
welded or bolted to solid shafts. Blade shafts rotate in high temperature, oil Type Available
impregnated, sintered bronze bearings, fitted into the damper frame. A tight air In the event of a fire it is paramount that any oil and air supply to the
shut off is achieved by precision roll formed sprung stainless steel side seals FD-01 No.1 AHU fresh air intake PT100 Yes compartment on fire be shut off and isolated. Thus all machinery that could
and welded top and bottom angle blade stops. The blade stops are sealed with FD-02 No.2 AHU fresh air intake PT100 Yes constitute adding to the fire is electrically isolated as required. The machinery
‘Firesil’ compound. FD-03 No.1 cargo switchboard room No.1 supply PT50 No comprises all fuel pumps, hydraulic oil pumps, lubricating pumps and
FD-04 No.1 cargo switchboard room No.2 supply PT50 No ventilation supply and exhaust fans.
Dampers with multiple blades are fitted with a drive linkage to provide FD-05 No.1 cargo switchboard room return PT50 No
an opposed motion. Robust blade links are welded to the drive shafts and The various emergency stops are grouped together for ease of identification,
connected together by flat bar and stainless steel pins. The linkage arrangement FD-06 No.2 cargo switchboard room No.1 supply PT50 No being coded on the switchboard where the group starters are situated. The
is contained within the flanges of the damper frame. The drive shaft is FD-07 No.2 cargo switchboard room No.2 supply PT50 No coding is as follows:
extended and fitted with a welded precision machined boss for connection FD-08 No.2 cargo switchboard room return PT50 No • ES1A/B - Engine room fuel, lubricating and hydraulic oil
to the actuating mechanism. Removable linkage cover plates are fitted where FD-09 Electric equipment room supply PT50 No pumps
required. Each damper unit has its own spring return, totally enclosed, semi- FD-10 Electric equipment room return PT50 No
rotary, pneumatic actuator which returns the damper blades to the closed • ES2A/B - Engine room ventilation fans
FD-11 Galley package AC unit fresh air intake PT63 Yes

SAMSUNG
position when the electrical supply is interrupted by a control signal or when • ES3A/B - Accommodation fans
the frangible bulb fails at 68°C. Higher temperature fusible links are fitted in FD-12 Galley mechanical fresh air intake PT63 Yes
FD-13 No.1 galley hood exhaust duct PT63 Yes • ES4A/B - Cargo area ventilation fans and oil pumps
areas with high ambient operating temperatures. All moving parts within the
actuator body are maintenance-free. FD-14 No.1 galley hood exhaust duct PT63 Yes • ES5A/B - Emergency shutdown oil pumps and ventilation fans
FD-15 Emergency generator radiator inlet Yes • ES6A/B - GCU emergency stop
The basic operation of the dampers is controlled by the air supply. So, at all
FD-16 Emergency generator radiator inlet Yes • ES7 - Galley and laundry isolating transformer
three manual operating stations and at various local operating stations, manual
valves allow the air supply to be vented, which will close all the dampers FD-17 Emergency generator radiator outlet Yes
associated with that line. The emergency generator room has three local vent FD-18 Emergency generator room supply Yes

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valves at a position on the weather deck outside the emergency generator room FD-19 Emergency generator room exhaust Yes
to allow operation of the dampers where access to the room may be restricted
in an emergency. All other dampers (or group of dampers) will have at least one
There are nine machinery space fire dampers that are activated from the one
local vent valve nearby to allow for local operation.
operating valve in the fire control station. These are itemised below:
The electric actuators can also be used to operate the dampers and have • No.1 engine room surplus air exhaust damper
integral microswitches which enable the fully closed and fully open positions • No.2 engine room surplus air exhaust damper
to be relayed to the control panel. Closing the dampers from the control panel
involves opening the electrical circuit by means of a OPEN/CLOSE selector • No.1 engine room supply fan damper
switch. With the circuit opened, the controller will vent the line and the return • No.2 engine room supply fan damper
spring in the unit will close the damper. The damper may be opened again by
re-applying the voltage. Some dampers may also be selected for automatic • No.3 engine room supply fan damper
operation, opening only when an associated piece of machinery is operating, • No.4 engine room supply fan damper
such as the air conditioning suction dampers. Each actuator is fitted with a local
• Purifier room exhaust fan damper (port)
position indicator to show the current position of the damper.
• Purifier room exhaust fan damper (starboard)
In an emergency, the dampers may be closed using a spanner, which fits • Welding space exhaust fan damper
onto an extended damper shaft specially shaped for the purpose. The linkage
arrangement is then operated directly as required.

There are nineteen accommodation/emergency generator room fire dampers

listed on the fire control station control panel and these are as listed in the
following table:

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 Bu Samra Cargo Operating Manual

Illustration 5.4.8a Local Fire Fighting System

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 Bu Samra Cargo Operating Manual
5.4.8 Engine Room Water-Based Fire Fighting oxygen from the atmosphere in the vicinity of the fire, thereby starving the event that there is a failure in the remote control system, the water spray can be
System fire of oxygen. The water mist also absorbs radiant heat which also assists in activated by manually opening the required section valve and then starting the
fire suppression. Because the water is in mist form the system is effective on pump unit at the pump unit control panel in the steering gear compartment.
Vessels constructed after 1st July 2002 and of 2,000grt or above are required oil fires.
to have protected areas of the machinery space covered by a fixed local fire The pipework has a drain valve on the pump discharge side to facilitate
fighting system. This takes the form of a water mist discharged from above Water at a pressure of 8.0 bar is delivered to a number of special nozzles complete drainage of the system, thereby reducing corrosion. An air test
these areas. located over the hazardous equipment in the area to be protected. The nozzles connection is also supplied to test the pipework and this connection may also
produce a fine water mist which envelopes the hazardous equipment within the be used to dry the pipework, reducing corrosion further. A manually operated
protected area. The number of nozzles, their position and the distance from the shut-off valve is located after the solenoid valve in each section branch line.
Fire Extinguishing System Specification hazardous equipment is designed to ensure complete and effective protection; This valve is fitted to allow the system to be tested without releasing water into
Manufacturer: Tanktech Co., Ltd. the system protects equipment in 11 spaces as detailed below. the protected space.
System type: X-Mist
Nozzle type: High level (HL) and low level (LL) Protected Space Number and Flow Rate System Components
Nozzle Type (litres/min)
Nozzle capacity (HL): 14.0 litres/minute at 8.0 bar
Main engine port 12 (HL) 168

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Nozzle capacity (LL): 15.0 litres/minute at 7.0 bar The system is designed to deliver water to the largest consumer (main engines)
Main engine starboard 12 (HL) 168 at the rated capacity and pressure (168 litres/min at 8.0 bar). The main
Maximum total flow: 168 litres/minute components comprise:
Diesel generators starboard (No.1 & No.2) 8 (LL) 120
Diesel generators port (No.3 & No.4) 8 (LL) 120 • Pump unit
Water Pump Unit Auxiliary boilers 1 each (LL) 30 • Section valves
Pump manufacturer: Bombas Itur Gas combustion unit 4 (LL) 60
• Nozzle heads
Pump model: MSH-32B/5 Hydraulic power pack 4 (LL) 60
Pump type: Multi-stage centrifugal Incinerator 1 (LL) 15 • Electrical control panels

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Pump capacity: 10.2m³/h at 10.0 bar Inert gas generator 1 (LL) 15 • Fire detection system
Prime mover type: Diesel Purifier room, starboard 5 (LL) 75
Engine manufacturer: Deutz Motor Purifier room, port 5 (LL) 75 Pump Unit
Engine model: LK-Super The pump unit is a multi-stage centrifugal pump driven by a single cylinder
Engine output: 7.7kW at 3,000 rpm The water is supplied by a pump unit which comprises an independent diesel diesel engine. The diesel engine is a self-contained air-cooled single cylinder
engine driving the water supply pump. The pump unit is located in the steering machine with an integral fuel tank. The engine is started by an electric starter
gear compartment and the pump takes suction from the starboard fresh water motor supplied from a battery and is equipped with an alternator and mains
Fire Detection System tank via a separate suction valve (SP001F). The fresh water tank also supplies connection to maintain the battery charge. The engine can also be started
the vessel’s domestic and distilled water system and has a capacity of 301.2m³. manually by a hand crank. The water supply pump is a centrifugal type and
Manufacturer: Consilium
The water is discharged from the pump to a distribution manifold and branches is equipped with a suction filter. The pump unit is equipped with a separate
Type: CS 4000 to the protected spaces are fed from the manifold via section valves. The section control panel which incorporates an alarm system.
Battery capacity: 2Ah valves are usually operated by solenoids but can also be operated manually in
an emergency. Control functions on the pump unit control panel include:
Introduction Note: The SOLAS and IMO Rules require that sufficient water be available
• Selector switch for automatic/manual/disconnected operating
modes
for at least 20 minutes operation with an additional 20% allowance (4.5m³
The local fire fighting system comprises of a self-contained, independent fixed • Manual start and stop pushbuttons
for this system).
fire detection and extinguishing system. The system is arranged to protect
high risk areas, ie, areas that contain machinery which processes or burns fuel, The panel is equipped with an ammeter and voltmeter to show battery
The system can be operated automatically or manually. When in the automatic
lubricating oil or gas. charging current and voltage and includes the following safety functions and
mode the water supply unit is started and the section valve for the space at
risk is opened automatically. Actuation of the water supply unit and section indicators:
The basic principle of the water mist system is to provide an environmentally
valve is by a dedicated fire detection system which is connected to the control • Main power failure
safe fire suppression agent with highly effective extinguishing ability. When the
system. The fire detection system is described below. When in manual mode
very fine droplets of water come into contact with flames or hot surfaces they • Low battery voltage
the operator presses a start button for the space at risk; this action will start the
rapidly expand into steam and evaporate. Because of their large surface area
pump unit and open the required section valve. The manual control pushbuttons • Low lubricating oil pressure - shutdown
and relatively small mass, this produces a rapid cooling effect and excludes
are located on the system control panels which are described below. In the

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 Bu Samra Cargo Operating Manual

Illustration 5.4.8b Engine Room Water-Based Fire Fighting System

Mooring Deck

Release Signal
Steering Gear Room Engine Room

Fire Control
Station M
Port Purifiers
Alarm From Detection Loop
Control
Panel To Detection Loop
M
Inert Gas Generator Burner

Individual Release to
Light Signal Column M
No.2 Main Engine

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Engine Control Room

Alarm M
Monitoring No.3/No.4 Generator Engines
Accommodation
System
Side Wall Port
M
Wheelhouse Gas Combustion Unit
(Burner Side)
Main Control
Control Monitoring
M
Panel Panel No.1/No.2 Auxiliary Boiler

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M
System Stop Signal
Distilled Water (for Interlock Local Incinerator Burner
Tank Starboard Fire Fighting when Foam Main
(301.2m3) Foam Released) Control
M
Panel
LIAHL No.1/No.2 Generator Engines
MM186
Main Source
WG050F Main
LI Emergency Source Switchboard
To Fresh Water M
Hydrophore Unit
No.1 Main Engine
To Bilge Branch Line for
VS350F Junction
BC001F Water Spray Line Rinsing
WG051F Box
WG SP
008F 001F
PI PI PS
M
Hydraulic Power
From Fresh Water Aggregate Top
Generators
Engine-Driven
M
Generator
Pump Starboard Purifiers
Key From Main Start
Battery
Switchboard Panel Test and Drain
Fresh Water
Air Supply
Fixed Water Mist System
Fire Water Pump Unit
(10.2m3/h x 10kg/cm2)
Emergency
Bilge
Switchboard
Electrical Signal

Issue: 1 - December 2009 IMO No: 9388833 Section 5.4 - Page 40 of 80

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 Bu Samra Cargo Operating Manual
• Alarms in service Main Control Panel (Illustration 5.4.8c Refers) Local Pushbutton Panels (Illustration 5.4.8d Refers)
• Emergency shutdown The main control panel is located in the fire control station and it incorporates A local pushbutton panel is located outside each of the protected spaces and
a manual control group for each of the eleven protected spaces. The section these are connected to the main control panel. The local panels are equipped
• Low fuel tank level
groups comprise a START pushbutton which causes the pump unit to start with two pushbuttons:
• Engine overload and the section valve to open. Indicator lamps in the group report a successful
• System Release (to start the pump unit and open the section
• Starting failure release or an abnormal condition.
valve)
• Operating mode indication (automatic/manual) The main control panel is also equipped with a selector switch for automatic • System Stop (to stop the pump unit and close the section
• Security alarms - acoustic reception, optical reception or manual operating mode and a stop pushbutton which will stop the pump valve)
unit and close the section valve(s). Other indicator lamps report the following
• Lamp test functions: An indicator lamp on the panel is illuminated when power is available.
• Pump unit engine faults
Section Valves IAS Alarm Reporting
• Pump engine running
The section valves are electrically actuated ball valves which are operated via The following alarms are reported via the IAS in the ECR:

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the main control panel. They may be operated manually in an emergency. • Fire (fire detection system activated)
• Local common fire alarm
• Power source (main or emergency)
Nozzle Heads • Pump starter power failure
• Water pressure low
Two types of nozzle head are fitted to the various space distribution systems: • Local fire system abnormal
The main control panel incorporates an alarm buzzer, buzzer stop, lamp and • Main control panel power failure
• High level (HL), for installation heights greater than 4.0 buzzer test pushbutton.
metres • Water mist pump engine tripped
• Low level (LL), for installation heights below 4.0 metres Control Monitor Panel (Illustration 5.4.8d Refers) • System activated (all sections indicated separately)

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The control monitor panel is located on the bridge and it is equipped with a
Control Panels control group for each of the eleven protected sections. The control groups Fire Detection System (Illustration 5.4.8e Refers)
incorporate a START pushbutton, which will start the pump unit and open the The system has its own independent fire detection system. This system has
The system is operated via a network of control panels which are interconnected section valve. An indicator lamp in the group will report when a section has a combination of optical smoke detectors and infrared flame detectors in the
and located as follows: been released. Other pushbuttons fitted include: protected spaces, as indicated in the table below. When one of the detectors in
• Main control panel (fire control station) • System Stop (to stop the pump unit and close the section a protected space is activated a pre-warning alarm is initiated; when a second
• Control monitor panel (bridge) valve) detector is activated the system will operate automatically via the main control
panel to release water mist into the space.
• Local fire fighting alarm control panel (fire detection panel) • Buzzer Stop
• Local control panels (11 panels located outside each protected • Lamp and Buzzer Test Protected Space Detectors
space) Main engine port 2 x smoke and 1 x flame
Indicator lamps on the panel report the following functions:
Main engine starboard 2 x smoke and 1 x flame
The system is also connected to the IAS system which will report alarms in the • Power ‘ON’ Diesel generators (for each generator) 1 x smoke and 1 x flame
engine control room (ECR).
• Fire (fire detection system activated) Auxiliary boilers (for each boiler) 1 x smoke and 1 x flame
Note: When a system release is initiated (automatically or manually) visual • System operating mode (automatic or manual) Gas combustion unit 2 x smoke and 1 x flame
and audible alarms are activated in the protected space and at a manned • Mist (mist discharge) Hydraulic power pack 2 x smoke and 1 x flame
station such as the bridge. Incinerator 2 x smoke and 1 x flame
• Buzzer
Inert gas generator 2 x smoke and 1 x flame
Purifier room, starboard 2 x smoke and 1 x flame
Purifier room, port 2 x smoke and 1 x flame

Issue: 1 - December 2009 IMO No: 9388833 Section 5.4 - Page 41 of 80

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 Bu Samra Cargo Operating Manual

Illustration 5.4.8c Local Fire Fighting Control Panel (Fire Control Station)

LOCAL FIRE FIGHTING CONTROL PANEL

MAIN POWER EM’CY POWER PRESSURE ENGINE PUMP FIRE

SOURCE SOURCE LOW RUNNING

SAMSUNG
NO.1 MAIN ENGINE (S) NO.2 MAIN ENGINE (P) G/E NO.1, 2 (S)
START RELEASE ABNORMAL START RELEASE ABNORMAL START RELEASE ABNORMAL

G/E NO.3, 4 (P) AUX. BOILERS NO.1, 2 INCINERATOR

START RELEASE ABNORMAL START RELEASE ABNORMAL START RELEASE ABNORMAL

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LO & HFO PURIFIERS (S) LO & HFO PURIFIERS (P) INERT GAS GENERATOR
START RELEASE ABNORMAL START RELEASE ABNORMAL START RELEASE ABNORMAL

HYDRAULIC POWER PACK GAS COMBUSTION UNIT

START RELEASE ABNORMAL START RELEASE ABNORMAL

KEEP SWITCH IN AUTO POSITION

WHEN E/R IS UNMANNED

AUTO MANUAL ALARM BUZZER LAMP&BUZZER SYSTEM

BUZZER STOP TEST STOP

ENGINE PUMP ENGINE PUMP

POWER FAIL GROUP ALARM

Issue: 1 - December 2009 IMO No: 9388833 Section 5.4 - Page 42 of 80

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 Bu Samra Cargo Operating Manual
The detectors are connected to the local fire fighting alarm control panel, which Manual Operation Emergency Operation
is located in the fire control station. The alarm control panel is connected to
When in manual mode, the system is operated from the main control panel in the Should the control system fail, the system can be operated by proceeding to
the main control panel and is equipped with a battery for power supply in the
fire control station or from the control monitor panel on the bridge. By pressing the steering gear and opening the appropriate section valve manually. Once the
event that the main power supply fails. The alarm panel has LCD displays
the dedicated START pushbutton of the desired section, a signal is generated section valve has been opened, the pump can be started locally at the motor
which indicate the protected space and detector(s) which has gone into alarm,
which activates the same sequence described for automatic operation. When in starter panel, by turning the selector switch to MANUAL and pressing the
as well as FAULT and FIRE indicators. Pushbuttons for multiple alarm
manual mode, the fire detection system is still fully operational but is barred START pushbutton. The diesel engine can also be started manually using the
scrolling, MUTE and RESET functions are also provided. There are also
from initiating a system discharge. crank handle which is located at the pump unit. Using this method, it may be
several indicator LEDs for other functions, such as disconnection, power, etc.
possible to operate more than one small section at the same time, up to the
The operator panel has a text display which shows the current system status as
capacity of the system (pressure not below 8 bar).
well as a numeric pad and a cursor control pad. This pad gives access to the full Local Operation
range of the system functions such as the test facility and menu functions. For Each protected space has a local release box positioned near the area to
a full description of the fire detection system, please refer to the manufacturer’s Note: The pump must not be started before both suction and delivery valves
facilitate an immediate response to any incident by the personnel in the space. are opened, otherwise damage to the pump will occur. The pump must never
instruction manual. Pressing this button sends a signal to the main control panel which initiates be run dry.
a system discharge; the activation sequence is similar to that described for
Note: When the system is operated in the manual mode the automatic manual operation.

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response to any fire detected is disabled. In manual mode the fire detection CAUTION
system will operate as a fire indicator only. The starboard fresh tank outlet valve and the water pump suction and
Local Activation Points
discharge valves must be kept open at all times.
Protected Space Number and Nozzle Type
Local Fire Fighting System Activation
Main engine port 3rd deck centre between the main Procedure to Test Run the Water Pump
The system has four methods of activation. These are: engines, aft of the stairwell
Main engine starboard 3rd deck centre between the main a) Ensure that there is sufficient water in the starboard fresh water
• Automatic
engines, aft of the stairwell tank. The level in this tank must be maintained to ensure that the

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• Manual No.1 diesel generator 3rd deck, adjacent to the entrance door to minimum supply quantity is available at all times. Check that
• Local (starboard) the starboard generator room the pump suction filter is clean.
No.2 diesel generator 3rd deck, adjacent to the entrance door to
• Emergency b) Check that all instrumentation valves are open and that the
(starboard) the starboard generator room
No.3 diesel generator (port) 3rd deck, adjacent to the entrance door to instruments are reading correctly. Ensure that the AUTO/
Note: When the system is activated the appropriate ventilation fans for the MANUAL selector switch on the main control panel and the
the port generator room
protected area will be tripped. bridge monitoring control panel are in the MANUAL position.
No.4 diesel generator (port) 3rd deck, adjacent to the entrance door to
Ensure that the MANUAL/AUTO selector switch on the pump
the port generator room
Automatic Operation unit control panel is in the MANUAL position.
Auxiliary boilers 2nd deck centre, aft of the auxiliary boiler
When the fire detection system detects a fire in one of the protected spaces, control panel c) Check the levels in the diesel engine oil sump and the fuel tank.
the PLC in the main control panel will open the correct dedicated section valve Gas combustion unit (GCU) Upper deck, centre adjacent to the GCU Replenish as necessary.
and start the water pump unit. The water mist system will operate for as long gas valve hood room
as there is water in the fresh water tank or until the system is stopped. Hydraulic power pack 2nd deck starboard side, adjacent to the d) Ensure that all manual section valves are closed.
hydraulic power unit room entrance door
The fire detection system will not send the start signal to the main control e) Open the starboard fresh water tank outlet valve to the local fire
Incinerator ‘A’ deck starboard side adjacent to the
panel unless at least two detectors in the same space have been activated, one fighting system pump, SP001F.
incinerator room entrance door
of which must be a smoke detector and the other must be a flame detector. Two
similar detectors going into alarm at the same time will only activate a fire Inert gas generator 3rd deck port side adjacent to the IGG
room entrance door f) Open the pump suction and discharge valves.
alarm and not activate the water mist system.
Purifier room, starboard 4th deck starboard side adjacent to the
g) Open the pump discharge line test/drain valve and close the
Audible/visual alarms will be sounded in the protected area when the system entrance door for the purifier room
system line isolating valve.
is activated. Purifier room, port 4th deck port side adjacent to the entrance
door for the purifier room h) Start the pump manually by pressing the START pushbutton.

Issue: 1 - December 2009 IMO No: 9388833 Section 5.4 - Page 43 of 80

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 Bu Samra Cargo Operating Manual

Illustration 5.4.8d Local Fire Fighting Control Panels (Bridge and Local)

LOCAL FIRE FIGHTING CONTROL MONITOR PANEL

LAMP & BUZZER BUZZER SYSTEM DIMMER

POWER TEST STOP STOP
LOCAL FIRE FIGHTING SYSTEM

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MAIN ENGINE (S)
FIRE MIST AUTO MANUAL BUZZER
SOURCE

NO.1 MAIN ENGINE (S) NO.2 MAIN ENGINE (P) G/E NO.1 , 2 (S) G/E NO.3 , 4 (P)

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START RELEASE START RELEASE START RELEASE START RELEASE

SYSTEM RELEASE SYSTEM STOP

AUX. BOILER NO.1, 2 INCINERATOR L.O & H.F.O PURIFIERS (S) L.O & H.F.O PURIFIERS (P)
START RELEASE START RELEASE START RELEASE START RELEASE

TANKTECH CO. LTD.

INERT GAS GENERATOR HYDRAULIC POWER PACK GAS COMBUSTION UNIT

START RELEASE START RELEASE START RELEASE

TANKTECH CO. LTD.

Issue: 1 - December 2009 IMO No: 9388833 Section 5.4 - Page 44 of 80

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 Bu Samra Cargo Operating Manual
i) Check that the diesel engine starts and runs correctly. Check the h) Stop the pump unit from the local control panel or main control i) After all of the water has been drained from the pump discharge
engine lubricating oil pressure. panel. Check that the section valve has closed. line, close the pump discharge line test/drain valve and open the
system line isolating valve.
j) Check the water pump pressure and shaft seal. i) Repeat the test for other protected areas as required.
Note: After all testing, the system should be drained and the lines blown
k) If the test is satisfactory, stop the engine by pressing the STOP j) When the testing has been completed, service the diesel engine through with compressed air. This procedure will verify that the lines are
pushbutton. as required. Check the levels in the engine sump and fuel tank. clear and dry the pipework to help prevent corrosion.
Replenish as necessary.
l) Service the diesel engine as required. Check the levels in the
engine sump and fuel tank. Replenish as necessary. k) Open the manual section valves and return the system to Procedure for Setting the System for Automatic Operation
automatic or manual mode as required. Follow the procedures
m) Open the manual section valves and return the system to detailed below. a) Ensure that there is sufficient water in the starboard fresh water
automatic or manual mode as required. Follow the procedures tank. The level in this tank must be maintained to ensure that the
detailed below. l) After all of the water has been drained from the pump discharge minimum supply quantity is available at all times.
line, close the pump discharge line test/drain valve and open the

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n) After all of the water has been drained from the pump discharge system line isolating valve. b) Check that all instrumentation valves are open and that the
line, close the pump discharge line test/drain valve and open the instruments are reading correctly. Ensure that the AUTO/
system line isolating valve. MANUAL selector switch on the main control panel and the
Procedure to Test the Manual Operation of the System Without bridge monitoring control panel are in the MANUAL position.
Water Release Ensure that the MANUAL/AUTO selector switch on the pump
Procedure to Test the Automatic Operation of the System unit control panel is in the MANUAL position.
Without Water Release a) Carry out the procedures from a) to h) as detailed above.
c) Check the levels in the diesel engine oil sump and the fuel tank.
a) Carry out the procedures from a) to h) as detailed above. b) Confirm that the pump discharge line test/drain valve is open Replenish as necessary.

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and the system line isolating valve closed.
b) Ensure that the AUTO /MANUAL selector switch on the main d) Ensure that the pump discharge line test/drain valve and the
control panel and the bridge control monitor panel are in the c) Manually start the system from one of the local control panels, system air testing connection valve are closed.
AUTO position. Ensure that the MANUAL/AUTO selector the main control panel or the control monitor panel on the
switch on the pump unit control panel is in the AUTO position. bridge, by pressing one of the section START pushbuttons. e) Ensure that all of the manual section isolating valves are open.

c) Ensure that the fire detecting system is switched on and is d) Check that the pump unit has started correctly and that the f) Open the starboard fresh water tank outlet valve to the local fire
operating correctly. section valve for the protected area has opened. Check that the fighting system pump, SP001F.
alarms are activated in the protected area and at a control panel
d) Open the pump discharge line test/drain valve and close the in a manned location. Check that the appropriate ventilation fan g) Open the pump suction and discharge valves.
system line isolating valve. has been tripped.
h) Check the operation of the fire detection system. Ensure there
e) Simulate smoke/flame conditions at one of the detector heads e) Stop the pump unit from the local control panel or main control are no FAULTS or disconnections and that any alarms are reset
in the selected protected area. Verify that the fire alarm is panel. Check that the section valve has closed. correctly.
activated.
f) Repeat the test for other protected areas as required. i) Move the MANUAL/AUTO selector switch on the pump unit
f) Simulate smoke/flame conditions at a second detector head in control panel to the AUTO position.
the selected protected area. g) When the testing is completed, service the diesel engine as
required. Check the levels in the engine sump and fuel tank. j) At the main control panel and the bridge monitor panel, press
g) Check that the pump unit has started correctly and that the Replenish as necessary. the LAMP TEST buttons to check that the warning lights are
section valve for the protected area has opened. Check that the functioning.
alarms are activated in the protected area and at a control panel h) Open the manual section valves and return the system to
in a manned location. Check that the appropriate ventilation fan automatic or manual mode as required. Follow the procedures k) Once satisfied that there are no fire alarms and that it is safe to
has been tripped. detailed below. do so, move the AUTO/MANUAL selector switch on the main
control panel to the AUTO position.

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 Bu Samra Cargo Operating Manual

Illustration 5.4.8e Fire Alarm Control Panel and Menu Tree

CS4000 Fire Control Station Fire Alarm Control Panel

18 19 20
1
FAULT
3
DISC.
2
FIRE Menu Home Disc.

4 Power HOME
5
FIRE ALARM 1(1) 06:27 1 2 3
Test ABC DEF
6 Alarm Transfer
7 Alarm Device 21 4 5 6 1 Fault alarms 1 Fault list
GHI JKL MNO 22 2 Warning list
8 Alarm Delay
9 7 8 9 3 Reset all faults

SAMSUNG
Zone Unit PQRS TUV WXYZ
10 System Fault 2 Fire alarms 1 Fire list
11 Warning 0 OK 2 Pre-alarm list
12 Pre-alarm 23 3 Resound bells
4 Reset all fire alarms

Push OK for list view 3 Disconnections 1 New disconnections 1 Zones

2 Disconnection list 2 Detectors
F1 23
3 Periodic disconnection list 3 External controls 1 All external controls
16 OK 4 Old disconnections 2 Alarm transfer (not applicable)
13 F2 14
5 Remove all disconnections 4 External alarms 1 Alarm device

QGTC
24 2 Alarm delay
5 Test mode
F3 Mute Next Reset 4 Login 1 Login
2 New user
15 17 25 3 Delete user
5 Settings 1 Set dimmer
2 Set time
Key 3 Set date
4 Test display
1 Alarm Indicator - flashes red in alarm, continuous when muted
5 Alarm delay time
2 Disconnection Indicator - at least one zone has been disconnected
3 Fault Indicator - flashing yellow to show fault, continuous when muted 6 Keyboard beep
4 Power indicator 6 Service menu 1 System details
5 Test Indicator - continuous yellow when at least one zone in test, flashes when panel not initiated at start-up
6 (Not applicable) 2 System boards
7 Alarm Device Indicator - continuous yellow shows alarm device disconnected, flashing shows alarm device output fault 3 Display units
8 Alarm Delay Indicator - continuous yellow shows alarm device outputs are delayed 4 Zones
9 Zone/Unit Indicator - continuous yellow shows detector or zone disconnected, flashing indicates at least one detector or zone is in fault condition 5 Loops
10 System Fault Indicator - flashes yellow to indicate panel or system fault
6 Reload configuration
11 Warning - continuous yellow indicates detector performance fault
12 Pre-alarm - flashing red indicates a pre-alarm state in the system, continuous red when muted
7 History 1 Fire history
13/14 Three programmable keys with labels
15 Mute - audible alarm 2 Fault history
16 More Alarms - flashes red if more than one device in alarm 3 Disconnection history list
17 Next - scroll through the different alarms, returns to first alarm if button not pressed for 20 seconds 4 Common history list
18 Menu - direct access to the main menu
19 Home - direct access to the initial view
20 Disconnections - direct access to the disconnections menu to allow disconnections to be made
21 Alphanumeric display - 14 x 40 characters
22 Numeric keypad - used to enter information, arrow key deletes previous characters
23 OK - used to select a menu or accept a function
24 Arrow keys - up/down scrolls through the menu items, left goes to previous menu, right selects the chosen menu alternative
25 Reset - used to reset alarms

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 Bu Samra Cargo Operating Manual
The system is now operational. To place the system in MANUAL mode, the Illustration 5.4.8f Local Fire Fighting Diesel Engine Control Panel

AUTO/MANUAL selector switch should be moved to the MANUAL position.

It should be noted that the manual activation switches on the main control
panel and bridge monitor panel will still operate even if the system is in
AUTOMATIC mode. MANUAL mode should only be used where a fault exists
within the system or where accidental activation may occur.
A V
Local activation pushbuttons and emergency operation as described previously 6EM-F3
will operate regardless of AUTOMATIC or MANUAL mode being selected. LOW COMBUSTIBLE
ALARMS IN SERVICE AUTOMATIC
LEVEL
EMERGENCY MAIN POWER MANUAL
WARNING SHUTDOWN
HIGH WATER
FAILURE
LOW BATTERY
STARTING FAIL
The water supply for the local fire fighting system is from the starboard TEMP. SHUTDOWN TENSION

OVERSPEED
distilled water tank only, there being no cross-connection to the port LOW COMBUSTIBLE
SPARE 1
ALARMS IN SERVICE AUTOMATIC
LEVEL
EMERGENCY MAIN POWER MANUAL
LOW OIL PRESS.
fresh water tank. In the event that the starboard tank is drained and
SHUTDOWN FAILURE
HIGH WATER LOW BATTERY SPARE 2
TEMP. SHUTDOWN TENSION
STARTING FAIL
SHUTDOWN
OVERSPEED SPARE 1

open for internal inspection, survey or cleaning, the fire fighting system

SAMSUNG
LOW OIL PRESS.
SHUTDOWN
SPARE 2
SPARE 3
SPARE 3

will be inoperative until such time as the tank is returned to service.

SECURITY
ALARMS
ACOUSTIC OPTICAL LAMP
RECEPTION RECEPTION TEST

SECURITY
DIESEL PUMP CONTROL

0 - DISCONNECTED ALARMS
1 - MANUAL ACOUSTIC OPTICAL LAMP
2 - AUTOMATIC RECEPTION RECEPTION TEST
MANUAL MANUAL SHUTDOWN

QGTC
START STOP EMERGENCY
0
1 2

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 Bu Samra Cargo Operating Manual

Illustration 5.4.9a Fire Detection System Architecture

Hazardous Area Safe Area
Stop Valve Box
IR Type Gas Detectors
No.1 Adjacent Gas Combustion Unit Valve Hood Room SM-13/11 Loop 11 Out No.1 Cargo Tank Interbarrier Space - Gas Dome 1 Cargo Area
No.2 Adjacent Gas Combustion Unit Valve Hood Room No.1 Cargo Tank Insulation Space - Gas Dome 2 SW2020 Gas
Sensor Module
GS3000 Gas Sampling System
No.1 Adjacent Gas Combustion Unit (FWD) F/C, C Deck Detection System No.2 Cargo Tank Interbarrier Space - Gas Dome 3 IAS Cabinet
No.2 Adjacent Gas Combustion Unit (FWD) F/C, C Deck No.2 Cargo Tank Insulation Space - Gas Dome 4

No.1 Adjacent Gas Combustion Unit (AFT) F/C, C Deck No.3 Cargo Tank Interbarrier Space - Gas Dome 5

No.2 Adjacent Gas Combustion Unit (AFT) F/C, C Deck SM-13/11 Loop 11 In No.3 Cargo Tank Insulation Space - Gas Dome 6
IBI Fitted inside
IR Type Gas Detectors Sensor Modules No.4 Cargo Tank Interbarrier Space - Gas Dome 7
IAS Cabinet
SM-13/11 Loop 12 Out No.4 Cargo Tank Insulation Space - Gas Dome 8
No.1 Engine Room Supply Fan
No.5 Cargo Tank Interbarrier Space - Gas Dome 9 NIMEA RS232
No.2 Engine Room Supply Fan
No.5 Cargo Tank Insulation Space - Gas Dome 10
No.3 Engine Room Supply Fan
No.1 Cargo Tank Vent Relief Valve Mast 11 IBI in
No.4 Engine Room Supply Fan

SAMSUNG
SM-13/11 Loop 12 In 19” Rack
No.2 Cargo Tank Vent Relief Valve Mast 12
IR Type Gas Detectors Sensor Modules
No.3 Cargo Tank Vent Relief Valve Mast 13 Consisting of:
No.1 Fresh Air Intake AHU Accommodation Upper Deck SM-13/11 SW2020 Control Unit
Loop 13 Out
No.4 Cargo Tank Vent Relief Valve Mast 14 SW2020 Analysing Unit
M6R
No.2 Fresh Air Intake AHU Accommodation Upper Deck 2 Infared Detectors for 0-100%
No.5 Cargo Tank Vent Relief Valve Mast 15 Level Methane
Gym Supply Fan Accommodation C Deck (One Working as Standby)
Gas Vent Drain Tank for Degassing Tank 16 2 Infared Detectors for 0-100% M3R
Ceiling on Gym Accommodation C Deck Drain Separator Volume Methane
No.1 Cargo Tank Cofferdam 17 (One Working as Standby)
Galley Air Intake Accommodation Upper Deck 2 Pumps Working Simultaneously
No.2 Cargo Tank Cofferdam 18 (2nd Pump is Backup if
Emergency Generator Room F/C A Deck M1R
SM-13/11 Loop 13 In First Pump Fails)
No.3 Cargo Tank Cofferdam 19 Test Gas Bottles

QGTC
IR Type Gas Detectors Sensor Modules
No.4 Cargo Tank Cofferdam 20 IBI in
No.1 Passageway Port/AFT SM-13/11 Loop 14 Out
No.5 Cargo Tank Cofferdam 21 19” Rack
No.2 Passageway Port/FWD
Gas Vent Drain Tank for Bilge 22
Heavy Fuel Oil Pump Room and Foam Pump Room FWD Drain Separator
Measuring Gas Outlet 01 NIMEA RS232
Bosun’s Store
Inlet for Fresh Air l1
No.3 Passageway Starboard/FWD Engine Control
Dry Instrumentation Air Inlet C1
Air Lock Cargo Motor Located in Electronic Located in Electronic Equipment Room
Equipment Room Room (Accommodation B Deck)
Cargo Machinery Room FWD (Accommodation Water Filter Outlet to Floor Well
B Deck)
Cargo Machinery Room AFT Relay Outputs and 24V DC Outputs
Rectifier
No.4 Passageway Starboard/AFT SM-13/11 Loop 14 In Main 220V AC Input

IR Type Gas Detectors Sensor Modules UPS 220V AC Input

SM-13/11 Loop 15 Out Relay Outputs and 24V DC Outputs

Keel AFT Rectifier and
Battery 14.4Ah
Keel FWD SM-13/11 Loop 15 In

IR Type Gas Detectors CS3000

Central Fire
Detection System

Relay Outputs for CCTV

Located in Electronic
Wheelhouse Operating Table Relay Outputs for Releasing of Local Fire Protection System Equipment Room
MX-3000 MX-3000 x3 Relay Outputs (IAS Cabinet C4R) Common Fault, Gas Alarm and Power Fault Reset by Mute
Maxi Repeater, FDS Control Unit, FDS
Fire Control Station Wheelhouse Main 220V AC Input
UPS 230V AC Rectifier and
Emergency 220V AC Input Battery 7.2Ah
Log Printer

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 Bu Samra Cargo Operating Manual
5.4.9 Fire Detection System Control Unit Panel Correction Key: The last key stroke is erased.

The control unit panel is divided into two parts. This consists of the the fire Return Key: The system returns to normal status and CS3000 is
Fire Alarm Equipment alarm panel and the operating panel. The alarm panel is activated when there is displayed on the screen.
a fire alarm in the system, but the operator verifies and supervises the system
Manufacturer: Consilium Marine by using the keys and the display on the operating panel. Z, D, SD, EA, EC, AD: These are command keys used to choose the unit
Type: CS3000 Fire Detection System (zone/detector no. etc) to operate.
Fire Alarm Panel Mute: This is a fault handling key used to acknowledge
Introduction faults and to mute the buzzers.
When a fire alarm is detected on the system the FIRE indicator on this panel
The CS3000 fire alarm and detection system is a computerised fully addressable flashes and the zone number and the detector in alarm are displayed on the
Reset: Fault handling key used to reset the faults.
fire alarm system with analogue detectors. The operating panel, control unit numeric display. The keys and the operation of them are as follows:
and power supply are contained in a central cabinet located in the electric
On, Off, Timer: These are operation keys used to choose the operation
equipment room, and interfaces with the two gas detection systems (GS3000 Alarm Mute: This key is used to acknowledge the fire alarm to perform.

SAMSUNG
and GS2020) as shown in illustration 5.4.9a. and to mute the buzzer.
List: This is used to open the list function and the up and
Two MX-3000 repeater panels have been fitted and these are located in the Alarm Reset: This key is used to reset the fire alarm. down arrow keys are used to scroll through them.
wheelhouse and in the fire control station. The repeater panels allow the ship’s
staff to monitor alarms and to release the fire doors connected to the system.
Alarms in Queue: The LEDs indicate the existence of multiple Power On: This is illuminated when the power source is on.
alarms which can be scrolled through using this
There are eight fire detector loops connected in the system with a battery back-
key. Each alarm is listed in the alphanumeric
up provided in the event of a power failure. The fire detection system has a Disconnection: General disconnection of detectors indicator.
display.
direct input into the IAS for recording any alarms, faults and disconnections,

QGTC
and the outputs of the system are used to stop ventilation fans and close fire Test: This is illuminated when the central unit is in test
dampers in the event of a fire. External Control Activated: This LED indicates that an external control
mode.
output is active.
The eight detection loops in the system are as follows: Alarm Transfer: This is illuminated when the dedicated fire output is
Section/Detector Not Reset: This LED indicates that an alarm reset has
• Loop 1 - Navigation deck, D deck and C deck activated (steady light) and is flashing when the door
been attempted but failed and the detector is
is open, the fire output is deactivated.
• Loop 2 - B deck, A deck and the upper deck still in alarm.
• Loop 3 - Emergency generator room External Alarm: This is illuminated when an external alarm output
• Loop 4 - Funnel casing upper and A deck and funnel casing Operating Panel has been disconnected or is faulty.
B and C deck
• Loop 5 - Steering gear room The operating panel is used for controlling the system and to display extra Delay Off: This is illuminated when the time delay is
information in the case of a fire alarm. The alphanumeric display is used as a deactivated.
• Loop 6 - Engine room 2nd and 3rd decks complement to the numeric display on the fire alarm panel, as a communication
• Loop 7 - Engine room 4th deck and floor plate level medium when operating the system, and to display guiding texts for the
function keys. Under normal conditions, when the central unit is in normal System Fault: This is illuminated when a fault has occurred in the
• Loop 8 - Motor compressor room, bosun’s store and the status, the text ‘CS3000’ is displayed together with the date and time. The keys system.
forward HFO pump room and the operation of them on this panel are as follows:
Abnormal Condition: This is illuminated when an abnormal condition has
The detection system consists of a wide range of detectors and sensors to suit F1, F2, F3, F4: These are keys used for choosing functions from occurred on the system.
different needs and conditions, and includes detectors for different parameters the menus in the display and for entering certain
such as smoke, heat and flame. Manual call points, short-circuit isolators and characters with no keys of their own.
a timer are also connected into the loops where required. A fault in the system
or a false alarm is detected immediately, since the function of the detectors Numerical Keys 0-9: Numerical input keys.
and other installed loop units are automatically and continuously tested. The
system can also identify defective detectors in each loop and can be monitored
via the IAS.

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Illustration 5.4.9b Fire Detection Panels

Central Unit Panel

CS3000
POWER ON
FIRE SEC 2 DET 13 1 (1) DISCONNECTION

FIRE ECR TEST......

ALARM TRANSFER
ZONE DETECTOR EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.

ALARM MUTE
ALARMS IN QUEUE 7 8 9 Z ZONE EA EXTERNAL FAULT
ALARM

EXTERNAL
4 5 6 D DETECTOR EC CONTROL
M MUTE

EXTERNAL CONTROL

SAMSUNG
ALARM RESET SMOKE ALARM
ACTIVATED 1 2 3 SD DETECTOR AD DELAY R RESET

ZONE / DETECTOR
NOT RESET 0 ON OFF TIMER LIST

Fire Alarm Panel Operating Panel

DIMMER FOR Auto Release

POWER ON LED
1 2

QGTC
FIRE DOORS

Repeater Panel in the Fire Control Station

Salwico MN3000

On line FIRE ALARM List

More alarms List

Local Mute

Lamp Test

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 Bu Samra Cargo Operating Manual
System Operation g) If the ALARMS IN QUEUE is pressed when the last fire alarm If no key is depressed for approximately 60 seconds, the display will return
has been displayed, the first fire alarm will be displayed again to the first non-resettable fire alarm. If the fire alarm has been reset it will
Detection of a Fire Alarm
and the ALARMS IN QUEUE indicator will go out for 5 disappear from the display and from the fire alarm list. The display will then
When the FIRE lamp is flashing on the alarm panel, a fire has been detected by seconds. return to the next fire alarm, or if there are no more fire alarms it will return to
the system. When this occurs, proceed as follows: its normal status and CS3000 will be displayed on the screen. If the alarm does
not reset, the reason will be displayed on line three. The problem should then
a) Press the ALARM MUTE pushbutton to mute and acknowledge Reset Fire Alarm be investigated. The non-resettable fire alarm will be displayed again.
the fire alarm.
Only one fire alarm can be reset at a time and that will be the displayed The LIST button can always be used regardless of the system status. Pressing
b) The FIRE indicator will stop blinking and become steady alarm. the LIST button shows the fire alarms one by one on the first line of the
red. Press the ALARM MUTE button to silence the internal alphanumeric display. These can then be reset in the normal way one at a time.
buzzer. The section number and detector address in alarm will a) Press the ALARMS IN QUEUE button repeatedly to select the If an alarm does not reset, the reason will be displayed on line three.
be displayed on the fire alarm panel and on the alphanumeric appropriate fire alarm.
display on the operating panel.
b) Press the ALARM RESET button to reset the fire alarm. The Fault Indication

SAMSUNG
c) The section number and the detector address are displayed on system will then try to reset the fire alarm.
If the FAULT indicator is flashing and the internal buzzer sounding, one
the first line and additional information about the location is
c) When a fire alarm has been reset it will disappear from the or more faults have been detected in the system and the latest fault will be
displayed on the second line, if provided.
display and the alarm will be moved to the fire alarm history displayed on the alphanumeric display. The first line will display the word
list. The next fire alarm will then be displayed, or if there are FAULT and a fault code followed by the zone number, the detector address
If the ALARMS IN QUEUE lamp is flashing, there is more than one fire alarm
no more fire alarms, the system will return to normal status and and a fault message. Additional text will be displayed on line two if provided;
in the system.
the text CS3000 will be displayed on the screen with the current the fault codes are listed in the manufacturer’s manual. Only one fault can be
date and time. acknowledged at a time. Press the M button in the FAULT field to acknowledge
a) Press the ALARM MUTE button repeatedly to mute and
the fault and to mute the buzzer.
acknowledge each alarm in turn.

QGTC
d) If the fire alarm does not reset, the reason will be displayed on
line three. The indicator ZONE/DETECTOR NOT RESET will If the FAULT indicator stops flashing and becomes steady yellow, the internal
b) The FIRE and ALARMS IN QUEUE indicators will stop buzzer will be permanently silenced. The fault will be placed in a fault list
flashing and become steady red when all of the fire alarms have be displayed. This could be because the detector still detects
high levels of smoke, fumes and/or ionisation, etc, or the actual and the alphanumeric display erased. The next fault will then be displayed if
been muted. The audible fire alarm will be permanently silenced there are any more faults, otherwise the display will be erased and return to its
when the ALARM MUTE button has been pressed. detector may be faulty which would need investigating.
previous status. The number of faults in the system and the order they occurred
will be displayed on line three. The fault list can then be scrolled through by
c) The section number and detector address in alarm will then Fire Alarms That Do Not Reset using the up and down arrow keys.
be displayed on the fire alarm panel and on the alphanumeric
display of the operating panel. A detector that cannot be reset can be listed in two ways. Press the LIST or the
ALARMS IN QUEUE button. To Reset Faults
d) The address of the first fire alarm will be displayed on the first
line and additional information about the alarming unit will be The ALARMS IN QUEUE button can only list the non-resettable fire alarms a) Press the LIST button to open the list function, as the faults can
displayed on the second line, if provided. The address of the if all of the alarms have been acknowledged and reset (ie, if the ALARMS only be reset from the fault list.
latest fire alarm will be displayed on the third line and additional IN QUEUE LEDs are not illuminated) and if all of the faults have been
information about this unit will be displayed on the fourth line. acknowledged. If this is not the case, the ALARMS IN QUEUE button will b) Press the F2 button to select the fault list. The latest fault will
The total number of fire alarms will be shown to the right on line only list the fire alarms that are not reset. always be displayed first. The fault list can then be scrolled
one. through using the list key. The LED on the arrow key will be
a) Press ALARMS IN QUEUE button repeatedly to select the illuminated if there are more faults to be listed.
e) Press the ALARMS IN QUEUE button to display the next fire appropriate fire alarm. The fire alarm address will be displayed
alarm. on the fire alarm panel and the operating panel alphanumeric c) Press the arrow keys until the appropriate fault is displayed.
display.
f) The second fire alarm address will be displayed, both on the fire d) Press the RESET button in the fault field to reset the fault. The
alarm panel and on the alphanumeric display. The fire alarm will b) Press the ALARM RESET button. The system will try to reset system will attempt to reset the fault.
be presented on the two first lines on the display. Five seconds the fire alarm.
after pressing the ALARMS IN QUEUE button, the first fire
alarm will be displayed again.

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 Bu Samra Cargo Operating Manual
e) The fault will have been reset if it disappears from the list. The Location of Fire Detection Equipment
next fault will be displayed after about 5 seconds. If the fault
list is empty, the text LIST EMPTY will be displayed, and The location of all the fire detection equipment is as shown in the illustrations
the system returns to normal status. If the fault has not been that follow.
reset, the reason will be displayed on line three and further
investigation will be required.

Disconnections

Different parts of the fire alarm system such as detectors, manual call points,
section units, alarm devices, external control devices and loops can be
disconnected from the system if required. This can be useful when there are
activities such as welding in a particular section or the removal of detectors
is required for maintenance work, etc. A whole section can be disconnected

SAMSUNG
permanently or for a defined time interval using the timer function. If this
is undertaken, the disconnected section can only be reconnected from the
‘Disconnections’ list.

When operating the system, a mistake can be corrected using the BACK key to
erase one step at a time backwards. To interrupt the disconnection function and
return to the normal status, press the RETURN key. The system will then return
to its normal status and the words CS3000 indicated on the screen.

QGTC
Disconnection Process

a) Press the Z button to select the section.

b) Enter a zone number and the section menu will be displayed.

c) Press the OFF button to disconnect the section.

d) When the section has been disconnected the text on line three
will be changed to ORDER DONE.

e) The DISCONNECTION LED will be illuminated if this is the

first active disconnection in the system.

f) A message will be displayed on line three for approximately five

seconds if the system cannot disconnect the section. The system
will then return to the previous menu.

g) Continue to define the next disconnection or, if finished, return

to normal by pressing the return button.

Further in-depth operations of the fire detector panel are available from the
manufacturer’s manual.

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Illustration 5.4.9c Fire Detection and Alarm Equipment - Engine Room Floor and 4th Deck Plan

W W

W W

SAMSUNG
QGTC W
W

W
W
W

Key
Manually Operated Call Point
Space Monitored by Flame Detector Space Monitored by
Smoke Detector

W
Manually Operated Call Point for Water Mist
Flame Detector for Water Mist Smoke Detector for Water Mist W Local Fire Fighting System
W
Local Fire Fighting System Local Fire Fighting System
Light Signal Column

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Illustration 5.4.9d Fire Detection and Alarm Equipment - Engine Room 3rd and 2nd Deck

W W
W

SAMSUNG
W

W
W

W W

W
W

W W
W
W
W

QGTC
W

W W
G.F.E

W W

W W

Key

Space Monitored by Manually Operated Call Point Light Signal Column

Space Monitored by Flame Detector Smoke Detector

W
Flame Detector for Water Mist Smoke Detector for Water Mist Manually Operated Call Point for Water Mist Electric Horn for Fire Generator
G.F.E
Local Fire Fighting System Local Fire Fighting System W Local Fire Fighting System
W

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 Bu Samra Cargo Operating Manual

Illustration 5.4.9e Fire Detection and Alarm Equipment - Cargo Machinery / Electric Motor Room

Cargo Machinery Room Electric Motor Room

SAMSUNG Key

Space Monitored by
Gas Detector

Space Monitored by

QGTC
Smoke Detector

Manually Operated Call Point

Light Signal Column

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Illustration 5.4.9f Fire Detection Equipment - A Deck

SAMSUNG
Key

W
Smoke Detector for Water Mist
Local Fire Fighting System

Space Monitored by
Smoke Detector

Space Monitored by

QGTC
x4

W Heat Detector
W

Space Monitored by
Gas Detector

Space Monitored by Flame Detector

Flame Detector for Water Mist

W
Local Fire Fighting System
W

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Illustration 5.4.9g Fire Detection Equipment - B Deck

SAMSUNG Key

Space Monitored by
Smoke Detector

QGTC
Space Monitored by
Heat Detector

Space Monitored by Flame Detector

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Illustration 5.4.9h Fire Detection Equipment - C Deck

SAMSUNG Key

Space Monitored by
Smoke Detector

QGTC
Space Monitored by
Heat Detector

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Illustration 5.4.9i Fire Detection Equipment - D Deck

SAMSUNG Key

Space Monitored by

QGTC
Smoke Detector

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Illustration 5.4.9j Fire Detection Equipment - Navigation Deck

SAMSUNG Key

QGTC
Space Monitored by
Smoke Detector

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 Bu Samra Cargo Operating Manual

Illustration 5.4.10a Fire Fighting Equipment - Engine Room Floor and 4th Deck Plan

x7

WL

x5

P
12kg

W
P P
P L
12kg 12kg
12kg

WL

(15)
W

W (15)
P P
W
12kg 12kg
B P

SAMSUNG
P 12kg P
12kg 12kg

P
12kg (15)
W (15) W
W

P P
12kg 12kg

(15)
W

W (15)
W W

QGTC
P
P 12kg P
12kg P 12kg
P
W (15) 12kg
P 12kg
W
12kg

(15)
W

W
P P
L
P 12kg 12kg
12kg

P
12kg

WL

x5

x7

Engine Room Floor

Engine Room 4th Deck

Key

W
Remote Release Station for Water
P Portable Dry Powder Fire Extinguisher A-Class Hinged Self-Closing Fire Door L (L: Local)
12kg (12 Kilograms)
WL
(M) Fire Hose and Nozzle for Water Fixed Local Application Water Nozzle Fire Pump
W (M: Fire Hose Lengths) (180m3/h x9kg/cm2)

F
W Foam Nozzle Bilge, Fire and General Service Pump
Fire Hydrant - Water B (270/151m3/h x35/90MWC)

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 Bu Samra Cargo Operating Manual

Illustration 5.4.10b Fire Fighting Equipment - Engine Room 3rd and 2nd Deck

F A

x12
M
F

x13

F P
P 45L 12kg
12kg P P
12kg 12kg

WL

IG P
12kg CO2
NO

5kg
W CO2
NO
F NO 5kg
L
L
x2 NO x8 NO
F
F W
20L (15) F
W 45L W
(15) 20L
P
W
12kg
F
(15)
F

SAMSUNG
P W
P (15) 12kg
x9 WL
12kg W
W
P NO NO
WL x12
12kg CO2
W
F 5kg
x8 W
W NO
L x16
L
F
P CO2
W NO
12kg W WL 5kg
P P x6
F L
L 25kg 12kg NO
135L

x14 NO
(15) NO
P F W
WL 12kg
F x4
x12 W
NO NO
(15)
x9 W CO2
(15) W F
P WL 5kg NO
W WL F
12kg NO
45L x16 W
L M M
x8 W

QGTC
P (15)
12kg L
W F
P
12kg CO2
W x2
F 5kg
20L NO
(15) W
A P
W NO NO NO
12kg
L
x8
F
F CO2
F 5kg NO
x2
x2 CO2
x8 5kg
W

P L
12kg P P
12kg P
12kg
12kg

M A

P
x5 12kg

x6
WL

x4

3rd Deck 2nd Deck

Key
Portable Dry Powder Fire Extinguisher (M) Fire Hose and Nozzle for Water WL
A
Closing Device for Ventilation Inlet
P Fixed Local Application Water Nozzle
12kg (12 Kilograms) W (M: Fire Hose Lengths) IG Inert Gas Generator and Outlet (To Open Air)
(A: Blue for Accommodation and Service Spaces)
Transportable Dry Powder Wheeled W F
P Foam Nozzle M Fire Dampers
25kg Fire Extinguisher (25 Kilograms) Fire Hydrant - Water Emergency Fire Water Pump
(M: Green for Machinery Spaces)

Transportable Foam Wheeled Fire Extinguisher NO W

F A-Class Hinged Self-Closing Fire Door NOVEC 1230 Nozzle Remote Release Station for Water
Fixed Fire Extinguishing
45L (45 Litres) L
Installation - Water (L: Local)
NO
F Portable Foam Applicator (20 Litres) Fixed Fire Extinguishing Bottle, Placed in NO
20L (Including Spare 20 Litre Foam Tank) Protected Area for NOVEC 1230 Remote Release Station for NOVEC 1230
L (L: Local)

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 Bu Samra Cargo Operating Manual

Illustration 5.4.10c Fire Fighting Equipment - Side Elevation

SAMSUNG
Key

Emergency Fire Water Pump

P Portable Dry Powder Fire Extinguisher

12kg (12 Kilograms)

Remote Control Sea Water Pump

for Hi-Expansion Foam System
S.W.P

QGTC
W
Fire Main Section Valve
AP 10 20 30 40 50 60 66 70 75 80 85 90
(M) Fire Hose and Nozzle for Water
W (M: Fire Hose Lengths)

W
Fire Hydrant - Water

W (15) W
W

(15)
W

W
P
12kg
S.W.P

95 100 105 110 115 120 130 140 150 160 170

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 Bu Samra Cargo Operating Manual

Illustration 5.4.10d Fire Fighting Equipment - Cargo Machinery / Electric Motor Room

Cargo Machinery Room Electric Motor Room

W W
A
NO x25 x25
M M NO
P
x2 12kg
NO

P
12kg

SAMSUNG
NO
NO

Key
NO NO

P Portable Dry Powder Fire Extinguisher

NO
12kg (12 Kilograms)
x2

NO
NOVEC 1230 Nozzle

QGTC
W W
NO
Fixed Fire Extinguishing Bottle, Placed in
x30 x30 Protected Area for NOVEC 1230
NO
NO NO A
Closing Device for Ventilation Inlet
x2 and Outlet (To Open Air)
x26 x20
NO
(A: Blue for Accommodation and Service Spaces)
M
Closing Device for Ventilation Inlet and Outlet (To Open Air)
(M: Green for Machinery Spaces)
NO NO
W
Water Nozzle

P
12kg

NO
NO
A A A

NO
NO NO
NO NO A

x2

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 Bu Samra Cargo Operating Manual

Illustration 5.4.10e Fire Fighting Equipment - Accommodation Upper Deck

P
12kg

P NO
12kg
F
x2 NO Key
P
12kg SWP
x4

P NO CO2 Portable CO2 Fire

12kg Extinguisher (5kg) Manually Operated Call Point
5
FL 4

P Portable Dry Powder Fire Extinguisher

12kg (12 Kilograms) Smoke Detector
NO
F L Closing Device for Ventilation Fireman’s Outfit Breathing Apparatus (1200L),
A
(M) Inlet and Outlet (To Open Air) Protection Clothing, Boots, Glothes, Helmet,
W W
CO2 (A: Blue for Accommodation FL 4 Safety Lamp, Fire Axe, Lifeline, Belt, 2 Sets of
5 and Service Spaces) Spare Cylinders (1200/Set)

SAMSUNG
W
Spare Charge For All
Fire Hydrant - Water
(M) Fire Extinguishers
W
A
CO2
5 (M) Fire Hose and Nozzle for Water Remote Control for Sea Water Pump
W (M: Fire Hose Lengths)
FIRE
SWP
for Hi-Expansion Foam System
P
12kg PLAN
A A
Remote Control for Accommodation Air Compressor with
Fire Damper Charging Manifold
NO
L
NO NO
F Portable Foam Applicator (20 Litres)
Foam Nozzle

QGTC
P (M)
12kg W
(M) A NO
W
A
Fire Dampers WL
W (A: Blue for Accommodation Water Mist Installation
A and Service Spaces)
x2
(M) W NO
W
F Fire Control Centre
P NOVEC 1230 Nozzle
12kg

NO

x2 W
Fire Main Section Valve
(M)
Medical Supply
W NO

x4 NO
L Remote Release Station for NOVEC 1230
Muster Station
NO
Fixed Fire Extinguishing Bottle, Placed in
NO
L
CO2 Protected Area for NOVEC 1230 FIRE
W A 5 Safety and Fire Control Plans
PLAN
F
x2 W
Remote Release Station
WL
F
for Water

F
Remote Release Station
for Foam
SWP

NO
A P
P
12kg
12kg

P
12kg

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 Bu Samra Cargo Operating Manual

Illustration 5.4.10f Fire Fighting Equipment - Upper Deck

A A

W W P
(15) W (15) W
W W L W

x2

P
A W W W W W W
W
A

W (15) (15)
W W
(15)
W
Key
W W W

x4 x5 x4
A
W W W (15) P Portable Dry Powder Fire Extinguisher
W
12kg (12 Kilograms)
P P P
(15) (15) W (15)
W L P W L P L P W
P
P
12kg
P
12kg x3
(15)
W L
(15)
P W x3 x3
(M) Fire Hose and Nozzle for Water
W
NO W (M: Fire Hose Lengths)
(15) P
W L

SAMSUNG
(15)
L P
P
W A
L
(15)
P NO
W
L Fire Hydrant - Water
W

(15)
A
W
W
A
Water Nozzle
P
A W W W A W

(15) W W W
W P W
(15)
W
W
W
L
x2
Fire Main Section Valve
A A

(M) Fire Hose and Nozzle for Powder

QGTC
P (M: Fire Hose Lengths)
AP 10 20 30 40 50 60 66 70 75 80 85 90
Dry Powder Monitor

NO
Fixed Fire Extinguishing Bottle, Placed in
W (15) W W W (15) W (15) W W Protected Area for NOVEC 1230
W W W

W W A W W W W W W W NO
A
Remote Release Station for NOVEC 1230
x2
L (L: Local)
W
(15) (15) (15) (15) (15)
W W W W W

P
W W
Fixed Fire Extinguishing
x4 x4 A
Installation - Powder
(15)
W

(15)
W
(15)
W
W (15)
W A
Closing Device for Ventilation Inlet and Outlet
A A

(15)
W (To Open Air) (A: Blue for Accommodation
P

(15)
P W
(15)
P
(15) (15)
P
(15)
P W
(15)
P
(15)
P
(15)
P A
and Service Spaces)
P P L P L W P L P L P L P L P L
x3 x3
L P
W Remote Release Station for Dry Powder
(15) L (L: Local)
W

W W A W W W W W W W

x2

W (15) W W W (15) W (15) W W

W W W

95 100 105 110 115 120 130 140 150 160 170

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 Bu Samra Cargo Operating Manual

Illustration 5.4.10g Fire Fighting Equipment - A Deck

NO
A A A
(M) W Key
L
W

NO
A
Fire Dampers
A A A
F A A (A: Blue for Accommodation Manually Operated Call Point
9L x2
and Service Spaces)
A
F
F P
20L
45L G 12kg CO2 Portable CO2 Fire Extinguisher Manually Operated Call Point for
NO
5kg (5 Kilograms) W Water Mist Local Fire Fighting System
x6 P
12kg P
NO 12kg
Fire Hose and Nozzle for Foam NO
NO (M) NOVEC 1230 Nozzle
A A F (M: Fire Hose Lengths)

W
A A
P A P Portable Dry Powder Fire Extinguisher Water Nozzle
A
12kg
12kg (12 Kilograms)

SAMSUNG
P
12kg
A
NO Closing Device for Ventilation F
x2
A A Foam Nozzle
x3
P
12kg
Inlet and Outlet (To Open Air)
(A: Blue for Accommodation
NO
NO
and Service Spaces)
(M)
P W
A
L
12kg
W
Fire Hydrant - Water G Emergency Generator
CO2
5kg
NO
NO
Fixed Fire Extinguishing Bottle, Placed in Emergency Switchboard
W
P
A A Protected Area for NOVEC 1230

QGTC
12kg x4

(M) Fire Hose and Nozzle for Water Fire Blanket in Galley
x2
W (M: Fire Hose Lengths)
F
x2 F
NO
x3
A
x9 Remote Control for Accommodation
A Fire Damper
W
F
L 45L A NO NO NO
A A
NO Remote Release Station for NOVEC 1230
P
L L (L: Local)
12kg

W A
A
x2 W
P Remote Release Station for Water
P
12kg
12kg A
L (L: Local)
A
P
12kg x2
F W
(M)
x2 A P A W
F Portable Foam Applicator
12kg 20L (20 Litres) (Including Spare 20 Litre Foam Tank)
A

F Portable Foam Fire Extinguisher

A
9L (9 Litres)
P
P 12kg
12kg
F Transportable Foam Wheeled Fire Extinguisher
P
12kg
45L (45 Litres)

(M) W
W

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 Bu Samra Cargo Operating Manual

Illustration 5.4.10h Fire Fighting Equipment - B Deck

A A

(M) A A
W P Key
12kg

A
A A
Fire Dampers
x4 (A: Blue for Accommodation

SAMSUNG
A A
A A and Service Spaces)
P A A
12kg x2 x2 P Portable Dry Powder Fire Extinguisher
A 12kg (12 Kilograms)
(M)
W
A
Closing Device for Ventilation
A
Inlet and Outlet (To Open Air)
F
(A: Blue for Accommodation
x2
and Service Spaces)
W
P
12kg Fire Hydrant - Water

QGTC
W

(M) Fire Hose and Nozzle for Water

W (M: Fire Hose Lengths)
(15M)
W
A
Remote Control for Accommodation
F F
Fire Damper
x2 x4

P
Manually Operated Call Point
P
12kg A A
12kg

A A F
Foam Nozzle
A A x2 (M)
W

A A
P
12kg

(M) W
W
A A

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 Bu Samra Cargo Operating Manual

Illustration 5.4.10i Fire Fighting Equipment - C Deck

A W P M E F NO
W C

BI.F.P W.S.P
(M) A
W

Key

A
Fire Dampers
(A: Blue for Accommodation Emergency Stop Button
P
and Service Spaces) M
12kg for Machinery Spaces
F Vent Fan (ES2A and ES2B)
P
P Portable Dry Powder Fire Extinguisher
12kg
P 12kg (12 Kilograms) C
Emergency Stop Button
A A A A
for Cargo Area
P
12kg A
Closing Device for Ventilation Vent Fan and Oil Pumps
Inlet and Outlet (To Open Air) (ES4A and ES4B)
(A: Blue for Accommodation
A A
and Service Spaces) Emergency Stop Button
C

SAMSUNG
W for Others
A Fire Hydrant - Water (Vent Fan and Oil Pumps)
A
(ES5A and ES5B)
A

(M)
W
(M)
W
Fire Hose and Nozzle for Water F Fire Control Centre
A (M: Fire Hose Lengths)
x2

A FIRE
P Remote Control for Accommodation Fire Plan
PLAN
12kg
CO2 Fire Damper
5kg
W W
Remote Release Station

QGTC
x36
Manually Operated Call Point for Water (L: Local)

P
Remote Release Station
CO2 Portable CO2 Fire Extinguisher for Dry Powder (L: Local)
5kg (5 Kilograms)
P
12kg NO
P Remote Release Station
Remote Release Station for Dry Powder
P for NOVEC 1230 (L: Local)
12kg (L: Local)

(M)
Remote Release Station
A Remote Control for Fire Water Pump
W for Foam
A
A P
x2 12kg
x2 A
Remote Control for Emergency International Shore
A
Fire Water Pump Connection

W
Remote Control for Bilge, Fire Water Nozzle
A A A and General Service
BI.F.P Pump (No.1 and No.2)

Remote Control for Water Spray Pump

W.S.P
P
12kg P
12kg
Fuel Pump Remote Shut-Off
(ES1A and ES1B)

E
Lubricating Oil Pump Remote Shut-Off
(M) (ES1A and ES1B)
W

A
Emergency Stop Button for Accommodation
W and Service Spaces Vent Fan (ES3A and ES3B)

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 Bu Samra Cargo Operating Manual

Illustration 5.4.10j Fire Fighting Equipment - D Deck

W

A A (M)
W

P
12kg

Key
A A A

A
Fire Dampers
A A (A: Blue for Accommodation
and Service Spaces)

SAMSUNG
A
A
x4
P Portable Dry Powder Fire Extinguisher
12kg (12 Kilograms)
M (M)
W
A
Closing Device for Ventilation
Inlet and Outlet (To Open Air)
(A: Blue for Accommodation
and Service Spaces)
W
Fire Hydrant - Water

QGTC
(M) Fire Hose and Nozzle for Water
W W (M: Fire Hose Lengths)
x36

A
Remote Control for Accommodation
Fire Damper

Manually Operated Call Point

W
(M) Water Nozzle
W

A A

x3 M
Closing Device for Ventilation
Inlet and Outlet (To Open Air)
(M: Green for Machinery Spaces)

P
12kg

A A (M) A
W
A

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 Bu Samra Cargo Operating Manual

Illustration 5.4.10k Fire Fighting Equipment - Navigation Deck

Key

A
Fire Dampers
(A: Blue for Accommodation
and Service Spaces)
W (M)
W
P Portable Dry Powder Fire Extinguisher
12kg (12 Kilograms)

A
Closing Device for Ventilation
Inlet and Outlet (To Open Air)
(A: Blue for Accommodation
and Service Spaces)
A
W
Fire Hydrant - Water

CO2
5kg
(M) Fire Hose and Nozzle for Water

SAMSUNG
W (M: Fire Hose Lengths)

A A A
A Remote Control for Accommodation
A
BI.F.P
Fire Damper

CO2
Manually Operated Call Point
5kg W.S.P
P
12kg
W
Water Nozzle

FL

QGTC
A
P CO2 Portable CO2 Fire Extinguisher
12kg
W 5kg (5 Kilograms)
A
x18
Fireman’s Outfit Breathing Appliance (1800 Litres)
(M) Protection Clothing, Boots, Gloves, Helmet, Safety Lamp,
A A
W FL Fire, Axe, Lifeline, Belt,
4 Sets of Spare Cylinders (1800 Litres)

(M)
W
Remote Control for Fire Water Pump

Remote Control for Emergency

Fire Water Pump

A
Remote Control for Bilge, Fire and General Service
Pump (No.1 and No.2)
(M) BI.F.P
W

Remote Control for Water Spray Pump

W.S.P

A
Emergency Stop Button for Accommodation
and Service Spaces Vent Fan (ES3A and ES3B)

M
Emergency Stop Button for Machinery Spaces
Vent Fan (ES2A and ES2B)
W

Push Button for General Alarm

Control Panel for Fire Detection

and Alarm System

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 Bu Samra Cargo Operating Manual

Illustration 5.4.11a Lifesaving Equipment and Escape Routes - Engine Room Floor Plan and 4th Deck

Emergency
Exit
Emergency
Exit

SAMSUNG
QGTC
Emergency
Emergency
Exit
Exit

Engine Room Floor Engine Room 4th Deck

Key

Emergency Escape Breathing Devices Primary Escape Route

(Including Working, Training and Spare)

Secondary Escape Route

Emergency
Exit
Emergency Exit

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 Bu Samra Cargo Operating Manual

Illustration 5.4.11b Lifesaving Equipment and Escape Routes - Engine Room 3rd and 2nd Deck

SAMSUNG
Emergency
Exit

x2 x2 x2

QGTC
Emergency
Exit

3rd Deck 2nd Deck

Key
Medical Locker
Emergency Escape Breathing Devices Life Jacket
Primary Escape Route
(Including Working, Training and Spare)

Emergency
Emergency Exit Secondary Escape Route Immersion Suit
Exit

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 Bu Samra Cargo Operating Manual

Illustration 5.4.11c Lifesaving Equipment and Escape Routes - Upper Deck

Key

Life Jacket

Immersion Suit

SAMSUNG
Rescue Boat (6 Persons)
P

Lifebuoy

Lifebuoy with Lifeline (40m)

QGTC
AP 10 20 30 40 50 60 66 70 75 80 85 90 Lifebuoy with Self-Igniting Light

Lifeboat (50 Persons)

Rocket Parachute Flares

(12EA)

Embarkation Ladder

Inflatable Liferaft (6 or 25 Persons)

x6

Muster Station

95 100 105 110 115 120 130 140 150 160 170

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 Bu Samra Cargo Operating Manual

Illustration 5.4.11d Lifesaving Equipment and Escape Routes - Side Elevation

Emergency
Exit

SAMSUNG Key

Primary Escape Route

QGTC
AP 10 20 30 40 50 60 66 70 75 80 85 90 Secondary Escape Route

Lifebuoy with Self-Igniting Light

Emergency
Exit
Emergency Exit

95 100 105 110 115 120 130 140 150 160 170

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 Bu Samra Cargo Operating Manual

Illustration 5.4.11e Lifesaving Equipment and Escape Routes - A Deck

Key

SAMSUNG
SOLAS Training Manual

Primary Escape Route

Medical Locker

QGTC
A-Class Hinged Self-Closing Fire Door

A-Class Hinged Fire Door

A-Class Division

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 Bu Samra Cargo Operating Manual

Illustration 5.4.11f Lifesaving Equipment and Escape Routes - B Deck

x2

x2 x2

Key

SAMSUNG
Primary Escape Route

Life Jacket

Immersion Suit

QGTC
Stretcher

Medical Locker

A-Class Hinged Self-Closing Fire Door

A-Class Hinged Fire Door

A-Class Division

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 Bu Samra Cargo Operating Manual

Illustration 5.4.11g Lifesaving Equipment and Escape Routes - C Deck

FL x4
EEBD

FIRE
SL x2 PLAN
Key

x2
Emergency Escape Breathing Devices
x2 x2 (Including Working, Training and Spare)
x2

SAMSUNG
Fireman’s Outfit Breathing Appliance (1800 Litres)
FL Protection Clothing, Boots, Gloves, Helmet, Safety Lamp,
Fire, Axe, Lifeline, Belt,
4 Sets of Spare Cylinders (1800 Litres)

x2 x2 Muster and Emergency Instructions

SL Safety Equipment

QGTC
Primary Escape Route

Life Jacket

x2 x2
Immersion Suit

Medical Locker

A-Class Hinged Self-Closing Fire Door

A-Class Hinged Fire Door

A-Class Division

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 Bu Samra Cargo Operating Manual

Illustration 5.4.11h Lifesaving Equipment and Escape Routes - D Deck

SAMSUNG
Key

Primary Escape Route

Life Jacket

Immersion Suit

QGTC
A-Class Hinged Self-Closing Fire Door

A-Class Hinged Fire Door

A-Class Division

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 Bu Samra Cargo Operating Manual

Illustration 5.4.11i Lifesaving Equipment and Escape Routes - Navigation Deck

Key

Primary Escape Route

Life Jacket

Immersion Suit

A-Class Hinged Self-Closing Fire Door

SAMSUNG
FL x4

A-Class Hinged Fire Door

SL
x3
A-Class Division

x3
SOLAS Training Manual

QGTC
Muster and Emergency Instructions
SL

Line-Throwing Appliance

Emergency Escape Breathing Devices

S
(Including Working, Training and Spare)

Fireman’s Outfit Breathing Appliance (1800 Litres)

FL Protection Clothing, Boots, Gloves, Helmet, Safety Lamp,
Fire, Axe, Lifeline, Belt,
4 Sets of Spare Cylinders (1800 Litres)
x3

Lifebuoy with Self-Igniting Light

and Self-Activating Smoke Signal

EPIRB

Medical Locker

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 Bu Samra Cargo Operating Manual

Illustration 5.5a Cooling Fresh Water System

SAMSUNG
QGTC

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5.5 Cargo Machinery Fresh Water Cooling To prevent corrosion within the system, chemicals are added to the cooling water Position Description Valve
System via the fresh water expansion tank. To facilitate this, the cooling water must be
Closed No.1 reliquefaction plant fresh water cooler vent/
sampled and analysed at regular intervals and the treatment chemical added to
drain valves
the expansion tank as required to maintain the correct water condition.
Reliquefaction Plant Central Cooling Fresh Water Pumps Closed No.2 reliquefaction plant fresh water cooler inlet WF205F
WARNING valve
Manufacturer: Shinko Industries Ltd.
Care must be taken when handling chemicals to avoid direct skin, eye Closed No.2 reliquefaction plant fresh water cooler outlet WF206F
No. of sets: 2
or clothing contact. Approved eye protection and gloves MUST be worn valve
Type: Vertical centrifugal motor-driven
at all times. In the event of accidental contact, seek medical attention Operational Reliquefaction plant fresh water cooler three-way WF003F
Model: GVD400M immediately. control valve
Capacity: 1,540m³/h at 4.2kg/cm2 Open System air release line valve WF513F
Motor rating: 440V, 280kW at 1,800 rpm Open No.1 BOG compressor inlet valve MV52
Preparation for the Operation of the Reliquefaction Plant
Cooling Fresh Water System Open No.1 BOG compressor LO cooler outlet valve MV51
Reliquefaction Plant Fresh Water Coolers Open No.1 BOG compressor motor outlet valve MV53

SAMSUNG
The following description assumes that No.1 reliquefaction plant fresh water Open No.2 BOG compressor inlet valve MV54
Manufacturer: Alfa Laval
cooler will be in service. Open No.2 BOG compressor LO cooler outlet valve MV55
No. of sets: 2
Type: Plate a) Ensure that the cooling fresh water system is fully charged with Open No.2 BOG compressor motor outlet valve MV56
Model: M30-FM water and that all air is vented from the system. Ensure that the Open No.1 HD compressor motor inlet valve WF519F
expansion tank drain valve is closed and the expansion tank is Open No.1 HD compressor motor outlet valve WF520F
Capacity: 1,540m³/h fresh water and 1,560m³/h sea water
at the correct level. Top-up the tank if required from the fresh Open No.1 HD compressor LO cooler inlet valve WF527F
water service system.
Open No.1 HD compressor LO cooler outlet valve WF528F
Introduction

QGTC
b) Ensure all pressure gauge and instrumentation valves are open Open No.2 HD compressor motor inlet valve WF521F
and ensure all vent valves are closed. Open No.2 HD compressor motor outlet valve WF522F
The fresh water cooling system for the reliquefaction plant and cargo
machinery cooling fresh water system consists of two centrifugal pumps which Open No.2 HD compressor LO cooler inlet valve WF529F
c) Assuming the No.1 cooler is to be in use, set up the valves as
draw water through two 100% duty plate coolers and circulate it around the per the following table: Open No.2 HD compressor LO cooler outlet valve WF530F
reliquefaction plant and cargo machinery cooling water systems. The cooling Open Cargo heater drain cooler inlet valve WF531F
water returns to the plate coolers, which are cooled with sea water supplied by Position Description Valve Open Cargo heater drain cooler outlet valve WF532F
two dedicated centrifugal pumps, as detailed in Section 2.4.1 of the Machinery
Open Reliquefaction plant fresh water cooling system WG583F Closed Cargo heater drain cooler bypass valve WF533F
Operating Manual.
expansion tank outlet valve Open No.1 nitrogen compander skid inlet valve MV02
One cooling fresh water pump is normally in service, with the standby pump Closed Reliquefaction plant fresh water cooling system Closed No.1 nitrogen compander skid low point drain MV01
switched for automatic starting. A pressure switch located on the discharge expansion tank drain valve valve
manifold provides the start signal for the standby pump should the operational Closed Reliquefaction plant fresh water cooling system WG535F Open No.1 nitrogen compander motor outlet valve MV57
pump fail to maintain the pressure for any reason. The temperature of the expansion tank filling valve Open No.1 nitrogen compander LO cooler outlet valve MV58
cooling water entering the reliquefaction plant and cargo machinery cooling Open No.1 reliquefaction plant fresh water cooling WF208F Open No.1 nitrogen compander 3rd stage after-cooler MV21
water system is controlled by a three-way valve which regulates the flow of pump suction valve outlet valve
water to the coolers. The temperature of the cooling water at the system inlet Open No.1 reliquefaction plant fresh water cooling WF202F
is maintained at a temperature of 36°C. Closed No.1 nitrogen compander 3rd stage after-cooler MV63
pump discharge valve drain valve
Open No.2 reliquefaction plant fresh water cooling WF209F Open No.1 nitrogen compander 2nd stage inter-cooler MV20
A 2.0m³ expansion tank provides a positive head to the system as well as
pump suction valve outlet valve
allowing for thermal expansion. The positive head ensures that, in the event
of a failure of a cooler, fresh water leaks into the sea water system so that sea Open No.2 reliquefaction plant fresh water cooling WF203F Closed No.1 nitrogen compander 2nd stage inter-cooler MV64
water does not contaminate the fresh water system. The tank outlet is connected pump discharge valve drain valve
to the system pump suction and the tank is topped-up with fresh water from the Open No.1 reliquefaction plant fresh water cooler inlet WF204F Open No.1 nitrogen compander 1st stage inter-cooler MV19
fresh water service system. The tank is located in the cargo machinery/electric valve outlet valve
motor room and is equipped with a low level alarm. An air separator is fitted to Open No.1 reliquefaction plant fresh water cooler outlet WF206F Closed No.1 nitrogen compander 1st stage inter-cooler MV65
the compander skid return line to vent any entrapped gases. valve drain valve

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 Bu Samra Cargo Operating Manual

Illustration 5.5b Cargo Machinery Fresh Water Cooling System

Key
No.2 HD
Compressor WF530F
Cooling Fresh Water
Lubricating Oil
Engine Room From Fresh Water Service Cooler N2 Booster Compressor
WF529F WF and Dryer Skid Domestic Fresh Water
WG535F
513F
Air
No.2 HD
WF522F
Compressor Electrical Signal
Central Fresh Motor
Water Expansion WF521F
Tank (2.0m3) No.2 N2 Compander Skid Unit
LAL No.1 HD
C8009 No.2 N2 No.2 N2 No.2 N2
Compressor WF528F No.2 N2 No.2 N2
WG Lubricating Oil Compander Lubricating Oil Compander Compander Compander
583F Cooler Motor Cooler 3rd Stage 2nd Stage 1st Stage
WF527F After-cooler Inter-cooler Inter-cooler
K L I J
No.1 HD

SAMSUNG
PS
WF520F
Compressor TI TI TI
Motor MV59 MV60
From IAS MV63 MV64 MV65
WF519F
MV03
No.2 BOG P
TOC TOC Compressor MV55 TW TW TW
MM289 MM270 E.P Lubricating Oil Locked MV21 MV20 MV19
Cooler O MV04
Reliquefaction Plant Open
TW
and Cargo
Control Machinery Central
Fresh Water Coolers No.2 BOG

QGTC
Air MV56 PT
(Each 100%) Compressor
PI PI Motor
PT TE
MV54 2B
WF537F

TI WF205F WF204F TI
No.1 BOG P
Compressor MV51 TW TE WF535F
WF003F
No.2 No.1 Lubricating Oil Electric Motor Room
TE
Cooler O
2A
PI PI TW

WF536F
No.1 BOG
TI WF207F WF206F TI MV53 WF534F
Compressor
Motor
Locked
MV52 MV02
Open
Auto XA
CH-VR MM291
Cargo TW TW MV21 MV20 MV19
Compressor
Drain Cooler for Room
PI PI Cargo Heater
MV01
WF WF MV57 MV58 TI TI TI
WF203F WF201F MC WF209F 532F 531F
PP045 No.2 MV63 MV64 MV65
Normally
Closed K L I J
MC No.1 N2 No.1 N2 No.1 N2 No.1 N2 No.1 N2
MM270 WF533F Compander Compander Compander
Compander Lubricating Oil
Motor Cooler 3rd Stage 2nd Stage 1st Stage
WF202F WF200F PI PI WF208F After-cooler Inter-cooler Inter-cooler
No.1
Reliquefaction Plant and Cargo Machinery Central Fresh Water Pumps No.1 N2 Compander Skid Unit
(1,540m3/h x 4.2kg/cm2)

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 Bu Samra Cargo Operating Manual

Position Description Valve

Open No.2 nitrogen compander skid inlet valve MV04
Closed No.2 nitrogen compander skid low point drain MV03
valve
Open No.2 nitrogen compander motor outlet valve MV59
Open No.2 nitrogen compander LO cooler outlet valve MV60
Open No.2 nitrogen compander 3rd stage after-cooler MV21
outlet valve
Closed No.2 nitrogen compander 3rd stage after-cooler MV63
drain valve
Open No.2 nitrogen compander 2nd stage inter-cooler MV20
outlet valve
Closed No.2 nitrogen compander 2nd stage inter-cooler MV64

SAMSUNG
drain valve
Open No.2 nitrogen compander 1st stage inter-cooler MV19
outlet valve
Closed No.2 nitrogen compander 1st stage inter-cooler MV65
drain valve

d) Set the No.1 pump selector switch to RUN through the IAS.
Check the system for leaks. When the system pressure has
become stable, switch the No.2 pump to STANDBY.

QGTC
e) Check that sea water cooling is being supplied to the fresh
water coolers in accordance with Section 2.4.1 of the Machinery
Operating Manual.

f) Check that the fresh water cooler three-way temperature control

valve is set at 36°C and that the valve is operating correctly.

g) Check the water level in the expansion tank and replenish if

required. Vent individual coolers as necessary.

h) Check the level of chemical treatment and dose as required.

i) Circulate the reliquefaction plant and cargo machinery cooling

water system and check all users are being supplied with cooling
water at the required temperature and pressure.

j) With all of the machinery systems operating, check that

the correct temperatures and pressures are being maintained
throughout the systems. Check also for system leaks when at the
correct operating temperature.

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 Bu Samra Cargo Operating Manual

Illustration 5.6a Water Drain and Bilge System

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual
5.6 Passageways and Forward Bilge • No.6 eductor located in the aft passageway - aft starboard Bosun’s Store Bilge Wells Using No.2 Eductor
Systems passageway bilges
The bosun’s store bilges are discharged overboard using the eductor and valves
• No.7 eductor located in the aft passageway - aft port passageway in the table below. Valve BG508F on the discharge line from the forward HFO
Bilge, Fire and General Service Pumps bilges pump room should be kept closed.

Manufacturer: Shinko • No.8 eductor located in the starboard pilot boarding space -
starboard pilot boarding space Position Description Valve
No. of sets: 2 Open No.2 eductor driving water inlet valve FD506F
Type: Centrifugal self-priming • No.9 eductor located in the port pilot boarding space - port pilot
boarding space Open No.2 eductor discharge valve BG505F
Model: RVP200-2MS Open Overboard discharge valve BG504F
Capacity: 151/270m3/h at 90/35mth Open Port bosun’s store bilge well suction valve BG507F
Rating: 150/45kW, 440V, 60Hz, 1,800/1,200 rpm Procedure to Pump Out the Forward Bilges Open Starboard bosun’s store bilge well suction BG506F
valve
To empty the bilge wells and spaces, proceed as follows:
Introduction Closed No.3 eductor discharge valve BG508F

SAMSUNG
a) Set the designated bilge, fire and GS pump to supply sea water
The forward bilge system operates to pump bilge water out of the following to the required eductor from the fire and wash deck line. One Void Space and Forward Heavy Fuel Oil Pump Room Bilges Using No.3
spaces: pump is normally left set up for this purpose. Eductor
• The chain lockers The void space and forward HFO pump room bilges are discharged overboard
b) When an adequate vacuum has been established the relevant using the eductor and valves in the table below. When discharging bilges
• The bosun’s store bilge suction valve can be opened. overboard, valve BG505F on the discharge line from the bosun’s store bilges
• The forward HFO pump room and forward void space should be kept closed. Void space valve BG510F, situated in this space, is
c) When the selected bilge is empty, close the suction valve, stop operated remotely by an extended spindle valve, BG551F.
• The forward port and starboard passageways

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the bilge, fire and GS pump and close the eductor valves.
• The port and starboard pilot boarding spaces
Position Description Valve
• The aft port and starboard passageways d) If any flanges have had their blank flanges removed, then these
are to be refitted. Open No.3 eductor driving water inlet valve FD511F
Open No.3 eductor discharge valve BG508F
Any water leakage into the various spaces is removed using bilge eductors that
have their driving water supplied by the bilge, fire and GS pumps, as shown Chain Locker Bilge Wells Using No.1 Eductor Closed No.2 eductor discharge valve BG505F
in illustration 5.6b. The monitoring of the bilge wells is achieved by the use Open Overboard discharge valve BG504F
The chain locker bilges are discharged overboard using the eductor and the
of float switches linked to the IAS; all the various bilge wells are equipped Open Void space bilge suction valve BG510F
valves in the table below:
with float switches except for the chain lockers. Unlike the engine room bilge Open Forward HFO pump room bilge well suction BG509F
system, there is no oil content monitor fitted to the overboard discharges of the valve
system, so care must be taken when emptying any of the bilge wells that no oil Position Description Valve
contamination exists. Open No.1 eductor driving water inlet valve FD503F
Open No.1 eductor discharge valve BG501F Starboard Forward Passageway Bilges Using No.4 Eductor
There are nine 5m³/h bilge eductors covering the forward bilge sections. The Open Port chain locker bilge well suction valve BG503F The starboard forward passageway bilge well is discharged using the eductor
list below shows the various eductor locations and from where they derive their and valves in the table below. The discharge line is normally fitted with a blank
Open Starboard chain locker bilge well suction BG502F
bilge suction. flange which will require removal before any bilge is discharged.
valve
• No.1 eductor located in the bosun’s store - chain lockers
• No.2 eductor located in the bosun’s store - bosun’s store bilge Position Description Valve
wells Open No.4 eductor driving water inlet valve FD528F
Open No.4 eductor discharge valve BG511F
• No.3 eductor located in the forward HFO pump room - void
space and forward HFO pump room Open Starboard forward passageway bilge suction BG512F
valve
• No.4 eductor located in the forward passageway - forward
starboard passageway bilges
• No.5 eductor located in the forward passageway - forward port
passageway bilges

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 Bu Samra Cargo Operating Manual

Illustration 5.6b Passageways and Forward Bilge Systems

Sewage Discharge Connection (IMO Standard) Bilge Discharge for Passageway Bilge Well for Bosun’s Store Key
Bilge Discharge Connection (IMO Standard) Bilge Discharge for Passageway Aft (Port) Fwd (Port) (0.15m3)
BG528F
Bilge
Bilge Well BG
LAH Pilot Boarding Space LAH
(0.15m3) CB040 No.9 CB004 507F Sea Water
From From Fire and
FD594F Fire and Wash Deck
Drinking 50 50
65 65 Wash Deck
LAH Water BG BG LAH
BG111
From Fire and BG
Tank (Port) 526F 525F 50
CB016
Wash Deck Line 504F
Passageway No.5 FD
50 Chain
No.7 BG514F BG513F 506F
40 50
Locker
BG521F BG520F From Fire
40 No.2
From Fire Wash Deck Line
FD529F BG 50
Wash Deck Line FD581F 505F 65
50 Emergency BG503F
65
Fire Pump BG
No.6 Cofferdam

No.5 Cofferdam

No.4 Cofferdam

No.3 Cofferdam

No.2 Cofferdam

No.1 Cofferdam
50 501F
Space BG
LAH
508F No.1
To

SAMSUNG
BG113
Engine No.5 Trunk No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk From Forward
50 50
Room HFO Pump FD
Bilge Room 503F
50
Well
Aft Peak
50 40
Tank From Fire
Wash Deck Line From Fire BG502F
FD580F From
40 Wash Deck Line Bosun’s
FD528F Fire and
40 Store
No.6 BG Chain Wash Deck
50
BG519F 518F BG Locker
Passageway 50 No.4
From Fire and BG512F 511F
LAH Distilled BG BG
BG110 Wash Deck Line LAH

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524F 523F 65 65
Fresh CB015
Water Tank 50 50
(Starboard) FD593F BG
BG527F
506F
Bilge Well LAH LAH
No.8 CB039 Pilot Boarding Space CB003
(0.15m3)

Bilge Discharge Connection (IMO Standard) Bilge Discharge for Passageway Aft (Starboard) Bilge Discharge for Passageway Bilge Well for Bosun’s Store
From Fire Fwd (Starboard) (0.15m3) From Fire
Sewage Discharge Connection (IMO Standard) Wash Deck Line
Wash Deck Line
From Fire Wash Deck Main Trunk Passageway
FD593F(S) FD FD
40
65 FD594F(P) 506F 503F
65 65
50 From Fire Wash Deck Main No.2 Chain No.1
Engine Room BG507F BG505F BG504F Locker BG502F(S) BG501F
Steering Gear Fresh Water BG503F(P)
Room Tank 50 BG551F
Bilge Well 40 50
(Port and Starboard) 65 BG506F BG508F
Drain for Pilot 65
Emergency Boarding
Eye Wash Space
LAH LAH
Transverse Cofferdam CB004 CB003 No.1
BG527F(S) Heavy Fuel
BG528F(P) Oil Tank
From Fire No.3
50 Wash Deck Line
FD511F Void
Bilge Hat
Aft Peak 50 BG
To
Tank Engine Room BG509F 529F
Bilge Well
LAH BG510F
Cooling Water
CB018
Tank
Water Ballast Tank Pipe Duct Water Ballast Tank LAH
(Port) (Starboard) CB019

Reference Shipyard Drawing Number: MB 601.20 Bilge System

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 Bu Samra Cargo Operating Manual
Port Forward Passageway Bilges Using No.5 Eductor Port Pilot Boarding Space Bilges Using No.9 Eductor
The port forward passageway bilge well is discharged using the eductor and The port pilot boarding space bilge well is discharged using the eductor and
valves in the table below. The discharge line is normally fitted with a blank valves in the table below. The discharge line is normally fitted with a blank
flange which will require removal before any bilge is discharged. flange which will require removal before any bilge is discharged.

Position Description Valve Position Description Valve

Open No.5 eductor driving water inlet valve FD529F Open No.9 eductor driving water inlet valve FD594F
Open No.5 eductor discharge valve BG513F Open Port pilot boarding space bilge suction valve BG528F
Open Port forward passageway bilge suction valve BG514F

Starboard Aft Passageway Bilges Using No.6 Eductor

The starboard aft passageway bilge well is discharged using the eductor and
valves in the table below. The discharge line is normally fitted with a blank

SAMSUNG
flange which will require removal before any bilge is discharged.

Position Description Valve

Open No.6 eductor driving water inlet valve FD580F
Open No.6 eductor discharge valve BG518F
Open Starboard aft passageway bilge suction valve BG519F

QGTC
Port Aft Passageway Bilges Using No.7 Eductor
The port aft passageway bilge well is discharged using the eductor and valves
in the table below. The discharge line is normally fitted with a blank flange
which will require removal before any bilge is discharged.

Position Description Valve

Open No.7 eductor driving water inlet valve FD581F
Open No.7 eductor discharge valve BG520F
Open Port aft passageway bilge suction valve BG521F

Starboard Pilot Boarding Space Bilges Using No.8 Eductor

The starboard pilot boarding space bilge well is discharged using the eductor
and valves in the table below. The discharge line is normally fitted with a blank
flange which will require removal before any bilge is discharged.

Position Description Valve

Open No.8 eductor driving water inlet valve FD593F
Open Starboard pilot boarding space bilge suction BG527F
valve

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 Bu Samra Cargo Operating Manual

Illustration 5.7.1a Typical Mooring Arrangement

SAMSUNG
M4

M6 W2

M7 M2

M1

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M5 W1

M3

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 Bu Samra Cargo Operating Manual
5.7 Mooring and Anchoring Cable Chains Performance of Warping Drum
No. of sets: 2 Nominal load: 300kN
5.7.1 Mooring Arrangement Diameter: 122mm Winding speed: 15m/minute
Length: 13 shackles each side Light line speed: 45m/minute
Combined Anchor Windlass and Mooring Winches (W1 and Special quality: Steel grade U3
W2)
Mooring Winches
Manufacturer: TTS Kocks GmbH Mooring Winches (M1, M2, M6 and M7)
Nine mooring winches have been provided and these are as follows:
Model: 1910-5540 L, each with 1 cable lifter, 2 mooring
drums and 1 warping end Manufacturer: TTS Kocks GmbH • One each on the port (W2) and starboard (W1) sides of the
Model: 5530, each with 3 mooring drums and upper deck forward, each with two rope drums and one warping
Electric motor model: 250 M (2 each per windlass)
1 warping end end, combined with the two anchor windlasses.
Rating: 105kW
Electric motor model: 250 M • One with three rope drums and one warping end (M1) on the
centreline of the upper deck forward, aligned fore and aft,

SAMSUNG
Rating: 99kW
Performance of Cable Lifter forward of the windlasses.
Nominal speed: 12m/min (average speed for 110m of chain below • One with three rope drums and one warping end (M2) to port
water level) Performance of Mooring Drum of the centreline of upper deck forward, aligned athwartships,
Nominal pull: 707kN Nominal load: 30 tonnes on 1st layer astern of the windlasses.
Maximum pull: 1,060kN Winding speed: 15m/minute • One each on the port (M4) and starboard (M3) sides of the
Maximum anchor depth: 210m (measured from anchor pocket) Light line speed: 45m/minute light line (1st layer) upper deck aft, each with two rope drums and one warping end,
Brake capacity: 4,495kN (458 tonnes, 45% breaking strength) Brake holding load: 1,075kN (109.6 tonnes, 80% MBL) aligned 38° forward of the vessel fore-and-aft line.

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• One each on the port (M6) and starboard (M5) sides of the poop
deck. M5 has two rope drums and one warping end whilst M6
Performance of Mooring Drum Performance of Warping Drum
has three rope drums and one warping end, aligned 12° forward
Winding load: 300kN nominal, 390kN maximum Winding load: 300kN of the vessel fore-and-aft line.
Winding speed: 15m/minute nominal, 23m/min maximum Winding speed: 15m/minute • One with three rope drums and one warping end (M7) to port of
Light line speed: 45m/minute Light line speed: 45m/minute the centreline of the poop deck, aligned fore and aft.
Brake holding load: 1,075kN (109.6 tonnes, 80% MBL)
Driving Unit
Performance of Warping Drum
Mooring Winches (M3, M4, and M5) All of the winches on the vessel are self-contained units, requiring only an
Nominal load: 300kN electrical supply to operate. Each drive unit has a constant speed electrical
Manufacturer: TTS Kocks GmbH motor (the three drum winches and the windlasses have two drive units) driving
Winding speed: 15m/minute Mooring winch type: 5530, each with 2 mooring drums and a hydraulic pump. The hydraulic pump drives a hydraulic motor which can
Light line speed: 45m/minute 1 warping end be varied from no load to full load. The hydraulic motor drives the pinion
Electric motor model: 250 M shaft through a three-step reduction gearbox. The individual drums are then
manually clutched to the pinion shaft.
Anchor Rating: 99kW
Manufacturer: Kum Hwa Cast Steel and Industrial Machinery Note: The warping drum is keyed onto the pinion shaft and therefore cannot
Company Limited Performance of Mooring Drum be disconnected.
Type: High holding power stockless anchor
Winding load: 300kN
No. of sets: 2 All hydraulic components, including the gears, are contained in a single main
Winding speed: 15m/minute gear casing. There are separate sumps for the hydraulic components and the
Weight: 18,375kg each
Light line speed: 45m/minute gear casing, both contained within the main gear casing. The hydraulic oil
Brake holding load: 1,075kN (109.6 tonnes, 80% MBL) components are permanently submerged in the hydraulic sump, while the gears
are splash lubricated in the gear sump. Pinion bearings are grease lubricated
through grease nipples.

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Illustration 5.7.1b Windlass and Winch Controls

Windlass Control Winch Control Winch Control

A A A A A A A
200 200 200 200 200 200 200
150 150 150 150 150 150 150

100 100 100 100 100 100 100

50 50 50 50 50 50 50
0 0 0 0 0 0 0

AMMETER AMMETER AMMETER AMMETER AMMETER AMMETER AMMETER

MOTOR 1 MOTOR 2 MOTOR 1 MOTOR 2 MOTOR 1 MOTOR 2 MOTOR 1

SAMSUNG
CONTROL CONTROL CONTROL CONTROL CONTROL
CONTROL ON CONTROL ON CONTROL ON CONTROL ON CONTROL ON TAKE OVER
TAKE OVER TAKE OVER TAKE OVER TAKE OVER

EMERGENCY EMERGENCY EMERGENCY EMERGENCY EMERGENCY

STOP STOP STOP STOP STOP

W1 W2 M6 M5 M7

Brake Control
QGTC HEATER ON

POWER AVAILABLE
MOTOR 1

FILTER SERVICE

HEATER ON
MOTOR 2

FILTER SERVICE

HEATER ON

EMERGENCY
STOP
POWER AVAILABLE POWER AVAILABLE

MOTOR RUN LAMP TEST

Speed Limiter
W2 MOTOR RUN MOTOR RUN

MOTOR OVERLOAD OIL LEVEL

MOTOR OVERLOAD OIL OVERTEMP MOTOR OVERLOAD

START OIL OVERTEMP

START OIL LEVEL START

STOP/RESET FILTER SERVICE

STOP/RESET LAMP
LAMPTEST
TEST STOP/RESET

M3 Operating Panels W2

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 Bu Samra Cargo Operating Manual
The winch is protected from any overload condition by a safety valve on the • Indicator “AM-METER” (at the remote control stand) • Pushbutton and indicator light for TAKE OVER, indicating
hydraulic circuit. which position has control of the winch
• Emergency stop button
Each winch unit has a multi-disc brake located on the shaft of the first Rope Drum
intermediate gear. In the event of a power failure or hydraulic failure, the disc • Ammeter for each individual motor
brake will close, locking the winch in its current position. The disc brake is in Each winch has two or three declutchable split drums (as indicated previously)
operation at all times except when the winch controls are being used. each with a spindle band brake: The remote stands are fitted with protective covers to protect against weather
and corrosion.
Drive source: Electro-hydraulic
Electric-Motor
Rope capacity: 275m x 44mm diameter rope + 11m x 75mm CAUTION
The squirrel cage induction motor for marine use is fitted to the gear case. Clutch control: Manual On no account must more than one operating position be in use at the
The overload protection is realized by a temperature sensor which is connected
Brake control: Manual same time. The local control position will always override the remote
to a motor protection relay. When the temperature increases in an inadmissible
position commands.
way, the relay releases and the motor will be switched off.
Warping Drum

SAMSUNG
Switch Board Each winch has one fixed warping drum keyed on the main shaft which is of a
The switch board is installed into the gear case on a mounting plate and is non-whelp construction:
accessible via a handhole cover. It is completely wired with the electric motor,
start-stop buttons, limit switch and oil temperature switch. Winding load: 300kN
Winding speed: 15m/min
One supply cable is required to be connected to the main contactor. Main Slack rope speed: 45m/min
disconnecting devices, if requested, have to be installed by yard on the shipside
switch cabinet. Main contactor, a control power transformer, a motor protection
CAUTION

QGTC
relay and standstill heater are located on the mounting plate. The main contactor
is operated by the start - stop buttons. The mooring winch motors are only continuously rated for 30 minutes
use. It is therefore important that the winches are not started until they
In order to keep the winch constantly ready for operation the motor and the are needed.
room for the switch board are equipped with standstill heating. Winch Controls
Local
Only when the air flap of the cooler is opened, the start-button can be
actuated. A local control block is mounted on each winch and is activated by a three-
position lever which, on release, is spring-centred to the stop position. The other
Each winch has its own self-contained electrical control panel. This panel two positions are HEAVE and LOWER. The speed is variable, according to the
fulfils all electrical starting and control functions for the winch unit. It provides amount the lever is deflected towards the heave or lower positions, within the
controls and alarm functions as follows (for each motor, where applicable): range of the electro-hydraulic unit. During the low speed range (neutral lever
position to approximately ½ full movement) the motor is developing maximum
• Button “START”
torque, thereafter during the high speed range the available torque is dropping
• Button “STOP / RESET” off until light line load speeds are reached. Speed is steplessly controlled by the
• Button “LAMP TEST” relative position of the control lever.

• Control lamp “POWER AVAILABLE”

Remote
• Control lamp “MOTOR RUN”
Each winch unit, with the exception of M3 and M4, has two remote stands,
• Control lamp “OIL OVERTEMP.” positioned one each at the ship’s side in a position with a clear view of the
• Control lamp “OIL LEVEL” mooring operations. The combined windlasses/winches W1 and W2 and
winches M5 and M6 are controlled from dual control stands.
• Control lamp “FILTER SERVICE”
• Control lamp “MOTOR OVERLOAD” The basic controls are identical to the local control levers. Additionally, each
remote control stand has the following items:
• Control lamp “HEATER ON”

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 Bu Samra Cargo Operating Manual

Illustration 5.7.1c Fire Wire Reel

Winch Drum Fire Wire

SAMSUNG
Direction
Lever

Portable
Air Motor

QGTC
Locking Nuts

Air Supply In
Air Motor Exhaust

Air Hose Connection

Air Supply In-line Filters

Brake Pedal

Deck Level

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Conventional Mooring i) Stop the winch by ensuring that the control lever is in the Mooring Rope Storage Reel
NEUTRAL position, then press the STOP pushbutton.
Mooring Complement
Manufacturer: A tech
24 mooring ropes: 275m x44mm Bridon STEELITE XTRA, UHMPE j) Engage the drum brake and disengage the clutch lever.
Type: Portable air motor-driven
SUPERLINE, BS137tonne.
No. of sets: 2
24 rope tails: 11m x 104mm Bridon multi-plait nylon rope tails, Capstans
BS 188 tonne, each with a leather protected 2m eye Rope: 44mm diameter x 275m
for where port regulations require their use. Manufacturer: A tech Winding speed: 30m/minute
Type: Fixed air motor-driven, vertical
A typical minimum arrangement for mooring might be the 2/3/2 configuration, No. of capstans: 4 Two mooring rope storage reels are provided for stowing the additional rope
with fourteen lines in use. Forward on the focsle, the head line winch has three mooring lines. These units are operated by a portable air motor which attaches
Rope: 44mm diameter
drums and would have two head lines deployed in front of the vessel. Each to the gearbox on the storage reel. The air motor is connected to the ship’s air
anchor windlass has two rope drums and the windlass nearest the berth would Winding load: 1,000kg supply line and has an in-line filter and oiler attached.
have two lines deployed as breast lines. The outboard windlass would be used to Winding speed: 25m/minute approximately
deploy a further breast line. The athwartships winch aft of the anchor windlasses

SAMSUNG
would have two lines deployed as spring lines. Operation of the Storage Reel
Air Motor
Adjacent to the machinery casing are two further winches, each with two Manufacturer: A tech a) Remove any covers and lashings from the storage reel.
drums. These would normally be used for springs. The poop deck winch Model: ATP-10P-600S
nearest the berth would have two lines deployed as breast lines, with a third Capacity: 10.4hp x 660 rpm b) Test the air supply and ensure any water is removed.
deployed from the outboard winch. The centre line stern winch would have two Working air pressure: 6kg/cm2
lines deployed as stern lines behind the vessel. c) Connect the portable air motor to the storage reel gearbox and
Total weight: 430kg/set approximately lock into position with the securing wing nuts.

QGTC
The above could be considered as a minimum with further lines to be used as
local conditions and berthing arrangements require. Four air-driven capstans are provided to assist with the handling of moorings d) Connect the airline and open the air supply valve.
from tugs etc. They are located, two on each side of the vessel, one forward and
one aft of the cargo manifold area adjacent to bitts, and are primarily intended e) Lead the mooring eye to clear the storage drum.
Operation of the Winches to be used for the handling of tug lines.
f) Remove the stopper pin from the winch drum.
a) Remove the covers from the winch.
Operation of the Capstan
g) Operate the air motor in the direction required, pulling the
b) Check the oil level in both the hydraulic oil sump and the mooring rope clear and ensure no slack turns are allowed to
gearbox sump. Open the oil cooler air flap. a) Remove any covers from the capstan.
develop.

c) Ensure that the control lever is in the NEUTRAL position and b) Check the filters to ensure they are clear.
Stowing the mooring rope is performed in a similar reverse manner.
that all clutches are disengaged.
c) Blow through the deck air connection to remove any moisture in
d) Turn on the power at the control panel by pressing the the air supply.
Fire Wire Reel
START pushbutton. Check that the indicating panel shows
no irregularities. Ensure that the winch is free to turn in both d) Connect the flexible air hose from the deck connection to the
capstan. Manufacturer: A tech
directions.
Type: Portable air motor-driven
e) Engage and lock the required clutch. e) Test the capstan by operating the direction lever. No. of capstans: 2
Wire rope: 38mm diameter x 90m
f) Release the appropriate band brake. Winding load: 300kg
Winding speed: 30m/minute
g) Move control to the required control stand.

h) Pay-out or haul-in the rope as required.

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Two fire wire reels are provided for the stowing of the fire wire, one at the d) Ensure the centre line of the piston is aligned with the centre i) During this operation it is required to press the oil filling screw
focsle and one on the poop deck. These units are operated by a portable air line of the connection pipe. from time to time, to compensate for vacuum and over-pressure
motor which attaches to the gearbox on the reel. The air motor is connected to due to the oil flowing to and from the oil reservoir.
the ship’s air supply line and has an in-line filter and oiler attached. e) Disengage the winch clutch.
j) Observe the pressure gauge and note when the brake begins to
f) Secure the mounting device. slip.
Operation of the Fire Wire Reel
g) Fasten the band brake. k) Stop operating the handpump and release the pressure.
a) Remove any covers and lashings from the fire wire reel.
h) Close the pressure relief valve and operate the handpump lever. Secure the equipment and compare the results with those recommended by the
b) Test the air supply and ensure any water is removed. manufacturer.

c) Connect the portable air motor to the fire wire reel gearbox and Illustration 5.7.1d Brake Test Kit
lock into position with the securing wing nuts.

SAMSUNG
d) Connect the airline and open the air supply valve.

e) Lead the fire wire eye to clear the storage drum.

f) Remove the stopper pin from the winch drum.

g) Operate the air motor in the direction required, pulling the fire
wire clear and ensure no slack turns are allowed to developed.

QGTC
Stowing the fire wire rope is performed in a similar reverse manner.Mooring Brake Test Kit

Winch Brake Test Kit 4 5 disc dia. 1420mm

80%MBL = 582 bar
60%MBL = 436 bar

Manufacturer: TTS Kocks GmbH

Type: JAH Hydraulic Jack
3

The brake test kit consists of a hydraulic jack fitted with a pressure gauge, a
piston extension, a mounting device and a bracket with a bolt and split pin.
2
The test kit has been provided to enable the brake performance to be checked on
8
an annual basis to prove the efficiency of the winch brakes. Where new brake
linings have been installed it is important to run the winch in slow rotation to 9

smooth down the linings for about 30 minutes while engaging the brake before
completing a brake test. It is important not to let the brake linings overheat.
1

Operation of the Mooring Winch Brake Test Kit Key

7
1 - Hydraulic Jack

a) Remove the covers from the winch. 2 - Piston Extension

3 - Support 6

b) Install the mounting device at the connection pipe. 4 - Pin

5 - Security
Brake Test Kit Foundation
6 - Connector
c) Place the test jack on the mounting device and turn the drum to
7 - Pressure Gauge
align the locating hole on the winch with the bracket.
8 - Adapter Plate
9 - Screw

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Towing DO NOT stand in the bight of a rope. Fire Wire
Towing operations lead to large loads being applied to ropes, fairleads, bitts DO NOT leave loose objects in the line handling area. If a line breaks it may These wires must hang over the opposite side of the vessel to the berth and
and connections. A sudden failure of any part of the towing arrangement can throw such objects around as it snaps back. are required so that tugs may pull the ship away from a berth, without the
have serious consequences, which should be considered, and appropriate safety assistance of crew members in the event of an emergency. Two fire wires are
precautions taken. DO NOT have more people than necessary in the vicinity of a line. fitted, one port side forward and one starboard side aft, and stowed on manual
drums when not in use. Each fire wire is then rigged in port to comply with
Towing lines and associated equipment must be inspected prior to use. Any DO NOT hold a line in position by standing on it. terminal requirements and secured on deck with a minimum of six full turns
line found with defects, and/or excessive wear, must be rejected for use as a on the bollards.
towing line. Particular attention is drawn to the need to ensure that fairleads, DO NOT lead wires through excessive angles.
bollards, etc, are:
DO NOT use leads out of alignment with the spool or drum end (warping General Mooring Procedure
• Suitably sited to avoid obstructions
drum). Mooring to the Berth
• Effectively secured to the ship’s structure
DO NOT leave winches and windlasses running unattended. a) Select and brief the mooring party of the known situation prior
• Not unacceptably weakened by corrosion or age

SAMSUNG
to the pilot boarding.
• Of suitable design, with a SWL for the intended use DO NOT attempt to handle a wire or rope on the drum end, unless a second
person is available to assist in removing the build-up of slack. b) Consult with the pilot for mooring requirements at the berth and
Suitable communications should be established between the bridge and construct the final plan.
mooring station prior to the commencement of operations. Persons involved DO NOT allow a rope or wire being paid-out to run out of control. Always
in towing operations should be briefed in their duties and the necessary safety ensure a line has one turn on the bitts before being paid-out. Wires on dedicated c) Brief the officers in charge of the mooring stations regarding the
precautions. stowage reels (not mooring winches) must never be paid-out directly. mooring plan, ensure they understand all requirements and that
the plan meets with their approval.
Care shall be taken to keep clear of rope bights. Similarly, whiplash areas should
DO NOT use dangerously worn lines.

QGTC
be evaluated, with personnel warned of the consequences of parting lines and d) Prepare mooring stations forward and aft. Lines should be run
associated danger zones. When letting-go tow lines, ensure all personnel are to the fairleads in accordance with the plan.
DO take care when letting-go lines, as the end of a line can whiplash and cause
clear of the end eye. Preferably, the eye should be lowered under the control of
injury or snag. To avoid this, it may be necessary to rig a slip line to assist in
a slip line, thus avoiding danger of injury and line snagging. e) Have messengers of natural fibre rope and heaving lines of
controlled slacking.
appropriate size ready in advance.
The surfaces of fairleads, bollards, bitts and drum ends should be kept clean
DO wear a safety hat.
and maintained in good condition. Rollers and fairleads should turn freely and f) Nobody should attend mooring stations unless they are wearing
be in a sound condition. The decks of mooring areas should be treated to ensure
DO wear gloves when handling wires. safety shoes, a safety helmet, a boiler suit, suitable gloves
anti-slip properties. This can easily be accomplished by spreading fine salt-free
and any other items of safety clothing that may be deemed
sand on top of wet paint or using dedicated anti-slip paint.
DO ensure adequate communications are established before starting necessary.
Always ensure there are sufficient personnel available at each mooring station operations.
g) Fire wires, forward and aft on the seaward side must be rigged
to accomplish their assigned tasks safely.
DO ensure that only experienced persons are permitted to operate winches. according to terminal requirements, or with the eye maintained
1m above water level at all times, along with 6 full turns on a
Handling Moorings DO use all split spool drums correctly, with the last two or three turns changed pair of bitts.
to the narrow part of the split drum.
When handling moorings the following guidelines should be followed:
DO ensure all spool drums are reeved in the correct direction, so that the load Requirement for Tug Handling
DO NOT surge synthetic ropes on drum ends. is transferred to the fixed part of the brake band.
Only use properly placed closed fairleads and associated bollards, which have
DO NOT stand too close to winch drum or bitts when holding a line under DO ensure all winch controls are clearly marked. a direct lead from fairlead to bollard for the securing of the tug’s line.
tension. If the line surges you could be drawn into the drum or bitts. Stand back
and hold the line at a point about 1m away from the drum or bitts. DO have an axe and sharp knife always available and a flashlight for night A means for heaving the tug’s line aboard with the ship’s heaving line or
operations. messenger must be provided, ie, use of suitable fairleads, bollards, etc, to lead
DO NOT apply too many turns; generally 4 turns are sufficient. the messenger line on to the warping head of a mooring winch. The person
operating the winch must have line of sight to the person at the ship’s side
DO NOT bend the rope excessively. directing the operation.

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 Bu Samra Cargo Operating Manual

Illustration 5.7.2a Cable Stopper

Stopper Arm Securing Pin

Stopper Arm

SAMSUNG
Securing Shackle

Turnbuckle

QGTC

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5.7.2 Anchoring Arrangement cable, the bitter end, is secured at the upper part of the chain locker with a c) Ensure that the control lever is in the NEUTRAL position and
release system which can be operated from outside the locker. that all clutches are disengaged.
Combined Anchor Windlass/Mooring Winches
Hydraulic Brake Unit d) Turn on the power at the control panel by pressing the
Manufacturer: TTS Kocks GmbH START pushbutton. Check that the indicating panel shows
Type: 1910-5540 L The band brake is the static brake used to secure the anchor when in position. no irregularities. Ensure that the winch is free to turn in both
The tension on the band brake can be adjusted using the handwheel. This, in directions.
turn, can be used to adjust the final speed of the anchor, thus the band brake
Performance of Cable Lifter acts as a speed limiter. The band brake is disengaged hydraulically and engaged e) Remove the anchor securing chains, spurling pipe and hawse
Nominal speed: 12m/min (average speed for 110m of chain below by spring force. The hydraulic tacho-generator measures the chain speed and pipe covers.
water level) regulates the pressure in the brake cylinder accordingly. If the chain speed is
too high, the oil pressure in the brake cylinder is reduced and the brake engaged f) Engage and lock the required clutch.
Nominal pull: 707kN by the spring force. Normally, the hydraulic pressure is off the band brake,
Maximum pull: 1,060kN making the anchor secure in its current position. g) Release the cable lifter brake.
Maximum anchor depth: 210m (measured from anchor pocket)

SAMSUNG
Brake capacity: 4,495kN (458 tonnes, 45% breaking strength) The band brake can be released hydraulically from the remote operating stand h) Move control to the required control stand.
positioned with a view over the side of the vessel. The band brake is released
by moving a control lever away from its locked closed position to the locked i) Set the chain measuring device to zero.
Anchor open position. The lever is spring-centred and if the lock is released, when the
Manufacturer: Kum Hwa Cast Steel & Ind. Mach. Co., Ltd lever is in the open position, will return to the closed position, applying the j) Check over the side to ensure that the area below is clear of
brake. Thus the band brake also acts as a fail-safe brake.
Type: High holding power, stockless obstructions.
No. of sets: 2 The band brake has a pretension indicator, which shows the current setting of
k) Lower the anchor to the water by means of the driving motor.
Weight: 18,375kg each the brake. This can be used to adjust the final speed of the descent by using the

QGTC
handwheel to align the arrow on the plate at the brake cylinder with the groove
l) Stop the windlass by ensuring that the control lever is in the
on the brake spindle. It also allows the brake to be reset to its previous position
Cable Chains NEUTRAL position.
when it has been released.
No. of sets: 2
m) Engage the cable lifter brake and disengage the clutch.
Diameter: 122mm Combined Mooring Winch
Length: 13 shackles each side n) Lower the anchor with the cable lifter brake, with a maximum
Special quality: Steel grade U3 A mooring winch is combined with the anchor windlass and is equipped with regulated speed of 2.5 metres per second.
two split rope drums and one warping end. This unit has two motors and is
identical to all the other winch units on the vessel. For a full description of the o) When the anchor is fully laid-out, apply the chain stopper and
Windlass mooring winch, see Section 5.7.1. fit the locking pin.

Each windlass consists of one declutchable cast steel cable lifter with a braking CAUTION p) Stop the motor.
unit. There is a cable stopper included for each cable lifter. The mooring winch motors are only continuously rated for 30 minutes
use. It is therefore important that the winches are not started until they Heaving-In the Anchor
Cable Lifter are needed.
a) Check the oil level in both the hydraulic oil sump and the
Each cable lifter is of five-whelp construction and is equipped with a cable gearbox sump. Open the oil cooler air flap.
stopper unit. The cable stopper unit is of welded steel construction with a bar Operation of the Windlass
type compressor and a locking bolt (with toggle pin). Additionally, there is a b) Ensure that the control lever is in the NEUTRAL position and
turnbuckle/wire type stopper integral to each cable stopper unit. that all clutches are disengaged.
Lowering the Anchor
Two high holding power anchors of cast steel construction are fitted along a) Remove the covers from the windlass. c) Turn on the power at the control panel by pressing the
with an anchor cable of extra high strength steel. The cable is connected to the START pushbutton. Check that the indicating panel shows
anchor with a swivel and Kenter joining shackle. A further joining shackle is b) Check the oil level in both the hydraulic oil sump and the no irregularities. Ensure that the winch is free to turn in both
fitted every shackle, ie, 1st shackle, 2nd shackle, etc. The end of each anchor gearbox sump. Open the oil cooler air flap. directions.

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d) Engage the windlass clutch and lock in position. Illustration 5.7.2b Anchor Arrangement

e) The duty fire pump should be started for deck wash and the
Kenter Shackle
hawse pipe washing valve opened.
Enlarged Link

f) Release the chain stopper. Swivel

End Link
g) Release the cable lifter brake.
Anchor Shackle
h) At the local control stand, move the control lever in the direction
of the ‘up’ arrow (HEAVE).

i) Haul-in the anchor, reducing the speed to minimum as the

anchor reaches the near housed position.
Access Chain

SAMSUNG
Hatch Locker
j) When the anchor is at the housed position Stop the windlass to Chain
by ensuring that the control lever is in the NEUTRAL position. Locker

Fit the chain stopper and secure with the locking pin when the
anchor is fully home. Chain Cable
Clench

k) Engage the cable lifter brake and disengage the clutch.

Spool
l) Stop the motor.

QGTC
m) Stop the duty fire pump for deck wash and close the hawse pipe
Bellmouth
washing valve.
Bilge Well
n) Secure the anchor cable with the locking chains and close the
hawse pipe and spurling pipe covers as required.

Note:
The Anchor will not touch the hull even with a trim of 3m and an adverse heel of 1°

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Illustration 5.7.3a Forward Emergency Towing Arrangement

SAMSUNG
To Winch

QGTC
Bulwark

Bollard Bollard

Towing Rope
Panama Chock
Chain Stopper

Deck Level Chafing Chain

2700 - 3700

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 Bu Samra Cargo Operating Manual
5.7.3 forward Emergency Towing Equipment e) The tug will continue heaving until the towing line has passed
through the Panama chock. At this point the towing line must be
Manufacturer: Tanktech Company Ltd secured to a point close to the bow stopper.
Model: Keta-45F
f) Unshackle the messenger line from the secured towing line and
Safe working load: 200 tonnes
attach to one end of the chafing chain with the shackle. Request
Chaffing chain: 76mm diameter the tug to take the weight on the messenger line which will draw
the end of the chafing chain across in front of the bow stopper
and close to the towing line.
Description and Operation of Forward Towing Equipment

The emergency towing arrangement is designed to comply with IMO resolution g) Transfer the messenger line to the free end of the chafing chain,
MSC 35(63), chapter V regulation 15-1 as amended in SOLAS 1994 and and heave gradually across and up through the chain stopper.
classification society regulations.
h When the chain has entered the chain stopper, engage the pawl
The forward arrangement comprises the chafing chain and chain stopper. The mechanism and thus securing the end of the chain.

SAMSUNG
chain stopper forms the strongpoint and transmits the load to the vessel’s
structure through the strengthened area that it is mounted upon. i) Attach the towing line to the outboard end of the chafing chain
and remove the lashing from the towing line. Request the tug to
The chain is locked into the chain stopper by a manually operated swinging arm take the weight on the towing line which will draw the chafing
that abuts the chain link when in the locked position. The leverage is arranged chain out through the Panama chock.
so that as load increases on the chain from the towing action, the force exerted
on the lever serves to lock it even more securely. It is not possible to release j) Once the slack has been removed, the tug can start to tow.
the stopper when there is load on the chain. To do so, a rope can be attached

QGTC
to the free end of the chain and around a pedestal roller to the mooring winch. Note: Where the tug or towing vessel is unable to provide a suitable joining
This can be used to haul back on the chain and relieve the load on the stopper, shackle, one of the ship’s spare anchor joining shackles may be used.
thus allowing the arm to be swung up clear of the chain link.
WARNING
The chafing chain passes through the Panama chock and terminates with a
As with any mooring operation, safe handling of lines and chains requires
link to which the tow rope is attached. As its name suggests, the chafing chain
clear communication between all parties and constant awareness of the
is used for the section of the tow where chafing could result in damage to the
situation. All the safety procedures observed during mooring operations
equipment, as it passes through the Panama chock.
are to be employed at this time.

Emergency Procedure - Forward Equipment

a) Remove the securing wires from the chafing chain and lock
open the chain stopper pawl by means of the toggle pin.

b) Pass a heaving line to the tug though the Panama chock. The tug
will attach a messenger rope to the heaving line.

c) Retrieve the heaving line and pass the line through the chain
stopper and around the bitts, back to the tug via the Panama
chock.

d) The tug will heave the attached messenger line on board and
around the fittings and back to the tug, and then heave the
towing line across to the vessel.

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Illustration 5.7.4a Aft Emergency Towing Arrangement

Marker Buoy

Plastic Float Hard Eye Thimble Towing Pennant Fairlead Strongpoint Stopper Socket

Deck Level

Pick-up Rope Messenger Rope

Ship's Side

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Pick-up Gear

Sealing Box and Cover Arrangement Storage Drum

QGTC
Deck Level
Storage Box
For
Pick-up Gear

Stern of Ship Upper Deck

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5.7.4 AFT Emergency Towing Equipment Fairlead and Strongpoint Retrieval
The fairlead is the strongpoint in the system and is mounted on a strengthened a) Remove the flange on the end of the centrifugal brake and install
Manufacturer: Tanktech Co. Ltd. part of the deck, able to withstand the forces exerted during the tow. It is the air motor, complete with all ancillaries.
Type: Keta-40A arranged with a tapered entry point so that the shackle linking the towing
Messenger line: 40mm x 100m, 22.3 tonnes breaking load, pennant to the retrieval rope cannot pass through. b) Slacken the band brake and then spool the retrieval wire on the
polypropylene smallest/stopper side of the drum.
Pick-up rope: 16mm x 20m, 3.8 tonnes breaking load Pick-Up Gear
Weak link on winch: 3 tonnes breaking load c) Check that the pennant stopper is falling into the cradle side of
The pick-up gear is stored in a box mounted to the side of the fairlead. The the drum. If not, move the wire in the wire lock until it rests
Towing rope: 80mm x 80m box has a drop-down cover and is arranged so that when the cover is opened, correctly.
Retrieval rope: 25mm x 15m the pick-up gear drops into the sea. The pick-up gear is attached to the end of
the towing pennant through the fairlead and is therefore ready for use with no d) When the pennant stopper is resting correctly on the drum,
attaching of the gear necessary. the towing pennant must be guided through the split flange to
Description and Operation of the Aft Emergency Equipment the storage side of the drum. Spool the towing pennant onto
The pick-up gear comprises of a marker buoy with a self-igniting light attached

SAMSUNG
the drum and monitor that the correct spooling is obtained.
The aft towing arrangement is intended for quick release and easy retrieval. A to a pick-up rope. The pick-up rope is buoyant and brightly coloured to make it Rinse off the towing pennant with fresh water while it is being
storage box contains the pick-up gear, marker buoys and messenger rope. The easily visible, and is attached to a heavier gauge messenger rope which is used retrieved.
towing pennant and retrieval rope are stored on the storage drum situated under by the towing vessel to haul the towing pennant on board.
the deck in the steering flat forward of the fairlead and the strongpoint.
e) Replace the shackle for the turnbuckle and weak link and tighten
Emergency Procedure the turnbuckle.
Storage Drum
Deployment f) Remove the air motor and replace the cover on the centrifugal
The storage drum houses the towing pennant and retrieval rope, and it is fitted
with a manually controlled band brake used to regulate the pay-out tension of a) Pull the toggle pin out of the pick-up gear box and pull the brake.

QGTC
the ropes and thus prevent the rope from running away and becoming caught wedge handle forward.
up in the drum. g) Recover the pick-up gear, rinsing it in fresh water and allowing
b) The gear inside containing the pick-up line and buoys will drop it to dry before re-stowing it in the pick-up gear container.
The drum has a bottle-screw securing arrangement incorporating a weak link into the sea. Remember to figure-of-eight the messenger rope on top of the
to prevent it from rotating when not in use. This should be released prior to messenger line and to re-stow the light buoys upside down.
testing the operation of the equipment. In normal operation the weak link is c) Once the towing vessel has retrieved the pick-up gear, it will
designed to break when a force of more than three tons is applied during actual secure the messenger rope and start to pull on it at a low load.
The weak link on the stowage drum will break (at approximately
Maintenance Procedures
deployment.
3 tonnes load) and the towing pennant will start to fall into the
a) Check the operation of the centrifugal brake.
An air motor can be engaged to the drum and used to wind in the pennant and sea.
rope when its recovery is required.
b) Check the condition of the towing pennant and the pick-up
d) The band brake should be operated to control the rate of
gear.
deployment of the towing pennant.
Guide Pipe and Sealing Box
As the unit is fitted under the deck, it is fitted with a guide pipe to prevent the c) Check the operation of the light buoy.
e) When the towing pennant is fully paid-out, the stopper will come
towing pennant fouling on the ship’s structure. The guide pipe is fitted with a up against the towing bracket. At this point, the towing vessel
conical guide at the drum end to prevent the end socket on the towing pennant can secure the towing pennant and towing can commence.
from fouling the end of the guide pipe.
CAUTION
The outboard end of the guide pipe is fitted with a sealing box arrangement
Never deploy the towing pennant with the air motor connected to the
to prevent sea water ingress. This sealing arrangement is fitted at the fairlead/
storage drum. The towing vessel should not use its engines to pull out
strongpoint end and consists of a cover/bracket combination which is packed
with grease to make a watertight seal. the towing pennant. The pennant should be allowed to free-fall until the
pennant stopper is in position against the towing bracket, at which point
tow may commence.

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 Bu Samra Cargo Operating Manual

Illustration 5.8a Hose Handling Crane

2 Key
1
1 Ring Platform

2 Slewing Device

3 Control Platform
3.75m
4 Control Valve Unit

5 5 Limit Valve (For Luffing)

6 6 Service Platform
3 4
7 Hoisting Device

8 Eye Plate

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9 Wire Guide

7 10 Wire Rope
9
8 10
1.823m 11 Jib

12 Jib Head
ORiENTAL SWL 10T 4.5 - 20M 11 12
13 Load Block

14 14 Upper Post
Jib Rest

QGTC
Remote Lubrication Upper Cylinder Pin
15 Yard Supply
15 Safety Band

18 16 Hydraulic Pump
2.605m 1.5m
13 17 Slewing Ring

18 Luffing Cylinder
16
10.428m 17
19 Electric Motor

20 19 20 Protection Box
6.4m
21 Pedestal
About 3m
22 Manhole

23 Lifting Hook

4.3m Maximum Lifting Height 45m

21

22 23
1.885m

Maximum Working Radius 20m

1.630m Minimum Working Radius 4.5m Jib Rest Distance 17.185m

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5.8 Lifting Equipment Provisions Cranes The main on/off isolating switch is located in the air handling room, upper
deck, on the group three switchboard.
Manufacturer: Oriental
Hose Handling Cranes
Model: HPC-0714 Safety Features
Manufacturer: Oriental No. of sets: 2
Model: HHC 320-1020 SWL: 6.5 tons The crane is provided with the following safety features:
No. of sets: 2 Radius maximum: 14.0m
1. Load Limiting System
SWL: 10.0 tonnes Radius minimum: 3.9m
The main hydraulic circuit is protected from over-pressure by a
Radius maximum: 20.0m Hook travel: 52m relief valve. In addition, each hydraulic circuit is equipped with a
Radius minimum: 4.5m Hoisting speed at SWL: 12 rpm approximately relief valve set to activate corresponding to the crane capacity.
Hook travel: 45.0m Slewing sector: 300° port
315° starboard 2. Hook Stop
Hoisting speed, no load: 24m/minute approximately
The hook movement will be automatically stopped in top and
Hoisting speed at SWL: 12m/minute approximately Slewing speed: 0.5 rpm approximately

SAMSUNG
bottom positions by limit switches.
Slewing sector: 360 degrees Luffing up to 75°: 85 seconds approximately
Slewing speed: 0.6 rpm approximately Luffing down: 75 seconds approximately 3. Fail-Safe Brakes
Luffing up to 78°: 110 seconds approximately List/trim limits: 5/2 degrees Both winch motor and slewing motors are provided with
Weight of crane: 9.7 tonnes approximately oversized fail-safe brakes, the brakes are spring operated and
Luffing down: 95 seconds approximately
pressure released. The brakes will engage automatically if the
List/trim limits: 5/2 degrees Steel wire rope: 18mm diameter, galvanized non-rotating
control lever is in the neutral position and the brakes are spring
Weight of crane: 20.1 tonnes activated so that they can close automatically upon failure of the
With wandering lead and remote operation box. hydraulic system.
Steel wire rope: 22mm diameter, galvanized non-rotating

QGTC
4. Luffing Stop
Cargo Machinery Room Crane Description of the Hose Handling Crane The luffing cylinder is designed for safe buffering in the extreme
positions.
Each hose handling crane consists of a base column, slewing ring, column
Manufacturer: Oriental and gear, jib and hoisting gear facilitating 360° movement and a 20.0m reach.
Model: HPC-170-0616 5. Load Holding Valves
Each crane is provided with an open control platform on the side of the crane
Winch motor, hydraulic cylinders and slewing motors are
No. of sets: 1 house. All electrical, hydraulic and mechanical units required for the operation
all provided with load holding valves, which will freeze the
SWL: 6 tonnes of the crane are housed inside the crane pedestal. Attached to the block hook is
movement in case of hose rupture or other failure causing
a detachable chain pennant with a lifting hook, the pennant being attached to
Radius maximum: 16.5m pressure drop.
the crane hook by a shackle. The length of the chain pennant is approximately
Radius minimum: 4.6m 3.0m (including hook and shackle).
Hook travel: 57.0m The crane can be stopped in an emergency by pressing the STOP pushbutton
on either the starter panel or the remote control panel on the after end of the
Hoisting speed at SWL: 12m/min approximately Driving Units pedestal. Additionally, there is an EMERGENCY STOP valve close to the
Slewing sector: 360 degrees control position which in an emergency should be turned to the open position.
The crane is electro-hydraulically operated with the hoisting, slewing and jib
Slewing speed: 0.5 rpm approximately movement being powered by the self-contained hydraulics. A single hydraulic Further, an emergency handpump is provided, stored close to the control
Luffing up: 100 seconds approximately pump supplies the hydraulic motors for these operations. position, to enable the crane to be slewed and the jib and load to be lowered.
Luffing down: 90 seconds approximately
Heel/trim limits: 5/2 degrees Crane Controls Operation of the Hose Handling Cranes
Weight of crane: 8.7 tonnes approximately The hoisting, luffing and slewing movements of the crane are steplessly
a) Verify that the ship is within the list and trim limits (5/2
Steel wire rope: 18mm diameter, galvanized non-rotating controlled by hydraulic control levers and carried out from the control stand
degrees).
position. The control levers are ‘spring centred’ and designed to return to the
neutral position when released. The remote start/stop pushbutton is housed
b) Visually check that the wires run correctly in the sheaves.
inside a protection box and is located on the after end of the crane pedestal at
the access platform level.

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Illustration 5.8b Cargo Machinery Room Crane

5 Key

2.7m 1 Limit Valve (For Slewing)

2 Control Platform

3 Control Valve Unit

6
4
2 3 4 Ring Platform
1
5 Slewing Motor

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6 Service Platform

7 Hoisting Device
7 9
8 Eye Plate
8
1.753m 10
9 Wire Guide

ORiENTAL SWL 6.T 4.6 - 16.5M(7.5°) 11

12 10 Wire Rope

11 Jib
14

QGTC
Remote Lubrication Upper Cylinder Bearing 12 Jib Head
15

13 Load Block
18
2.24m About 1.7m
14 Limit Valve (For Luffing)
13
15 Upper Post

16 16 Hydraulic Pump
5.993m 17
17 Slewing Ring
20 19
18 Luffing Cylinder
1.7m 4.1m
Maximum Lifting Height 57m 19 Electric Motor

20 Protection Box

21 Pedestal
2.00m
22 Manhole
21

22

1.33m Minimum Working Radius 4.6m Jib Rest Position = 12.00m

Maximum Working Radius 16.5m

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c) The main and control panel isolation switches in the air handling CAUTION Possible Hazards
room on the upper deck should be left in the ON position in
Operate the lever smoothly and slowly to avoid snatching the lift and During the operation of the crane the levers must be operated slowly and
order to ensure the space heater remains in operation when the
possibly overloading the winch. Additionally, smooth operation will smoothly in order not to induce a swinging motion in the hanging load.
crane is not in use.
increase the life of the equipment. Extreme care must also be taken when operating the crane in the winch-up
d) Check the system oil level and temperature via the sight glass or jib-up motion, where the jib angle is nearing its maximum value and the
located below the operations platform. hook is close to the hook stop, as the load may hit the underside of the jib. The
2. Luffing Control
operator must always be able to see the landing area for the load, or be in direct
e) Press the START pushbutton. Moving this control lever in the JIB UP direction will raise the contact with somebody who can see the landing area.
jib, whilst moving the control lever in the JIB DOWN direction
f) Lower the hook and unlash the securing strop. Luff the jib out will lower the jib. Cranes should only be operated by personnel who have received formal on-
of its support cradle. board training, have achieved the necessary level of competency, and have been
CAUTION issued with the appropriate certificate for the equipment they are required to
g) Operate the crane using the control levers as required. operate.
Operate the lever smoothly and slowly to avoid introducing shock loads
to the crane. Additionally, smooth operation will increase the life of the

SAMSUNG
Illustration 5.8c Crane Operation Levers
equipment.
LEFT DOWN DOWN
Cargo Machinery Room Crane
CRANE JIB HOOK

RIGHT UP UP
3. Slewing Control The cargo machinery room crane consists of a base column, slewing ring,
column and gear, jib and hoisting gear facilitating 360° movement and a 16.5m
Moving this control lever in the CRANE RIGHT direction will
reach. The crane is provided with an open control platform on the side of the
slew the crane to the right, whilst moving the control lever in the
CRANE LEFT direction will slew the crane to the left. crane house. All electrical, hydraulic and mechanical units required for the
operation of the crane are housed inside the crane pedestal.
CAUTION

QGTC
Operate the lever smoothly and slowly to avoid the load developing Driving Units
a swing. Additionally, smooth operation will increase the life of the The crane is electro-hydraulically operated with hoisting, slewing and jib
equipment. movement driven by hydraulic operation. A single hydraulic pump supplies the
hydraulic motors for the hoisting, slewing and luffing operations.
Note: Any two of the three operating modes may be carried out simultaneously,
but will result in reduced speed. Crane Controls
The hoisting, luffing and slewing movements of the crane are steplessly
Procedure to Shut Down controlled by hydraulic control levers and carried out from the control stand
position. The control levers are designed to return to the neutral position when
a) Slew the crane to the normal secured position. released. The remote start/stop pushbutton is housed inside a protection box
and is located on the after end of the crane pedestal.
b) Lower the jib into its support cradle.
The main on/off isolating switch is located in the air handling room, upper
c) Lower the hook block and re-attach the securing strop. deck, on the group three switchboard.

d) Carefully raise the hoist to put the strop under a slight tension.
The unit is designed to operate in an ambient air temperature of between -10°C Safety Features
and +50°C. e) When the crane is secure, press the STOP pushbutton to stop the
motor. The crane is provided with the following safety features:
Crane Operation Control 1. Load Limiting System
f) Leave the main and control panel isolation switches in the ON
1. Hoisting Control The main hydraulic circuit is protected from over-pressure by a
position to ensure the space heater remains in operation.
relief valve, in addition each hydraulic circuit is equipped with a
Moving this control lever in the HOOK UP direction will raise relief valve, set to activate corresponding to the crane capacity.
the load, whilst moving the control lever in the HOOK DOWN
direction will lower the load.

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Illustration 5.8d Provisions Crane

5 Key

3.5m 1 Limit Valve (For Slewing)

2 Control Platform

3 Control Valve Unit

6
4
2 3 4 Ring Platform
1
5 Slewing Motor

SAMSUNG
6 Service Platform

7 Hoisting Device
7 9
8 Eye Plate
8
1.753m 10
9 Wire Guide

ORiENTAL SWL 6.5T 3.9 - 14M(7.5°) 11

12 10 Wire Rope

11 Jib
14

QGTC
Remote Lubrication Upper Cylinder Bearing 12 Jib Head
15

13 Load Block
18
2.24m About 1.7m
14 Limit Valve (For Luffing)
13
15 Upper Post

16 16 Hydraulic Pump
8.323m 17
17 Slewing Ring
20 19
18 Luffing Cylinder
1.7m 6.4m
Maximum Lifting Height 52m 19 Electric Motor

20 Protection Box

21 Pedestal
4.33m
22 Manhole
21

22

1.33m Minimum Working Radius 3.9m Jib Rest Position = 12.497m

Maximum Working Radius 14m

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2. Hook Stop Crane Controls 4. Luffing Stop
The hook movement will be automatically stopped in top and The hoisting, luffing and slewing movements of the crane are steplessly The luffing cylinder is designed for safe buffering in the extreme
bottom positions by limit switches. controlled by hydraulic control levers and carried out from the control stand positions.
position. The control levers are ‘spring centred’ and designed to return to the
neutral position when released. The remote start/stop pushbutton is housed
3. Fail-Safe Brakes 5. Load Holding Valves
inside a protection box and is located on the after end of the crane pedestal
Both winch motor and slewing motors are provided with at the access platform level. Control can also be achieved by means of a Winch motor, hydraulic cylinders and slewing motors are
oversized fail-safe brakes, the brakes are spring operated and remote control connected to a 10 metre wandering lead. The lead connects to a all provided with load-holding valves which will freeze the
pressure released. The brakes will engage automatically if the receptacle mounted on the engine casing. This remote control has two joysticks, movement in case of hose rupture or other failure causing
control lever is in the neutral position, and the brakes are spring one controlling hoisting and slewing whilst the other joystick controls luffing. pressure drop.
activated so that they can close automatically upon failure of the
hydraulic system. The starter cabinet is located in the funnel casing and has the following 6. Slewing Stop
features:
Each crane is provided with limit switches for limiting the
4. Luffing Stop • Main on/off isolating switch slewing sector.

SAMSUNG
The luffing cylinder is designed for safe buffering in the extreme • Start pushbutton
positions. The crane can be stopped in an emergency by pressing the STOP pushbutton
• Stop pushbutton
on either the starter panel or the remote control panel on the after end of the
• Source light pedestal. Additionally, there is an EMERGENCY STOP valve close to the
5. Load-Holding Valves
control position which in an emergency should be turned to the open position.
• Ammeter
Winch motor, hydraulic cylinders and slewing motors are Further, an emergency handpump is provided, stored close to the control
all provided with load-holding valves which will freeze the • Space heater switch and light position, allowing the crane to be slewed and the jib and load to be lowered.
movement in case of hose rupture or other failure, causing
• Running hour meter
pressure drop.

QGTC
Operation of the Provisions Handling Crane
Safety Features
Operation of the Cargo Machinery Room Crane a) Verify that the ship is within the list and trim limits (5/2
The crane is provided with the following safety features: degrees).
This single unit is of a similar design to the hose handling crane and the
operation of this crane is the same as for the hose handling crane. b) Visually check that the wires run correctly in the sheaves.
1. Load Limiting System
The main hydraulic circuit is protected from over-pressure by c) The main and control panel isolation switches in the funnel
Description of the Provisions Handling Crane a relief valve, in addition, each hydraulic circuit is equipped casing should be left in the ON position to ensure the space
with a relief valve, set to activate corresponding to the crane heater remains in operation when the crane is not in use.
Two provisions handling cranes are provided, one each on the port and starboard capacity.
side of B deck engine casing Each provisions handling crane consists of a d) Check the system oil level and temperature via the sight glass
base column, slewing ring, column and gear, jib and hoisting gear facilitating located below the operations platform.
limited sector movement and a 17.0m reach. Each crane is provided with an 2. Hook Stop
open control platform on the side of the crane house. All electrical, hydraulic The hook movement will be automatically stopped in top and e) Press the START pushbutton.
and mechanical units required for the operation of the crane are housed inside bottom positions by limit switches.
the crane pedestal. Crane slewing is limited to 300° on the port crane and 315° f) Lower the hook and unlash the securing strop. Luff the jib out
on the starboard crane. These limits are governed by the presence of the funnel of its support cradle.
and engine casing superstructure. 3. Fail-Safe Brakes
Both winch motor and slewing motors are provided with g) Operate the crane using the control stand levers or the wired
Driving Units oversized fail-safe brakes, the brakes are spring operated and remote control as required.
pressure released. The brakes will engage automatically if the
The crane is electro-hydraulically operated with hoisting, slewing and jib control lever is in the neutral position and the brakes are spring
movement driven by hydraulic operation. A single hydraulic pump supplies the activated so that they can close automatically upon failure of the
hydraulic motors for the hoisting, slewing and luffing operations. hydraulic system.

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Crane Operation Control CAUTION
Operate the lever smoothly and slowly to avoid the load developing
1. Hoisting Control a swing. Additionally, smooth operation will increase the life of the
equipment.
Moving this control lever in the HOOK UP direction will raise
the load, whilst moving the control lever in the HOOK DOWN
direction will lower the load. Note: Any two of the three operating modes may be carried out simultaneously,
but will result in reduced speed.
CAUTION
Alternative control can be achieved by means of a remote control connected
Operate the lever smoothly and slowly to avoid snatching the lift and to a 10 metre wandering lead. Two joysticks perform the same functions as
possibly overloading the winch. Additionally, smooth operation will described above.
increase the life of the equipment.

2. Luffing Control
Procedure to Shut Down

SAMSUNG
Moving this control lever in the JIB UP direction will raise the a) Slew the crane to the normal secured position.
jib, whilst moving the control lever in the JIB DOWN direction
will lower the jib. b) Lower the jib into its support cradle.

CAUTION c) Lower hook block and re-attach the securing strop.

Operate the lever smoothly and slowly to avoid introducing shock loads
to the crane. Additionally, smooth operation will increase the life of the d) Carefully raise the hoist to put the strop under a slight tension.
equipment.

QGTC
e) When the crane is secure, press the red STOP pushbutton to stop
the motor.
3. Slewing Control
Moving this control lever in the CRANE RIGHT direction will f) Leave the main and control panel isolation switches in the ON
slew the crane to the right, whilst moving the control lever in the position to ensure the space heater remains in operation.
CRANE LEFT direction will slew the crane to the left.
Possible Hazards
During the operation of the crane the levers must be operated slowly and
smoothly in order not to induce a swinging motion in the hanging load.
Extreme care must also be taken when operating the crane in the winch-up
or jib-up motion, where the jib angle is nearing its maximum value and the
hook is close to the hook stop, as the load may hit the underside of the jib. The
operator must always be able to see the landing area for the load, or be in direct
contact with somebody who can see the landing area.

Cranes should only be operated by personnel who have received formal on-
board training, have achieved the necessary level of competency, and have been
issued with the appropriate certificate for the equipment they are required to
operate.

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Section 6: Cargo Operations 6.5.1 Preparation for Discharging

6.5.2 Liquid Line Cooldown Before Discharging

6.1 Interbarrier Space and Insulation Space Inerting
6.5.3 Arm Cooldown Before Discharging
6.1.1 Insulation Space Inerting 6.5.4 Discharging With Vapour Return from Shore
6.1.2 In-Service Test 6.5.5 Discharging Without Vapour Return from Shore

SAMSUNG
6.5.6 Ballasting
6.2 Post Dry Dock Operation

6.2.1 Drying Cargo Tanks 6.6 Ballast Passage

6.2.2 Inerting Cargo Tanks 6.6.1 Ballast Voyage With Reliquefaction

6.2.3 Gassing-Up Cargo Tanks

QGTC
6.6.2 Cooling Down Cargo Tanks Prior to Arrival
6.2.4 Cooling Down Cargo Tanks 6.6.3 Sloshing Inside the Cargo Tanks

6.3 Loading and Deballasting 6.7 Pre Dry Dock Operations

6.3.1 Preparations for Loading 6.7.1 Stripping and Line Draining

6.3.2 Cargo Line Cooldown 6.7.2 Tank Warm-Up
6.3.3 Loading Cargo with Vapour Return to Shore via the High Duty Compressor 6.7.3 Gas Freeing
6.3.4 Draining and Inerting Manifold Pipes and Loading Arms 6.7.4 Aerating
6.3.5 Deballasting
6.8 One Tank Operations
6.4 Loaded Voyage with Boil-off Gas Reliquefaction
6.8.1 Warm-Up
6.4.1 Loaded Voyage with BOG Reliquefaction 6.8.2 Gas Freeing

6.8.3 Aerating
6.5 Discharging and Ballasting
6.8.4 One Tank Drying/Inerting

6.8.5 One Tank Gassing-Up and Cooling Down

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 Bu Samra Cargo Operating Manual

Illustration 6.1.1a Insulation Space Pressure Control

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual
6.1 Interbarrier Space and Insulation Space 3.5kPa for the IS above atmospheric. A manual bypass with a globe valve is Position Description Valve
Inerting provided for local venting and sweeping of a space if required.
Closed IS exhaust sample/purge valve CN541
The nitrogen production plant is maintained in an automatic mode, but during Closed IBS exhaust control valve CN506
6.1.1 Insulation Space Inerting normal operations, one generator (capacity 150m3/h) is able to maintain Closed IBS exhaust control isolation valves CN512, CN513
the pressure in the buffer tank owing to the small demands placed upon the Closed IBS exhaust control bypass valve CN514
On completion of a dry dock period, the insulation and interbarrier spaces may
system. When a high nitrogen demand is detected, the second generator will Closed IBS exhaust sample/purge valve CN531
require inerting and this can be carried out either by using the on board nitrogen
start automatically. (See Section 4.8 of this manual for details of the nitrogen
generator or having the nitrogen vapour supplied from ashore. Normally, the
production plant.) c) Remove the safety relief valves CR503 and CR504 on No.5
ship’s nitrogen generators are sufficient for providing the nitrogen.
liquid dome and replace with the twin water guard system
Prior to any inerting of these spaces, either with the nitrogen being supplied Operating Procedure for Vacuum Process units.
from ashore or on board, great care has to be taken to ensure that all sampling
and control systems are fully operational and personnel are fully conversant (See illustration 6.1.1b.)
d) Remove the safety relief valves CR501 and CR502 on No.5
with the operation. vapour dome and connect to the vacuum pump.
Because the insulated spaces must be at the same pressure during evacuation, a

SAMSUNG
If possible, the cargo tanks should be maintained at a pressure of at least 3kPa temporary bypass is installed between the IBS and IS exhaust lines at the relief
valve flanges on the gas dome, the relief valve having been removed. Similarly, e) Close the inlet valve on each of the twin water guard units.
above atmospheric during the inerting and drying of the insulation spaces to
reduce the risk of over-pressurising the spaces. a pressure gauge and twin water guard system is installed at the relief valve
flanges on the liquid dome. During the vacuum process the inlet valve to this f) Start the vacuum pump and carefully bring the insulation spaces
In the extreme case where the oxygen content in the insulation spaces was unit must be closed. down to a 20kPa absolute vacuum, monitoring the progress
above 10%, then the vacuum pumps would be required to pull a 20kPa absolute locally on the twin water guard system pressure gauges and the
vacuum in both the IBS and IS spaces simultaneously and back-fill with Assuming the No.5 cargo tank insulation space is to be evacuated and refilled, local pressure gauge board.
nitrogen. proceed as follows:
g) When the insulation spaces reach a 20kPa absolute vacuum,

QGTC
The vacuum pump is supplied from shore as the vessel does not normally carry a) Set the nitrogen supply valves to the interbarrier and insulation stop the vacuum pump and slowly open the nitrogen supply to
these. spaces as follows: the spaces via the bypass valves CN517, CN520 and CN523,
and fill to a pressure of 95kPa absolute, open the inlet valve to
Before cooling down the cargo tanks, the nitrogen in the insulation spaces Position Description Valve the twin water guard system to prevent over-pressurisation of
should contain less than 3% oxygen and be dryer than 10% dew point. The Closed IS supply sample/purge valve CN544 the spaces.
nitrogen provides a dry and inert medium for the following purposes:
Closed IS supply bypass valve CN517
• To prevent the formation of a flammable mixture in the event of h) Repeat the above process three times or until the nitrogen in the
Closed IS supply control valve CN507 insulation spaces contains less than 3% oxygen and dryer than
an LNG leak
Closed IS supply control isolating valves CN515, CN516 10% dew point.
• To permit easy detection of a leak through a barrier Closed IS portable gas sampling high point valve CN543
• To prevent corrosion Closed IBS supply bypass valves CN520, CN523 i) When the nitrogen content in the insulation space is within
Closed IBS supply control valve CN508 the required limits the system can be set up ready for normal
The nitrogen is produced by two nitrogen generators located in the engine operations.
Closed IBS supply control isolating valves CN518, CN519
room and is stored in a pressurised 65m3 buffer tank at 0.9MPa, ready to be
supplied to the pressurisation headers through make-up regulating valves. Closed IBS portable gas sampling low point valves CN521, CN532
CAUTION
CN533
The pressure within the insulation spaces should be kept at atmospheric
From the headers, branches are led to the interbarrier and insulation spaces of Closed IBS portable gas sampling high point valves CN522, CN535
until the tank pressure increases sufficiently for it to be constantly
each tank. Any excess nitrogen is vented through regulating exhaust valves to
maintained at least 3kPa above the insulation spaces pressure during
the nitrogen vent mast on each tank from the IBS and to deck from the IS. b) Set up the nitrogen exhaust valves to the interbarrier and
normal operations. This is because the insulation spaces MUST be
insulation spaces as follows:
protected at all times against over-pressurisation which could result in
The system is automatically maintained by alternate exhaust and make-up as
membrane failure.
the atmospheric pressure and the temperature rises and falls between a pressure Position Description Valve
of between 0.5kPa and 1.0kPa above atmospheric.
Closed IS exhaust control valve CN505
Both the IBS and IS spaces on each tank are provided with pressure relief Closed IS exhaust control isolating valves CN509, CN510
valves which open at a pressure, sensed in each space, of 3kPa for the IBS and Closed IS exhaust control bypass valve CN511

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 Bu Samra Cargo Operating Manual

Illustration 6.1.1b Nitrogen System Reference Shipyard Drawing: MB601.62 Revision D - Pressurisation System
50 VF Key
From
Nitrogen Buffer CN701 CN702 CN713 Nitrogen
Tank in Nitrogen PI CN
Generator Room CN714 CN710 CN711 CN712 715
Insulation Space Pressurisation Header 50

50 Purging and Sealing Header 25

CN546 PI VF PI

CN CN CN CN CN
To Gas CN 501 To Gas CN 401 To Gas CN 301 To Gas CN 201 To Gas CN 101
Detector 509 Detector 409 Detector 309 Detector 209 Detector 109

CN CN CN CN CN CN CN CN CN CN
515 505 415 405 315 305 215 205 115 105
50 DPI
50 25 DPI
50 50 50 20 50 25 DPI
50 50 50 20 50 25 DPI
50 50 50 20 50 25 DPI
50 50 50 20
CN CN CN CN CN CN CN CN CN CN CN CN CN CN CN

SAMSUNG
25
507 510 511 407 410 411 307 310 311 207 210 211 107 110 111
PI PI PI PI PI

CN CN CN CN CN CN CN CN CN CN CN CN CN CN CN
517 516 PI 541 417 416 PI 441 317 316 PI 341 217 216 PI 241 117 116 PI 141

CN
543
Nitrogen CN CN CN CN
Purge Exhaust 443 No.4 343 No.3 243 No.2 143 No.1
CN544 CN CN444 CN CN CN344 CN CN CN244 CN CN CN144 CN CN
Line from Gas Tank Tank Tank Tank
PI PT 530 PI PT 446 430 PI PT 346 330 PI PT 246 230 PI PT 146 130
Combustion No.5 50
Unit CN Tank
550 To Gas To Gas To Gas To Gas

QGTC
CN CN Detector CN Detector CN Detector CN Detector
To Gas
503 CN540 403 303 203 103
Detector
K M T S K M T S K M T S K M T S K M T S
From V V
VLiquid N Gas Liquid N
V Gas Liquid N Gas Liquid N
V Gas Liquid N Gas
Compressor
IBS

IBS

IBS

IBS

IBS

IBS

IBS

IBS

IBS

IBS
Dome Dome Dome Dome Dome Dome Dome Dome Dome Dome
IS

IS

IS

IS

IS

IS

IS

IS

IS

IS
I Seal Gas Line I I I I
H G L J F EDCB A R Q H G L J F EDCB A R Q H G L J F EDCB A R Q H G L J F EDCB A R Q H G L J F EDCB A R Q
CN CN CN CN CN
504 404 304 204 104
CN
To Gas CN CN CN CN
545
50 PI
15 50 100
Detector 50 PI
15 50 100 44525 50 50 PI
15 50 100 345 25 50 50 PI
15 50 80 245 25 50 50 PI
15 50 100 14525 50

CN533 CN433 CN333 CN233 CN133

DPI DPI DPI DPI DPI
CN CN CN CN CN
CN535 531 CN435 431 CN335 331 CN235 231 CN135 131
CN CN PT CN CN PT CN CN PT CN CN PT CN CN PT
522 532 422 432 322 332 222 232 122 132
CN CN CN CN CN CN CN CN CN CN
PI 513 514 PI 413 414 PI 313 314 PI 213 214 PI 113 114
50 50 20 50 50 20 50 50 20 50 50 20
CN521 PI CN CN421 PI CN CN321 PI CN CN221 PI CN CN121 PI CN
506 406 306 206 106

CN
512 CN CN CN CN
412 312 212 112
CN CN CN CN CN CN CN CN CN CN
520 519 420 419 80 320 319 80 220 219 80 120 119 80
To Spray CN502 To Spray To Spray To Spray To Spray
Line CN Line CN Line CN Line CN Line CN
508 408 308 208 108
CN CN CN CN
To Gas 436 CN402 336 CN302 236 CN202 136 CN102
CN CN CN CN CN CN CN CN CN CN CN
523 518 536 Detector 423 418 323 318 223 218 123 118
50 50 50 50 50
To Gas To Gas To Gas To Gas
To Seal Gas Line in Cargo Machinery Rooms and to Reliquefaction Plant Detector Detector Detector Detector

Issue: 1 - December 2009 IMO No: 9388833 Section 6.1 - Page 3 of 6

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 Bu Samra Cargo Operating Manual
Operating Procedure for Normal Inerting Set Points
(See illustration 6.1.1c.) Space Set Point Action
IBS 0.2kpa Low pressure alarm
a) The manual valves each side of the supply and exhaust control
IBS 0.5kPa Nitrogen supply valve control
valves together with the valves to the liquid and gas dome gauge
boards should be fully open. IBS 1.0kPa Nitrogen exhaust valve control
IBS 1.5kPa High pressure alarm
b) The IBS nitrogen supply control valves CN108, CN208, CN308, IBS 3.0kPa Pressure relief valve opens
CN408 and CN508, are normally set to open at 0.5kPa by the IS 0.0kPa Low differential pressure alarm
split range controller via the IAS, and the IS supply control
IS 0.4kPa Low pressure alarm
valves CN107, CN207, CN307, CN407 and CN507, are set for
IBS plus 0.2kPa, ie, 0.7kPa via the split range controller for the IS IBS + 0.2kPa (0.7kPa) Nitrogen supply valve control
space. IS 1.0kPa High differential pressure alarm
IS IBS + 0.5kPa (1.5kPa) Nitrogen exhaust valve control

SAMSUNG
c) The IBS exhaust valves CN106, CN206, CN306, CN406 and IS 2.5kPa High pressure alarm
CN506, are set for 1.0kPa via the space split range controller, IS 3.5kPa Pressure relief valve opens
and the IS exhaust valves CN105, CN205, CN305, CN405 and
CN505, are set for IBS plus 0.5kPa gauge, ie, 1.5kPa via the
space split range controller.

Note: Ensure that the manual bypass/isolating valves situated on both the
supply and exhaust lines on each tank are closed, eg, CN120 and CN123
No.1 tank IBS supply, CN114 for No.1 tank IBS exhaust.

QGTC
d) The pressure reduction valve from the nitrogen buffer tank,
CN001F, reduces the pressure from 1000kPa to 700kPa to
supply the IBS/IS pressurisation header.

e) Open the manual isolating valves CN714 (to purging and

sealing header), CN710 and CN712, on the insulation space
pressurisation header, and set the control valve CN711 to 30kPa
at the IAS, bypass valve CN713 is to be closed to allow the
supply of nitrogen to the headers from the nitrogen buffer tank
in the engine room.

In the event of cargo gas leakage into an insulation space, each space can be
swept with a continuous feed of nitrogen by opening the exhaust bypass valve
from the space and allowing a controlled purge. Close monitoring of the gas
analyser on this space will be necessary during purging.

CAUTION
The insulation spaces must be protected at all times against over-
pressurisation which could result in membrane failure.

A portable elbow bend can be connected to the IBS supply header for
connection to the spray line for IBS stripping if required, see Section 7.2 of
this manual for details.

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 Bu Samra Cargo Operating Manual

Illustration 6.1.1c Insulation Spaces Evacuation

PI CN713
To Gas
Combustion
CN710 CN711 CN712 Set: 60kPa
Unit CN701 CN702
PI CN715
VF VF
FM012 FM011
Interbarrier and Insulation
Spaces Pressurisation Header

CN714 PI

DPIC Purging and Sealing Header

PS PIAL CN546
DACS
PIAL
MM077
CN515 CN507 CN516 CN509 CN505 CN510
PI

CN517 CN511

SAMSUNG
Supply to Seal Gas Line
A in Cargo Machinery Rooms
CN031F PT and to Reliquefaction Plant
CN530
CN032F CN544
PI
FI CN543 CN541
FM013 CN542
PI PI DPI To Gas
To Gas
PI
Detector
CN030F Detector
Pressure Gauge and Twin
Gas Chambers Water Guard System Detail
No.5

IBS
IS
Dome PI PT PI DPI
VP

IBS
Liquid

IS

QGTC
PI
To Mooring Dome
Deck
Valve Closed
CN008F CN007F During IBS
A and IS
No.5 Liquid Dome Vacuum
CN006F CN004F Process
Gauge Board CN545
PI Water
CN002F CN001F
CN534 CN533
10 - 7MPa 10 - 7MPa
CN005F CN003F CN535 CN532
CN522 Twin Chambers Water Guard System is Used
DPIC
to Protect Insulated Spaces During Filling
Set: 1.2MPa CN531 With Nitrogen Operation
PT
NC520
To Gas CN513 CN506 CN512
PT
To Spray Line Detector CN514
Nitrogen Buffer Tank PI
(65m3)
CN523 NC520
FM505 To Gas
Detector CN536 CN550
From Compressor
Key
Seal Gas Line
CN540
To Primary Nitrogen
From Nitrogen Dirty Bilge Air
Generator Tank From Nitrogen Purge
CN518 CN508 CN519 Exhaust from Electrical Signal
Gas Combustion Unit
Pressure Gauge and
A Twin Chambers Water
Guard System Detail

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 Bu Samra Cargo Operating Manual
6.1.2 In-Service Test Illustration 6.1.2a IBS AND IS Piping Arrangement on Liquid Dome

Classification Society regulations require that the barriers of a membrane tank

should be capable of being checked periodically for their effectiveness. The From Interbarrier Space
Pressurisation Header
following covers the practice, recommendations and precautions which should
be taken during the in-service examination of the interbarrier and insulation F
From Insulation Space
spaces. Pressurisation Header
To N2 Vent Mast

To Gas Detector
Method for Checking the Effectiveness of the Barriers
Primary Barrier (304L Stainless Steel)
Each IBS space is provided with a permanently installed gas detection system
capable of measuring gas concentration at intervals not exceeding thirty
minutes. The results of this monitoring give a continuous indication of the
membrane tightness; any gas concentration in excess with regard to the steady

SAMSUNG
rates would be the indication of membrane damage.

Depending on the degree of leakage, the gas concentration can be controlled Safety Valve
by purging with nitrogen, or alternatively it may be necessary to take the vessel Connection
for IBS
out of service to effect repairs.

Secondary Barrier (Triplex)

QGTC
The insulation space is monitored in the same manner and the same procedures
for purging in the way that the IBS would be carried out. Leakage through the
secondary barrier will show as a migration of nitrogen from the higher to lower
pressure space, ie, IS to IBS. The IS supply (make-up) and IBS exhaust valves
will be continually open.
IBS

IS

am
ff erd
Co
N2 Distribution of Nitrogen at IBS Bottom and
Stripping of the Leaked Cargo in IBS (Bottom
AFT Part)

Portable Liquid Level Measuring (Bubbling Type)

and Portable Gas Sampling for IBS (Low Point)

Nitrogen Distribution at IBS Top and Portable

Gas Sampling High Point

Nitrogen Distribution in IS Safety Valve Connection for IBS

(Bottom Through Cofferdam AFT)
Aft IS with Portable Liquid Level Gauge
Bilge IS Safety Valve Pilot Portable Gas
Bubbling Type and Manual Sounding (AFT)
Well Sampling for IS (High Point)
and Portable Gas Sampling for IS (Low Point (AFT))

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 Bu Samra Cargo Operating Manual

Illustration 6.2.1a Drying Cargo Tanks (Summer)

Gas H
Combustion CL012 CL014 CL013 CL011
CG931 MV23 PCV5D
Unit

PSV5
Off-Gas Port Manifold Starboard
PCV5C CV44 LCV3
Heater
CS014 CS013

CS025
MV37
To and From HV10 FCV20

HCV2A

PCV5B
Reliquefaction

MV02

MV17
Flash Drum
Plant CL022 CL024 CL023 CL021
HV01 CV01 2nd 1st HV02
BOG Condenser BOG Desuperheater No.1 BOG Compressor

CS035
FCV10 HV26B CS024 CS023
Gas

MV35

MV47
CG924 TCV1 HV10
Combustion FCV20
CG930
Unit
CG926

CG072 CG071
No.1 No.2
BOG Heater HV01 CV01 2nd 1st HV02
No.2 BOG Compressor LNG

PCV2A

PCV2B
TCV2 CG918 CG074 CG073

CV14

CV15

CV07
CS034 CS033
Transfer

CG925
FCV10 HV26B
CG923 TCV1
Pumps

MV18
MV01

MV16
CG927

CL032 CL034 CL033 CL031

High Duty

MV36

MV09
SAMSUNG
TCV2 CG915 CG911 CG903
Heater CG917
No.1 HD Compressor

CG075

CS071
CG929
CS044 CS043
FCV3

HCV2B

CG711
CL042 CL044 CL043 CL041
LNG
FCV1

TCV2

CG916 CG912 CG904 MV34 LCV5B

Vaporiser
No.2 HD Compressor

CV48
CS901
CG928

Locked
Closed
CG900
Key
VAPOUR RETURN LINE
Dry-Air
GI702

Nitrogen*
CG708 CG707
Atmospheric Air*

QGTC
CG703
Ballast Line
CG710

CG704

CG706

CG705
BA526
CG709
CS703

CS702

CL701

Inert Gas/
Dry-Air from CS704 GAS MAIN
Engine Room VAPOUR MAIN

CG701

CG700
LIQUID MAIN

SPRAY MAIN CL700

CS701 CS700

CS705

CG702
CS505

CS405

CS305

CS205

CS105
CS503

CS403

CS303

CS203

CS103
CL107
CL507

CL407

CL307

CL207
H H H H H

CG100
CG500

CG400

CG300

CG200
CS404

CS304

CS104
CS204
CS504

CS510

CS500

CS410

CS400

CS300

CS200

CS100
H H H H H H H
CR501 CR401 CR301 CR201 CR101
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL504

CL404

CL304

CL204

CL104
CL501

CL401

CL302

CL202

CL102
H H H H H
CR500 CR400 CR300 CR200 CR100
CG501

CG401

CG301

CG101
CG201
CS508

CS507

CS408

CS407

CS308

CS307

CS208

CS207

CS108

CS107
CL500

CL400

CL300

CL200

CL100
CL503

CL502

CL403

CL402

CL303

CL301

CL203

CL201

CL103

CL101
H H H H H H H H H H H H H H H

Port Port Starboard Starboard Starboard

Starboard Starboard Port Port Port

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL306

CL305
CL506

CL505

CL406

CL405

CL206

CL205

CL106

CL105
No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank

No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump
Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps

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 Bu Samra Cargo Operating Manual
6.2 POST DRY DOCK OPERATION b) Install the elbow to connect the discharge line from the dry-air/ j) Monitor the dew point at the gas dome through the sample
inert gas plant with the liquid header. valves on the vapour header located between the two manual
6.2.1 Drying Cargo Tanks vapour valves, these valves are listed as CG166 and CG167
c) Confirm the spectacle flanges on the vapour dome are in the at the No.1 tank, and are also fitted on tanks Nos.2, 3, 4 and 5
open position. respectively.
Introduction
d) Open valve CL701 to supply dry-air to the liquid header. k) When the dew point has reached -20°C or less, close the filling
During a dry docking or tank inspection, the cargo tanks which have been and the vapour valves of the tank.
opened up and contain wet-air must be dried out before cargo can be carried e) Using the IAS, open the individual tank loading valves in
again. The drying process is necessary to avoid the formation of ice when the accordance with the following table: Note: The No.1 tank should be the final tank processed to ensure that the
tanks are cooled down, and to prevent the formation of corrosive agents if the system is always full of dry-air.
humidity combines with excess sulphur and nitrogen oxides present in the inert Position Description Valve
gas. l) Wet-air which may be contained in the discharge lines from the
Open No.1 tank loading valves CL100, CL107
Open No.2 tank loading valves CL200, CL207 cargo pumps, float level piping, and any associated pipework in
Before gassing-up, the tanks are filled with inert gas to prevent the possibility
the cargo compressor room must also be purged with dry-air;

SAMSUNG
of any flammable air/LNG mixtures forming. Normal humid air is initially Open No.3 tank loading valves CL300, CL307
this is normally carried out in conjunction with the drying of
displaced by dry-air and then the dry-air is displaced by inert gas produced Open No.4 tank loading valves CL400, CL407 the cargo tanks. Section 6.7.3 of this manual provides a detailed
from the dry-air/inert gas plant. (Refer to Section 4.9, Inert Gas Generator). Open No.5 tank loading valves CL500, CL507 procedure on this, simply substitute dry-air for inert gas.

Note: The inert gas is primarily nitrogen and carbon dioxide containing less f) Open the manual header valves to the vapour domes in m) When all of the tanks have been dried, stop the inert gas plant
than 1% oxygen and with a dew point of -45°C or below. accordance with the following table: and close the supply valve CL701 to the liquid header. Valve
CG701 is to be left open at all times, except for isolation or
In the summer the dry-air is heavier than the ambient air, therefore the dry-air Position Description Valve maintenance.
from the dry-air/inert gas plant is introduced to the bottom of the cargo tanks

QGTC
through the filling pipes. The ambient air is displaced from the top of each tank Open No.1 tank vapour valves CG100, CG101
Open No.2 tank vapour valves CG200, CG201 Note: It is necessary to lower the tank’s dew point by the use of dry-air to
through the vapour header, and is discharged from the vent mast at No.1 tank.
at least -20°C before feeding the tanks with inert gas. This is to avoid the
This is followed by introducing inert gas using the same piping route and the Open No.3 tank vapour valves CG300, CG301
formation of any corrosive agents.
displacement method. The nitrogen system should be ready to be brought into Open No.4 tank vapour valves CG400, CG401
use. Open No.5 tank vapour valves CG500, CG501 The parameters for operation are as follows:
Open Vapour header valve to No.1 vent mast riser CG701
In winter the dry-air can be lighter than the ambient air and in this case the
dry-air is introduced into the top of the tank through the gas dome and vapour Tanks 100% capacity (excluding domes) are as follows:
header. The ambient air is displaced up the filling line into the liquid header g) Raise the set point of the regulating valve CG702 to 10kPa
No.1 31,711.3m3
and then vented to atmosphere through the forward vent mast at No.1 tank. and maintain the cargo tank pressure at least 2kPa higher than
the insulation spaces, venting through the No.1 mast riser as No.2 58,694.4m3
necessary. No.3 58,695.5m3
The dry-air operation can be carried out in port or at sea, taking approximately
20 hours to reduce the dew point to < -20°C, at which time the plant operation No.4 58,688.4m3
is changed over to produce inert gas. h) Start the inert gas generator to produce dry-air, discharging to No.5 58,670.8m3
the funnel via the purge valve 6021 until the correct dew point is
Total volume = 266460.4m3
obtained. When the dew point is -45°C, the delivery valve 6041
Operating Procedure for Drying Tanks (Summer) to deck upstream of the two non-return valves on the dry-air/ Volume of dry-air produced per hour = 24,000m3/h
inert gas discharge line will be automatically opened and valve Time taken for aerating operation = 22 hours (2 volume changes)
(See illustration 6.2.1a above.)
6021 closes.
All of the valves are assumed closed prior to operations.
i) Monitor the dew point of each tank by taking a reading with
Dry-air with a dew point of -45°C is produced by the dry-air/inert gas plant at a portable meter at the five liquid dome sample lines. These
a flow rate of 24,000Nm3/h. sample lines measure at stepped levels from the top to the
bottom of the tank and the valves are in pairs, listed as SA150/
a) Prepare the dry-air/inert gas plant for use in the dry-air mode. SA151 to SA158/SA159 on No.1 tank and are also fitted on
tanks Nos.2, 3, 4 and 5 respectively.

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 Bu Samra Cargo Operating Manual

Illustration 6.2.1b Drying Cargo Tanks (Winter)

Gas H
Combustion CL012 CL014 CL013 CL011
CG931 MV23 PCV5D
Unit

PSV5
Off-Gas Port Manifold Starboard
PCV5C CV44 LCV3
Heater
CS014 CS013

CS025
MV37
To and From HV10 FCV20

HCV2A

PCV5B
Reliquefaction

MV02

MV17
Flash Drum
Plant CL022 CL024 CL023 CL021
HV01 CV01 2nd 1st HV02
BOG Condenser BOG Desuperheater No.1 BOG Compressor

CS035
FCV10 HV26B CS024 CS023
Gas

MV35

MV47
CG924 TCV1 HV10
Combustion FCV20
CG930
Unit
CG926

CG072 CG071
No.1 No.2
BOG Heater HV01 CV01 2nd 1st HV02
No.2 BOG Compressor LNG

PCV2A

PCV2B
TCV2 CG918 CG074 CG073

CV14

CV15

CV07
CS034 CS033
Transfer

CG925
FCV10 HV26B
CG923 TCV1
Pumps

MV01

MV16

MV18
CG927

CL032 CL034 CL033 CL031

High Duty

MV36

MV09
SAMSUNG
TCV2 CG915 CG911 CG903
Heater CG917
No.1 HD Compressor

CG075

CS071
CG929
CS044 CS043
FCV3

HCV2B

CG711
CL042 CL044 CL043 CL041
LNG
FCV1

TCV2

CG916 CG912 CG904 MV34 LCV5B

Vaporiser
No.2 HD Compressor

CV48
CS901
CG928

Locked
Closed
CG900
Key
VAPOUR RETURN LINE
Dry-Air
GI702

Nitrogen*
CG708 CG707
Atmospheric Air*

QGTC
CG703
Ballast Line
CG710

CG704

CG706

CG705
BA526
CG709
CS703

CS702

CL701

Inert Gas/
Dry-Air from CS704 GAS MAIN
Engine Room VAPOUR MAIN

CG701

CG700
LIQUID MAIN

SPRAY MAIN CL700

CS701 CS700

CS705

CG702
CS505

CS405

CS305

CS205

CS105
CS503

CS403

CS303

CS203

CS103
CL107
CL507

CL407

CL307

CL207
H H H H H

CG100
CG500

CG400

CG300

CG200
CS404

CS304

CS104
CS204
CS504

CS510

CS500

CS410

CS400

CS300

CS200

CS100
H H H H H H H
CR501 CR401 CR301 CR201 CR101
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL504

CL404

CL304

CL204

CL104
CL501

CL401

CL302

CL202

CL102
H H H H H
CR500 CR400 CR300 CR200 CR100
CG501

CG401

CG301

CG101
CG201
CS508

CS507

CS408

CS407

CS308

CS307

CS208

CS207

CS108

CS107
CL500

CL400

CL300

CL200

CL100
CL503

CL502

CL403

CL402

CL303

CL301

CL203

CL201

CL103

CL101
H H H H H H H H H H H H H H H

Port Port Starboard Starboard Starboard

Starboard Starboard Port Port Port

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL306

CL305
CL506

CL505

CL406

CL405

CL206

CL205

CL106

CL105
No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank

No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump
Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps

Issue: 1 - December 2009 IMO No: 9388833 Section 6.2 - Page 3 of 21

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 Bu Samra Cargo Operating Manual
Operating Procedure for Drying Tanks (Winter) i) Start the inert gas generator to produce dry-air, discharging to The parameters for operation are as follows:
the funnel via the purge valve 6021 until the correct dew point is
(See illustration 6.2.1b above.)
obtained. When the dew point is -45°C, the delivery valve 6041 Tanks 100% capacity (excluding domes) are as follows:
to deck, upstream of the two non-return valves on the dry-air/ No.1 31,711.3m3
All of the valves are assumed closed prior to operations.
inert gas discharge line will be automatically opened and valve
6021 closes. No.2 58,694.4m3
Dry-air with a dew point of -45°C is produced by the dry-air/inert gas plant at No.3 58,695.5m3
a flow rate of 24,000Nm3/h.
j) Monitor the dew point of each tank by taking a reading with No.4 58,688.4m3
a) Prepare the dry-air/inert gas plant for use in the dry-air mode. a portable meter at the five liquid dome sample lines. These No.5 58,670.8m3
sample lines measure at stepped levels from the top to the Total volume = 266460.4m3
b) Install the elbow piece to connect the discharge line from the bottom of the tank and the valves are in pairs, listed as SA150/
Volume of dry-air produced per hour = 24,000m3/h
dry-air/inert gas plant with the vapour header. SA151 to SA158/SA159 on No.1 tank, and are also fitted on
tanks Nos.2, 3, 4 and 5 respectively. Time taken for aerating operation = 22 hours (2 volume changes)
c) Install the elbow piece to connect the liquid header with No.1
vent mast riser. k) Monitor the dew point at the liquid dome through the sample

SAMSUNG
valves on the liquid header located adjacent to the tank filling
d) Confirm the spectacle flanges on the vapour dome are in the valve, these valves are listed as CL151 and CL152 at No.1 tank,
open position. and are also fitted on tanks Nos.2, 3, 4 and 5 respectively.

e) Open valves CG707 and CG704 to supply dry-air to the vapour l) When the dew point has reached -20°C or less, close the filling
header. and the vapour valves of the tank.

f) Using the IAS, open the individual tank loading valves in Note: No.1 tank should be the final tank processed to ensure that the system

QGTC
accordance with the following table: is always full of dry-air.

Position Description Valve m) Wet-air which may be contained in the discharge lines from the
cargo pumps, float level piping, and any associated pipework in
Open No.1 tank loading valves CL100, CL107
the cargo compressor room must also be purged with dry-air;
Open No.2 tank loading valves CL200, CL207 this is normally carried out in conjunction with the drying of
Open No.3 tank loading valves CL300, CL307 the cargo tanks. Section 6.7.3 of this manual provides a detailed
Open No.4 tank loading valves CL400, CL407 procedure on this, simply substitute dry-air for inert gas.
Open No.5 tank loading valves CL500, CL507
n) When all of the tanks have been dried, stop the inert gas plant.
g) Open the manual header valves to the vapour domes in Close the supply valve CL709 to the vapour header. Valve
accordance with the following table: CG701 is to be left open at all times, except for isolation or
maintenance.
Position Description Valve
Note: It is necessary to lower the tank’s dew point by the use of dry-air to at
Open No.1 tank vapour valves CG100, CG101
least -20°C, before feeding the tanks with inert gas to avoid the formation of
Open No.2 tank vapour valves CG200, CG201 corrosive agents.
Open No.3 tank vapour valves CG300, CG301
Open No.4 tank vapour valves CG400, CG401
Open No.5 tank vapour valves CG500, CG501
Open Liquid header valve to No.1 vent mast riser CL700

h) Raise the set point of regulating valve CG702 to 10kPa and

maintain the cargo tank pressure at least 2kPa higher than
the insulation spaces, venting through the No.1 mast riser as
necessary.

Issue: 1 - December 2009 IMO No: 9388833 Section 6.2 - Page 4 of 21

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 Bu Samra Cargo Operating Manual

Illustration 6.2.2a Operation and Line Flow Screen Shot

SAMSUNG Line Flow - Inert After Dock Screen Shot

QGTC
Operation Flow - Inert After Dock Screen Shot

Issue: 1 - December 2009 IMO No: 9388833 Section 6.2 - Page 5 of 21

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 Bu Samra Cargo Operating Manual
6.2.2 Inerting Cargo Tanks Position Description Valve j) During tank inerting, purge the air contained in the lines and
equipment for approximately 5 minutes by using the sample
Open No.1 tank loading valves CL100, CL107
point valves. (See Section 6.7.3, Gas Freeing, for a detailed
Introduction Open No.2 tank loading valves CL200, CL207 procedure.)
Open No.3 tank loading valves CL300, CL307
Inert gas with an oxygen content of less than 1% and a dew point of -45°C is k) When all of the tanks are inerted to less than 2% oxygen and
Open No.4 tank loading valves CL400, CL407
produced by the dry-air/inert gas plant with a flow rate of 22,500Nm3/h. For dried to -40°C dew point:
a more detailed description on the operation of the inert gas generating plant, Open No.5 tank loading valves CL500, CL507
refer to Section 4.9 of this manual. • Stop the supply of inert gas
f) Open the manual header valves to the vapour domes in • Close the supply valve CL701 to the liquid header
Emergency pump wells have to be inerted with nitrogen before inerting the accordance with the following table:
• Close the tank filling valves CL100~CL500
cargo tanks.
Position Description Valve • Ensure vapour header vent valve, CG702, is set in auto to
WARNING 23kPa
Open No.1 tank vapour valves CG100, CG101
Inert gas from this generator and pure nitrogen will not sustain life. Open No.2 tank vapour valves CG200, CG201 • Remove the elbow piece

SAMSUNG
Great care must be exercised to ensure the safety of all personnel Open No.3 tank vapour valves CG300, CG301 • Valve CG701 is to be left open at all times, except for
involved with any operation using inert gas of any description to avoid isolation or maintenance
Open No.4 tank vapour valves CG400, CG401
asphyxiation due to oxygen depletion.
Open No.5 tank vapour valves CG500, CG501
Open Vapour header valve to No.1 vent mast riser CG701 Note: Until the ship is ready to load LNG, the tanks can be maintained
The time taken to reduce the oxygen content to less than 2% by volume and
under inert gas pressure for as long as necessary. While the cargo tanks are at
the final dew point to -40°C is a further 20 hours. Inert gas can be introduced
g) Raise the set point of regulating valve CG702 to 10kPa and atmospheric pressure the insulation spaces must remain under a vacuum. The
without first using dry-air where the tanks have been maintained during refit
maintain the cargo tank pressure at least 2kPa higher than cargo tank pressure must be maintained at least 3kPa above the insulation
with a flow of dry-air. This reduces the combined operation time by 20 hours.
the insulation spaces, venting through the No.1 mast riser as spaces pressure, and to reduce leakage once the tanks are pressurised, isolate

QGTC
necessary. all of the valves at the forward venting system.
During the time that the inert gas plant is in operation for drying and inerting
the tanks, the inert gas is also used to dry and to inert all of the other LNG and
vapour pipework. Before introduction of LNG liquid or vapour, the pipework h) Start the inert gas generator to produce inert gas, discharging
not purged with inert gas must be purged with nitrogen. to the funnel via the purge valve 6021 until the correct oxygen
level and dew point is obtained. When the oxygen content is less
than 1% and the dew point is -45°C, the delivery valve 6041 to
Procedure for Inerting the Cargo Tanks deck, upstream of the two non-return valves on the dry-air/inert
(See illustration 6.2.2c.) gas discharge line will be automatically opened and valve 6021
closes.
a) Prepare the dry-air/inert gas plant for use in the inert gas
mode. i) By sampling at the vapour dome, check the atmosphere of each
tank by means of the portable oxygen analyser and dew point
b) Install the elbow to connect the discharge line from the dry-air/ meter. These valves are listed as SAn50 and SAn51, SAn52
inert gas generator with the liquid header. and SAn53, SAn54 and SAn55, SAn56 and SAn57, SAn58 and
SAn59, are fitted on tanks Nos.1, 2, 3, 4 and 5 respectively.
c) Confirm the spectacle flanges on the vapour dome are in the Oxygen (O2) content is to be less than 2% and the dew point less
open position. than -40°C. Progress of the inerting can also be monitored using
the liquid dome sampling points, these sample lines measure at
d) Open valve CL701 to supply dry-air to the liquid header. stepped levels from the top to the bottom of the tank

e) Using the IAS, open the individual tank loading valves in

accordance with the following table:

Issue: 1 - December 2009 IMO No: 9388833 Section 6.2 - Page 6 of 21

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 Bu Samra Cargo Operating Manual

Illustration 6.2.2b Inerting Cargo Tanks Prior to Gas Filling

Gas H
Combustion CL012 CL014 CL013 CL011
CG931 MV23 PCV5D
Unit

PSV5
Off-Gas Port Manifold Starboard
PCV5C CV44 LCV3
Heater
CS014 CS013

CS025
MV37
To and From HV10 FCV20

HCV2A

PCV5B
MV02

MV17
Reliquefaction Flash Drum
Plant CL022 CL024 CL023 CL021
HV01 CV01 2nd 1st HV02
BOG Condenser

CS035
BOG Desuperheater No.1 BOG Compressor
FCV10 HV26B CS024 CS023
Gas

MV35

MV47
CG924 TCV1 HV10
Combustion FCV20
CG930
Unit
CG926

CG072 CG071
No.1 No.2
BOG Heater HV01 CV01 2nd 1st HV02

PCV2A

PCV2B
TCV2 CG918 No.2 BOG Compressor LNG

CV14

CV15

CV07
CG074 CG073
CS034 CS033
Transfer

CG925
FCV10 HV26B
CG923 TCV1
Pumps

MV18
MV01

MV16
CG927

CL032 CL034 CL033 CL031

MV36

MV09
SAMSUNG
High Duty
TCV2 CG917 CG915 CG911 CG903
Heater
No.1 HD Compressor

CG075

CS071
CG929
CS044 CS043

HCV2B
FCV3

CG711
CL042 CL044 CL043 CL041
FCV1

TCV2

LNG
CG916 CG912 CG904 MV34 LCV5B
Vaporiser
No.2 HD Compressor

CV48
CS901
CG928

Locked
Closed
CG900
Key
VAPOUR RETURN LINE
Dry-Air
GI702

Nitrogen*
CG708 CG707
Inert Gas*

QGTC
CG703
Ballast Line
CG710

CG704

CG706

CG705
CG709
CS703

CS702

CL701

BA526
Inert Gas/
Dry-Air from CS704 GAS MAIN
Engine VAPOUR MAIN
Room

CG701

CG700
LIQUID MAIN

SPRAY MAIN CL700

CS701 CS700

CS705

CG702
CS505

CS405

CS305

CS205

CS105
CS503

CS403

CS303

CS203

CS103
CL107
CL507

CL407

CL307

CL207
H H H H H

CG100
CG500

CG400

CG300

CG200
CS404

CS304

CS104
CS204
CS504

CS510

CS500

CS410

CS400

CS300

CS200

CS100
H H H H H H H
CR501 CR401 CR301 CR201 CR101
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL504

CL404

CL304

CL204

CL104
CL501

CL401

CL302

CL202

CL102
H H H H H
CR500 CR400 CR300 CR200 CR100
CG501

CG401

CG301

CG101
CG201
CS508

CS507

CS408

CS407

CS308

CS307

CS208

CS207

CS108

CS107
CL500

CL400

CL300

CL200

CL100
CL503

CL502

CL403

CL402

CL303

CL301

CL203

CL201

CL103

CL101
H H H H H H H H H H H H H H H

Port Port Starboard Starboard Starboard

Starboard Starboard Port Port Port

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL306

CL305
CL506

CL505

CL406

CL405

CL206

CL205

CL106

CL105
No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank

No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump
Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps

Issue: 1 - December 2009 IMO No: 9388833 Section 6.2 - Page 7 of 21

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual
Drying and Inerting the Cargo Tanks Using Liquid Nitrogen Position Description Valve Note: No.1 tank should be the final tank to be inerted to ensure the system
Open LNG vaporiser inlet valve CS901 is always full of nitrogen.
There are occasions where it is not possible to use the on-board inert gas plant
to dry and inert the tanks, and the alternative method is to use liquid nitrogen Open LNG vaporiser manual discharge valves CG929, CG708
k) When all the tanks have been dried, stop the supply of liquid
from ashore. Open LNG vaporiser outlet valve to liquid header CL701
nitrogen and close the manifold supply valve to the spray header
Open No.1 tank filling valves CL100, CL107 and the regulating valve at the No.1 vent mast riser. Raise the set
Liquid nitrogen is loaded from ashore and sent to the LNG vaporiser via Open No.2 tank filling valves CL200, CL207 point of CG702 to 23kPa.
the spray header. The liquid nitrogen is vaporised and the gaseous nitrogen Open No.3 tank filling valves CL300, CL307
distributed to the liquid header and then to each of the tanks through the liquid
filling line. Open No.4 tank filling valves CL400, CL407 Position Description Valve
Open No.5 tank filling valves CL500, CL507 Close No.1 starboard manifold ESD valve CL011
The warm gaseous nitrogen vapour displaces the atmospheric air through the Close No.1 starboard manifold cooldown crossover CS013
vapour main and to atmosphere at No.1 mast riser. f) Open the valves to discharge the air in the tanks to atmosphere valve to spray main
via the No.1 vent mast riser. Reset Vent mast regulating valve CG702
The cargo tanks, associated pipework and machinery are considered to be dried

SAMSUNG
and inerted when the readings from the portable oxygen and dew point meters Position Description Valve l) Allow the LNG vaporiser and cargo lines to warm-up to ambient
give the tank contents as being less than 2% O2 and a dew point of -40°C or temperature before shutting off the steam supply to the LNG
less. This will normally take approximately 20 hours. Open No.1 tank vapour valves CG100, CG101
vaporiser and closing the system down. This is to avoid over-
Open No.2 tank vapour valves CG200, CG201
pressurisation within the pipelines due to the cold nitrogen
Open No.3 tank vapour valves CG300, CG301 vapour expanding as it warms-up. Monitor the pressure in the
Procedure for Drying and Inerting the Cargo Tanks Using
Open No.4 tank vapour valves CG400, CG401 LNG vaporiser and if necessary vent to one of the cargo tanks.
Liquid Nitrogen
Open No.5 tank vapour valves CG500, CG501
(See illustration 6.2.2d.) Open Vapour header valve to No.1 vent mast riser CG701 m) Atmospheric air which may be contained in the discharge lines

QGTC
from the cargo pumps, float level piping and any associated
a) Warm-through the LNG vaporiser as described in Section 4.6. g) Check that the water curtain is in operation, then open the pipework in the cargo compressor room, must be purged with
nitrogen supply valve to the spray header. nitrogen. This is normally carried out in conjunction with the
b) Connect the elbow piece between the LNG vaporiser discharge drying of the cargo tanks by venting through the respective
line and the liquid header in way of valve CL701. sample points, located on the pipework, until an acceptable
Position Description Valve
reading is obtained on the portable dew point and oxygen
Open No.1 starboard manifold ESD valve CL011 meters.
c) Open the spray header to the LNG vaporiser.
h) Request the shore to supply the liquid nitrogen at slow speed The procedure for drying and inerting the associated pipework and machinery
Position Description Valve to cool down the spray header, LNG vaporiser and liquid line. space with nitrogen is identical to that used during the drying and inerting of
Open No.1 starboard manifold cooldown crossover CS013 As the system cools down, the automatic inlet and temperature the tanks, using the on-board inert gas/dry-air plant.
valve to spray main valves will control the amount of flow and temperature in
Open Spray header block valves CS071, CS701 the LNG vaporiser. The outlet temperature should be +20°C,
Open Spray header to LNG vaporiser inlet valve CS702 supply inlet pressure 250kPa, inlet flow 28m3/h and outlet flow
16,457m3/h.
d) Set the LNG vaporiser control valves.
i) The tank pressure is controlled via the regulating valve CG702
set in the automatic mode. Raise the set point of this to 7kPa and
Position Description Valve
maintain the cargo tank pressure at least 2kPa higher than the
Set LNG vaporiser automatic flow control valve FCV1 insulation space pressure.
Set LNG vaporiser automatic temperature control TCV2
valve j) Monitor the dew point and oxygen content of each tank by
taking a reading with the portable dew point and oxygen meters
e) Open the valves to supply nitrogen gas to the liquid header and at the sample points. When the dew point is -40°C or less and
open the tank isolating and filling valves. the O2 content less than 2%, close in the filling and vapour
valves of the tank.

Issue: 1 - December 2009 IMO No: 9388833 Section 6.2 - Page 8 of 21

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual

Illustration 6.2.2c Inerting Cargo Tanks with Nitrogen

Gas H
Combustion CL012 CL014 CL013 CL011
CG931 MV23 PCV5D
Unit

PSV5
Off-Gas Port Manifold Starboard
PCV5C CV44 LCV3
Heater
CS014 CS013

CS025
MV37
To and From HV10 FCV20

HCV2A

PCV5B
MV02

MV17
Reliquefaction Flash
Plant Drum CL022 CL024 CL023 CL021
HV01 CV01 2nd 1st HV02
BOG Condenser

CS035
BOG Desuperheater No.1 BOG Compressor
FCV10 HV26B CS024 CS023
Gas

MV35

MV47
CG924 TCV1 HV10
Combustion FCV20
CG930
Unit
CG926

CG072 CG071
No.1 No.2
BOG Heater HV01 CV01 2nd 1st HV02

PCV2A

PCV2B
TCV2 CG918 No.2 BOG Compressor LNG

CV14

CV15

CV07
CG074 CG073
CS034 CS033
Transfer

CG925
FCV10 HV26B
CG923 TCV1
Pumps

MV18
MV01

MV16
CG927

CL032 CL034 CL033 CL031

MV36

MV09
SAMSUNG
High Duty Heater
TCV2 CG917 CG915 CG911 CG903
No.1 HD Compressor

CG075

CS071
CG929
CS044 CS043

HCV2B
FCV3

CG711
CL042 CL044 CL043 CL041
FCV1

TCV2

LNG
CG916 CG912 CG904 MV34 LCV5B
Vaporiser
No.2 HD Compressor

CV48
CS901
CG928

Locked
Closed
CG900
Key
VAPOUR RETURN LINE
Dry-Air
GI702

Nitrogen*
CG708 CG707
Nitrogen Vapour*

QGTC
CG703
Ballast Line
CG710

CG704

CG706

CG705
CG709
CS703

CS702

CL701

BA526
Inert Gas/
Dry-Air from CS704 GAS MAIN

Engine VAPOUR MAIN

Room

CG701

CG700
LIQUID MAIN

SPRAY MAIN CL700

CS701 CS700

CS705

CG702
CS505

CS405

CS305

CS205

CS105
CS503

CS403

CS303

CS203

CS103
CL107
CL507

CL407

CL307

CL207
H H H H H

CG100
CG500

CG400

CG300

CG200
CS404

CS304

CS104
CS204
CS504

CS510

CS500

CS410

CS400

CS300

CS200

CS100
H H H H H H H
CR501 CR401 CR301 CR201 CR101
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL504

CL404

CL304

CL204

CL104
CL501

CL401

CL302

CL202

CL102
H H H H H
CR500 CR400 CR300 CR200 CR100
CG501

CG401

CG301

CG101
CG201
CS508

CS507

CS408

CS407

CS308

CS307

CS208

CS207

CS108

CS107
CL500

CL400

CL300

CL200

CL100
CL503

CL502

CL403

CL402

CL303

CL301

CL203

CL201

CL103

CL101
H H H H H H H H H H H H H H H

Port Port Starboard Starboard Starboard

Starboard Starboard Port Port Port

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL306

CL305
CL506

CL505

CL406

CL405

CL206

CL205

CL106

CL105
No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank

No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump
Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps

Issue: 1 - December 2009 IMO No: 9388833 Section 6.2 - Page 9 of 21

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 6.2.3a Gassing-Up Cargo Tanks - Venting

Gas H
Combustion CL012 CL014 CL013 CL011
CG931 MV23 PCV5D
Unit

PSV5
Off-Gas Port Manifold Starboard
PCV5C CV44 LCV3
Heater
CS014 CS013

CS025
MV37
To and From HV10 FCV20

HCV2A

PCV5B
Reliquefaction

MV02

MV17
Flash Drum
Plant CL022 CL024 CL023 CL021
HV01 CV01 2nd 1st HV02
BOG Condenser BOG Desuperheater No.1 BOG Compressor

CS035
FCV10 HV26B CS024 CS023
Gas

MV35

MV47
CG924 TCV1 HV10
Combustion FCV20
CG930
Unit
CG926

CG072 CG071
No.1 No.2
BOG Heater HV01 CV01 2nd 1st HV02
No.2 BOG Compressor LNG

PCV2A

PCV2B
TCV2 CG918 CG074 CG073

CV14

CV15

CV07
CS034 CS033
Transfer

CG925
FCV10 HV26B
CG923 TCV1
Pumps

MV18
MV01

MV16
CG927

CL032 CL034 CL033 CL031

High Duty

MV36

MV09
SAMSUNG
TCV2 CG915 CG911 CG903
Heater CG917
No.1 HD Compressor

CG075

CS071
CG929
CS044 CS043
FCV3

HCV2B

CG711
CL042 CL044 CL043 CL041
LNG
FCV1

TCV2

CG916 CG912 CG904 MV34 LCV5B

Vaporiser
No.2 HD Compressor

CV48
CS901
CG928

Locked
Closed
CG900
Key
VAPOUR RETURN LINE
LNG Liquid
GI702

LNG Warm Vapour

CG708 CG707
Nitrogen*

QGTC
Ballast Line
CG703 Inert Gas*
CG710

CG704

CG706

CG705
BA526
CG709
CS703

CS702

CL701

Inert Gas/
Dry-Air from CS704 GAS MAIN
Engine VAPOUR MAIN
Room

CG701

CG700
LIQUID MAIN

SPRAY MAIN CL700

CS701 CS700

CS705

CG702
CS505

CS405

CS305

CS205

CS105
CS503

CS403

CS303

CS203

CS103
CL107
CL507

CL407

CL307

CL207
H H H H H

CG100
CG500

CG400

CG300

CG200
CS404

CS304

CS104
CS204
CS504

CS510

CS500

CS410

CS400

CS300

CS200

CS100
H H H H H H H
CR501 CR401 CR301 CR201 CR101
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL504

CL404

CL304

CL204

CL104
CL501

CL401

CL302

CL202

CL102
H H H H H
CR500 CR400 CR300 CR200 CR100
CG501

CG401

CG301

CG101
CG201
CS508

CS507

CS408

CS407

CS308

CS307

CS208

CS207

CS108

CS107
CL500

CL400

CL300

CL200

CL100
CL503

CL502

CL403

CL402

CL303

CL301

CL203

CL201

CL103

CL101
H H H H H H H H H H H H H H H

Port Port Starboard Starboard Starboard

Starboard Starboard Port Port Port

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL306

CL305
CL506

CL505

CL406

CL405

CL206

CL205

CL106

CL105
No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank

No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump
Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps

Issue: 1 - December 2009 IMO No: 9388833 Section 6.2 - Page 10 of 21

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual
6.2.3 Gassing-up Cargo Tanks vaporiser via the stripping/spray header using the stripping/spray pump of a Position Description Valve
cargo tank containing LNG liquid.
Open No.1 starboard ESD valve CL011
Introduction The first stage of the operation while venting to atmosphere will take Open Spray crossover valve to spray main CS071
approximately 10 hours, the second stage can be in two forms with either Open Spray header to vaporiser inlet valve CS702
After lay-up or dry dock, the cargo tanks are filled with inert gas or nitrogen. venting or the vapour returned to shore for 10 hours. Open Spray header block valve CS701
If the purging has been carried out with inert gas, the cargo tanks have to
be purged with LNG vapour and cooled down when the vessel arrives at the Open LNG vaporiser inlet valve CS901
Note: The gas combustion unit could be used for the second stage, but due to Auto LNG vaporiser temperature control valve TCV2
loading terminal. This is because, unlike nitrogen, inert gas contains 15%
its small capacity, the time taken would not be practicable.
carbon dioxide (CO2) which will freeze at around -60°C and produces a white Auto LNG vaporiser flow control valve FCV1
powder or foam which can block valves, filters and nozzles. To avoid any Open LNG vaporiser outlet valve CG929
On completion of warm LNG vapour purging, the cargo tanks will normally
problems with blocked filters, etc, the manifolds, spray header and vaporisers
be cooled down. Open Supply to the vapour header CG709
are purged with nitrogen prior to the purging of the cargo tanks with inert
gas.
g) Open header valves to the vapour domes in accordance with the
Procedure for Gassing-up the Cargo Tanks - Venting following table:

SAMSUNG
The inert gas in the cargo tanks is then replaced with warm LNG vapour to
remove any freezable gases such as CO2 and to complete the drying of the Stage One
tanks. (See Illustration 6.2.3a). Position Description Valve
Open No.1 tank vapour valves CG100, CG101
It has been assumed, though unlikely, that all of the valves are closed prior to Open No.2 tank vapour valves CG200, CG201
Operation use. Open No.3 tank vapour valves CG300, CG301
LNG is supplied from the terminal to the liquid manifold where it passes to the Open No.4 tank vapour valves CG400, CG401
a) Install the following removable bends/spool pieces:
stripping/spray header via the appropriate ESDS liquid valve. Open No.5 tank vapour valves CG500, CG501
• Liquid header to No.1 mast riser

QGTC
Close Vapour header valve to No.1 vent mast riser CG701
It is then fed to the vaporiser and the LNG vapour produced is passed at +20°C • Liquid header to HD compressor supply
to the gas main or the vapour header and then into each tank via the vapour
domes. Note: For safety reasons, ensure that the hull water curtain on the connected
b) Prepare the LNG vaporiser for use. side is in operation and that all purge/sampling valves are closed.
The LNG vapour is lighter than the inert gas, which allows the inert gases in
the cargo tanks to be exhausted up the tank loading column to the liquid header. c) Adjust the set point of the temperature control valve to +20°C h) Open valve CS013, the isolating valve to the stripping/spray
The inert gas then free-flows to shore through the HD compressors and vapour for the vaporiser. line, if using the No.1 liquid manifold on the starboard side.
manifold.
d) Using the IAS, adjust the set point of the flow control valve for i) Using the IAS, open the individual tank loading valves in
the vaporiser to provide a flow of 35m3/h which will give an accordance with the following table:
Note: It may be possible at some terminals to discharge the inert gas to
atmosphere until the 5% hydrocarbon (% figure will be specified by the inlet pressure of 600kPa and an outlet flow of 19,733m3/h.
particular port authority) is detected at No.1 mast riser. The exhaust gas is Position Description Valve
then directed ashore via the HD compressors or to the GCU. e) Adjust the set point of the regulating valve at the No.1 mast riser Open No.1 tank loading valves CL100, CL107
so that at all times the cargo tank pressure is at least 2kPa higher Open No.2 tank loading valves CL200, CL207
The operation is considered complete when the hydrocarbon content (HC), than the insulation spaces.
Open No.3 tank loading valves CL300, CL307
as measured at the top of the cargo filling pipe exceeds 95% by volume,
Open No.4 tank loading valves CL400, CL407
99% at the tank bottom, and the cargo tank CO2 content of less than 1% by Position Description Valve
volume. This normally entails approximately 1.5 changes of the volume of the Open No.5 tank loading valves CL500, CL507
Set No.1 mast riser control valve CG702
atmosphere in the cargo tank. Open Liquid header to No.1 vent mast crossover CL700 j) Using the IAS, open valve CL011, the No.1 ESD manifold valve
valve
On completion of the warm LNG vapour purging, the cargo tanks will normally on the starboard side, and request the terminal to commence the
be cooled down. supply of LNG liquid to the ship at a slow rate. Slowly increase
f) Set up the spray header to supply LNG to the vaporiser in the rate of delivery until the required rate to the vaporiser is
accordance to the following table: attained. Whether rate or pressure is used will depend on the
It may be necessary to undertake the purging of one or more tanks at sea using
LNG liquid already on board. In this case the liquid will be supplied to the terminal, either start at 100kPa and slowly build up to 600kPa or
start at 2m3/h and build up to 35m3/h.

Issue: 1 - December 2009 IMO No: 9388833 Section 6.2 - Page 11 of 21

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 6.2.3b Gassing-Up Cargo Tanks - To Shore

Gas H
Combustion CL012 CL014 CL013 CL011
CG931 MV23 PCV5D
Unit

PSV5
Off-Gas Port Manifold Starboard
PCV5C CV44 LCV3
Heater
CS014 CS013

CS025
MV37
To and From HV10 FCV20

HCV2A

PCV5B
Reliquefaction

MV02

MV17
Flash Drum
Plant CL022 CL024 CL023 CL021
HV01 CV01 2nd 1st HV02
BOG Condenser BOG Desuperheater No.1 BOG Compressor

CS035
FCV10 HV26B CS024 CS023
Gas

MV35

MV47
CG924 TCV1 HV10
Combustion FCV20
CG930
Unit
CG926

CG072 CG071
No.1 No.2
BOG Heater HV01 CV01 2nd 1st HV02
No.2 BOG Compressor LNG

PCV2A

PCV2B
TCV2 CG918 CG074 CG073

CV14

CV15

CV07
CS034 CS033
Transfer

CG925
FCV10 HV26B
CG923 TCV1
Pumps

MV18
MV01

MV16
CG927

CL032 CL034 CL033 CL031

High Duty

MV36

MV09
SAMSUNG
TCV2 CG915 CG911 CG903
Heater CG917
No.1 HD Compressor

CG075

CS071
CG929
CS044 CS043
FCV3

HCV2B

CG711
CL042 CL044 CL043 CL041
LNG
FCV1

TCV2

CG916 CG912 CG904 MV34 LCV5B

Vaporiser
No.2 HD Compressor

CV48
CS901
CG928

Locked
Closed
CG900
Key
VAPOUR RETURN LINE
LNG Liquid
GI702

LNG Warm Vapour

CG708 CG707
Nitrogen*

QGTC
Ballast Line
CG703 Inert Gas*
CG710

CG704

CG706

CG705
BA526
CG709
CS703

CS702

CL701

Inert Gas/
Dry-Air from CS704 GAS MAIN
Engine VAPOUR MAIN
Room

CG701

CG700
LIQUID MAIN

SPRAY MAIN CL700

CS701 CS700

CS705

CG702
CS505

CS405

CS305

CS205

CS105
CS503

CS403

CS303

CS203

CS103
CL107
CL507

CL407

CL307

CL207
H H H H H

CG100
CG500

CG400

CG300

CG200
CS404

CS304

CS104
CS204
CS504

CS510

CS500

CS410

CS400

CS300

CS200

CS100
H H H H H H H
CR501 CR401 CR301 CR201 CR101
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL504

CL404

CL304

CL204

CL104
CL501

CL401

CL302

CL202

CL102
H H H H H
CR500 CR400 CR300 CR200 CR100
CG501

CG401

CG301

CG101
CG201
CS508

CS507

CS408

CS407

CS308

CS307

CS208

CS207

CS108

CS107
CL500

CL400

CL300

CL200

CL100
CL503

CL502

CL403

CL402

CL303

CL301

CL203

CL201

CL103

CL101
H H H H H H H H H H H H H H H

Port Port Starboard Starboard Starboard

Starboard Starboard Port Port Port

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL306

CL305
CL506

CL505

CL406

CL405

CL206

CL205

CL106

CL105
No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank

No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump
Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps

Issue: 1 - December 2009 IMO No: 9388833 Section 6.2 - Page 12 of 21

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual
k) Adjust the No.1 mast riser pressure with CG702 to 10kPa, as a Procedure to Purge the Cargo Tanks - Vapour to Shore g) As the tank pressure increases, use the IAS system to start one
minimum the cargo tank pressure must be at least 2kPa higher or both of the compressors as necessary, returning vapour to
Stage Two
than the insulation spaces. shore.
(See illustration 6.2.3b.)
l) Monitor the inert gas exhausting at each liquid dome using the h) Using the IAS, monitor the pressure inside the tanks.
mid cargo tank sample cock initially, followed by the sample The second stage of the procedure is to bring the hydrocarbon content inside
cock at the vapour dome. Also monitor the inert gas exhausted the cargo tanks up to 99% by volume at the tank bottom and the tank CO2 If the cargo tank pressure increases, request the terminal to reduce the supply
at No.1 mast riser, using the sample cock. content less than 1% by volume, utilising the HD compressors, returning of LNG.
vapour to shore.
m) When 5% hydrocarbon (or the quantity the port authority will If the cargo tank pressure decreases, either shut down one of the compressors
allow) is detected at the No.1 mast riser and each vapour dome, a) Prepare both HD compressors for use. as necessary, or request the terminal to increase the LNG liquid supply to the
request permission from the terminal personnel to direct exhaust vaporiser.
gas to the terminal facilities. b) Install the elbow/spool piece connecting the liquid line to the
suction for the HD compressors if not already installed. When the cargo tank hydrocarbon content reaches 99% by volume at the tank
bottom, throttle-in the individual tank loading valve until it is only just cracked

SAMSUNG
Procedure to Purge the Lines and Equipment with LNG c) Adjust the set point of both HD compressors’ pressure control open.
Vapour valve to 6kPa(g), or the required value.
i) Request the terminal to stop the supply of LNG liquid.
Where it has not been possible to purge the spray header and cargo machinery d) On the HD compressors, open the following valves:
space equipment with nitrogen prior to the gassing-up of the tanks, then these j) Stop both HD compressors.
areas will have to be purged with LNG to ensure all traces of the inert gas are Position Description Valve
removed. This would normally be carried out during the gassing-up of the k) Close valve CS702, spray header to vaporiser inlet valve.
Open Liquid header to IG crossover line CL701
cargo tanks.
Open IG crossover line to HD compressor supply CG707
l) Do not shut down the vaporiser until it has been warmed-

QGTC
During the change of atmosphere, purge the following sections for about five Open No.1 HD compressor inlet valve CG903 through to the ambient temperature.
minutes each: Open No.2 HD compressor inlet valve CG904
Auto HD compressor surge valve CG139 m) Remove and blank the removable bends after purging them with
a) All sections of the stripping/spray header and tank connections, nitrogen and testing the gas content.
Auto HD compressor surge valve CG239
via the valves at each liquid dome.
Open HD compressor outlet valve CG915
• No.1 tank CS103, CS105, CS107, CS108, CS100 n) Prepare the cargo system for cooldown.
Open HD compressor outlet valve CG916
• No.2 tank CS203, CS205, CS207, CS208, CS200 Open HD compressor discharge line to vapour CG900
• No.3 tank CS303, CS305, CS307, CS308, CS300 return to shore line valve
Open Starboard vapour manifold ESD valve CG071
• No.4 tank CS403, CS405, CS407, CS408, CS400
• No.5 tank CS503, CS505, CS507, CS508, CS500
Note: Ensure that valve CG075 vapour main to vapour manifold is closed,
otherwise the vapour will recirculate around the system.
b) At the manifolds, purge the manual, ESD and manifold
bypass valves which are not in use, using the sample and drain
e) Open the vapour manifold valve CG071 (starboard side). This
connections.
will enable a free-flow of gas to the terminal and is a check that
the pipeline layout on board has been lined-up correctly.
c) Purge the following lines and equipment for five minutes each:
• Both heaters, BOG compressors and emergency vent line f) Using the IAS, adjust the set point of the No.1 mast riser control
• Extremities of vapour header via sample points valve CG702 to the required value, for example 20kPa(g), so
that this valve will remain closed during normal running of the
d) Continue with gassing-up of the cargo tanks while carrying out compressors, but would act in a safety capacity if necessary.
the above.

Issue: 1 - December 2009 IMO No: 9388833 Section 6.2 - Page 13 of 21

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 6.2.3c Gassing-Up Cargo Tanks - To Gas Combustion Unit

Gas H
Combustion CL012 CL014 CL013 CL011
CG931 MV23 PCV5D
Unit

PSV5
Off-Gas Port Manifold Starboard
PCV5C CV44 LCV3
Heater
CS014 CS013

CS025
MV37
To and From HV10 FCV20

HCV2A

PCV5B
Reliquefaction

MV02

MV17
Flash Drum
Plant CL022 CL024 CL023 CL021
HV01 CV01 2nd 1st HV02
BOG Condenser BOG Desuperheater No.1 BOG Compressor

CS035
FCV10 HV26B CS024 CS023
Gas

MV35

MV47
CG924 TCV1 HV10
Combustion FCV20
CG930
Unit
CG926

CG072 CG071
No.1 No.2
BOG Heater HV01 CV01 2nd 1st HV02
TCV2 CG918 No.2 BOG Compressor LNG

PCV2A

PCV2B
CG074 CG073

CV14

CV15

CV07
CS034 CS033
Transfer

CG925
FCV10 HV26B
CG923 TCV1
Pumps

MV18
MV01

MV16
CG927

CL032 CL034 CL033 CL031

High Duty

MV36

MV09
SAMSUNG
TCV2 CG915 CG911 CG903
Heater CG917
No.1 HD Compressor

CG075

CS071
CG929
CS044 CS043
FCV3

HCV2B

CG711
CL042 CL044 CL043 CL041
LNG
FCV1

TCV2

CG916 CG912 CG904 MV34 LCV5B

Vaporiser
No.2 HD Compressor

CV48
CS901
CG928

Locked
Closed
CG900
Key
VAPOUR RETURN LINE
LNG Liquid
GI702

LNG Warm Vapour

CG708 CG707
Nitrogen*

QGTC
Ballast Line
CG703 Inert Gas*
CG710

CG704

CG706

CG705
BA526
CG709
CS703

CS702

CL701

Inert Gas/
Dry-Air from CS704 GAS MAIN
Engine VAPOUR MAIN
Room

CG701

CG700
LIQUID MAIN

SPRAY MAIN CL700

CS701 CS700

CS705

CG702
CS505

CS405

CS305

CS205

CS105
CS503

CS403

CS303

CS203

CS103
CL107
CL507

CL407

CL307

CL207
H H H H H

CG100
CG500

CG400

CG300

CG200
CS404

CS304

CS104
CS204
CS504

CS510

CS500

CS410

CS400

CS300

CS200

CS100
H H H H H H H
CR501 CR401 CR301 CR201 CR101
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL504

CL404

CL304

CL204

CL104
CL501

CL401

CL302

CL202

CL102
H H H H H
CR500 CR400 CR300 CR200 CR100
CG501

CG401

CG301

CG101
CG201
CS508

CS507

CS408

CS407

CS308

CS307

CS208

CS207

CS108

CS107
CL500

CL400

CL300

CL200

CL100
CL503

CL502

CL403

CL402

CL303

CL301

CL203

CL201

CL103

CL101
H H H H H H H H H H H H H H H

Port Port Starboard Starboard Starboard

Starboard Starboard Port Port Port

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL306

CL305
CL506

CL505

CL406

CL405

CL206

CL205

CL106

CL105
No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank

No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump
Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps

Issue: 1 - December 2009 IMO No: 9388833 Section 6.2 - Page 14 of 21

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual
Procedure to Purge the Cargo Tanks - Vapour to GCU g) As the tank pressure increases, use the IAS system to start one
or both of the compressors as necessary, returning vapour to the
Note: Due to its small capacity, 1,420m3/h 100% LNG, the time taken GCU.
using the GCU would not be practicable, but the procedure is included as an
example. h) Using the IAS, monitor the pressure inside the tanks.

(See illustration 6.2.3c.) If the cargo tank pressure increases, request the terminal to reduce the supply
of LNG.
The second stage of the procedure is to bring the hydrocarbon content inside
the cargo tanks up to 99% by volume at the tank bottom and the tank CO2 If the cargo tank pressure decreases, either shut down one of the compressors
content less than 1% by volume, utilising the HD compressors and high duty as necessary, or request the terminal to increase the LNG liquid supply to the
heater, returning the vapour to the GCU. vaporiser.

a) Prepare both HD compressors for use. When the cargo tank hydrocarbon content reaches 99% by volume at the tank
bottom, throttle-in the individual tank loading valve until it is only just cracked

SAMSUNG
b) Install the elbow/spool piece connecting the liquid line to the open.
suction for the HD compressors if not already installed.
i) Request the terminal to stop the supply of LNG liquid.
c) Adjust the set point of both HD compressors’ pressure control
valve to 6kPa(g), or the required value. j) Stop both HD compressors.

d) On the HD compressors, open the following valves: k) Close valve CS702, spray header to vaporiser inlet valve.

l) Do not shut down the vaporiser until it has been warmed-

QGTC
Position Description Valve
through to the ambient temperature.
Open Liquid header to IG crossover line CL701
Open IG crossover line to HD compressor supply CG707 m) Shut down the high duty heater.
Open No.1 HD compressor inlet valve CG903
Open No.2 HD compressor inlet valve CG904 n) Remove and blank the removable bends after purging them with
nitrogen and testing the gas content.
Auto HD compressor surge valve CG139
Auto HD compressor surge valve CG239 o) Prepare the cargo system for cooldown.
Open HD compressor outlet valve CG915
Open HD compressor outlet valve CG916

e) Set up the high duty heater to supply to the GCU at 25°C.

Position Description Valve

Open High duty heater inlet valve CG917
Auto High duty heater supply control valve TCV2
Auto High duty heater temperature control valve TCV1
Open High duty heater outlet valve CG923
Open High duty heater outlet valve CG926
Open Supply to GCU CG930

f) Using the IAS, adjust the set point of No.1 mast riser control
valve CG702 to the required value, for example 20kPa(g), so
that this valve will remain closed during normal running of the
compressors, but would act in a safety capacity if necessary.

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Illustration 6.2.4a Cargo Tank Cooldown Control

SAMSUNG
QGTC

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 Bu Samra Cargo Operating Manual
6.2.4 Cooling Down Cargo Tanks system to maintain the interbarrier and insulation space at a minimum pressure Initial Avg Tank Temp Time to Cool to Avg Temp -130°C Quantity
of at least 0.3kPa above atmospheric pressure.
°C Hours m3
Introduction -125 1 150
LNG Quantity Used for Cooldown in 10 Hours -130 0 0
Arriving at the terminal to load the first cargo after refit or repairs where the
vessel was required to be gas free, the cargo tanks will be inert and at ambient LNG is supplied from the terminal to the cooldown manifold and from there
If all five cargo tanks are cooled simultaneously through the spray nozzles in
temperature. After the cargo system has been purge-dried and gassed-up, the directly to the spray header which is open to the cargo tanks. Once the cargo
one cooldown header for 10 hours continuously at an average spray header
headers and tanks must be cooled down before loading can commence. The tank cooldown is nearing completion, the liquid manifold crossovers, liquid
pressure of 200kPa, then the LNG quantity used for cooldown will be about
cooldown operation follows immediately after the completion of gassing-up, header and loading lines are cooled down.
1,500m3 at a rate of 150m3/h and the average temperature in each tank will be
using LNG supplied from the terminal.
-130°C or colder.
Cooldown of the cargo tanks is considered complete when the temperature
Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls are sensors in each tank indicate an average temperature of -130°C or lower over
The following table from Gaz Transport & Technigas is based on the assumed
not a significant limitation on the rate of cooldown. The rate of cooldown is the whole tank. This applies only for the first cooldown after the tank has
cooldown calculations for a QG11 LNG vessel with 200kPa pressure to the
limited for the following reasons: been warmed-up, subsequent cooldowns only require the bottom temperature
spray rail. This is only a guide and individual vessels may differ.

SAMSUNG
• To avoid excessive pump tower stress. sensors to be -130°C or lower. When this temperature has been reached, and
the custody transfer system (CTS) registers the presence of liquid, bulk loading
• Vapour generation must remain within the capabilities of the Cooling Down Time Primary Barrier
can begin.
HD compressors to maintain the cargo tanks at a pressure of Mean Temperature
between 5.0 and 7.0kPa(g). 0 hour 30°C Vapour generated during the cooldown of the tanks is returned to the terminal
• To remain within the capacity of the nitrogen system to maintain 1 hour 12°C via the HD compressors and the vapour manifold as in the normal manner for
the interbarrier and insulation spaces at the required pressures. 2 hours -20°C loading.
3 hours -47°C
If the terminal can handle the vapours, all five cargo tanks can be simultaneously During cooldown, nitrogen flow to the IBS and IS spaces will significantly

QGTC
4 hours -67°C
cooled down to an average temperature in each of -130°C in 10 hours and use increase. It is essential that the rate of cooldown is controlled, so that it remains
about 1,500m3 of LNG. That quantity is sufficient to cool the tanks to the 5 hours -85°C within the limits of the nitrogen system to maintain the interbarrier space
desired average temperature of -130°C to permit the tanks to be loaded within 6 hours -100°C pressures at 0.2~0.7kPa gauge and the insulation space pressure at IBS+0.2kPa
18 hours. 7 hours -113°C gauge.
8 hours -118°C
LNG is supplied from the terminal to one of the five liquid manifolds and Once the cooldown is complete and the build-up to bulk loading has commenced,
9 hours -125°C
from there directly to the spray header which is open to one of the two spray the tank membrane will be at or near to the liquid cargo temperature, but it will
headers in each tank, the other header is a 100% back-up. Once the cargo tank 10 hours -130°C take some hours to establish fully cooled down temperature gradients through
cooldown is nearing completion, the liquid manifold crossovers, liquid header the insulation. Consequently, boil-off from the cargo will be higher than
and loading lines are cooled down. The following table can be used as a guide to calculate the quantity of LNG normal during the first 3-4 days after loading to fully cool all of the cargo tank
and the time required to complete cooldown of all five tanks that are not fully insulation to the loaded voyage operating temperature.
Cooldown of the cargo tanks is considered complete when the temperature cooled down to -130°C before loading can be started.
sensors in each tank indicate an average temperature over the whole tank of
-130°C or colder at most terminals. Arzew requires a bottom temperature of - Initial Avg Tank Temp Time to Cool to Avg Temp -130°C Quantity Procedure to Prepare for Tank Cooldown
145°C before start of loading. When these temperatures have been reached, and °C Hours m3
Place in service the heating system for the cofferdams.
the custody transfer system (CTS) registers the presence of liquid, bulk loading 30 10 1,500
can begin.
12 9 1,350 a) Prepare the records for the tank, secondary barrier and hull
Vapour generated during the cooldown of the tanks is returned to the terminal -20 8 1,200 temperatures.
via either the terminal’s vapour return compressors (Arzew) or one of the -47 7 1,050
ship’s HD compressors and the vapour manifold as in the normal manner for b) Check that the nitrogen pressurisation system for the insulation
-67 6 900
loading. spaces is in automatic operation and lined-up to supply the
-85 5 750 additional nitrogen necessary to compensate for the contraction
-100 4 600 from cooling of the tanks. Prior to the cooling down, the nitrogen
During cooldown, nitrogen flow to the IBS and IS spaces will significantly
increase as those spaces cool down. It is essential that the rate of cooldown in -113 3 450 pressure inside the IBS will be raised to 0.7kPa(g) and the IS
the cargo tanks is controlled, so that it remains within the limits of the nitrogen -118 2 300 will be maintained at IBS +2mbar(g). Pressurise the buffer tank
to the maximum pressure.

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 Bu Samra Cargo Operating Manual

Illustration 6.2.4b Initial Cooldown - Return to Shore

Gas H
Combustion CL012 CL014 CL013 CL011
CG931 MV23 PCV5D
Unit

PSV5
Off-Gas Port Manifold Starboard
PCV5C CV44 LCV3
Heater
CS014 CS013

CS025
MV37
To and From HV10 FCV20

HCV2A

PCV5B
Reliquefaction

MV02

MV17
Flash Drum
Plant CL022 CL024 CL023 CL021
HV01 CV01 2nd 1st HV02
BOG Condenser BOG Desuperheater No.1 BOG Compressor

CS035
FCV10 HV26B CS024 CS023
Gas

MV35

MV47
CG924 TCV1 HV10
Combustion FCV20
CG930
Unit
CG926

CG072 CG071
No.1 No.2
BOG Heater HV01 CV01 2nd 1st HV02
No.2 BOG Compressor LNG

PCV2A

PCV2B
TCV2 CG918 CG074 CG073

CV14

CV15

CV07
CS034 CS033
Transfer

CG925
FCV10 HV26B
CG923 TCV1
Pumps

MV18
MV01

MV16
CG927

CL032 CL034 CL033 CL031

High Duty

MV36

MV09
SAMSUNG
TCV2 CG915 CG911 CG903
Heater CG917
No.1 HD Compressor

CG075

CS071
CG929
CS044 CS043
FCV3

HCV2B

CG711
CL042 CL044 CL043 CL041
LNG
FCV1

TCV2

CG916 CG912 CG904 MV34 LCV5B

Vaporiser
No.2 HD Compressor

CV48
CS901
CG928

Locked
Closed
CG900
Key
VAPOUR RETURN LINE
LNG Liquid
GI702

LNG Vapour*
CG708 CG707
Nitrogen*

QGTC
CG703
Ballast Line
CG710

CG704

CG706

CG705
BA526
CG709
CS703

CS702

CL701

Inert Gas/
Dry-Air from CS704 GAS MAIN To Cofferdam
Engine VAPOUR MAIN
Room

CG701

CG700
LIQUID MAIN

SPRAY MAIN CL700

CS701 CS700

CS705

CG702
CS505

CS405

CS305

CS205

CS105
CS503

CS403

CS303

CS203

CS103
CL107
CL507

CL407

CL307

CL207
H H H H H

CG100
CG500

CG400

CG300

CG200
CS404

CS304

CS104
CS204
CS504

CS510

CS500

CS410

CS400

CS300

CS200

CS100
H H H H H H H
CR501 CR401 CR301 CR201 CR101
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL504

CL404

CL304

CL204

CL104
CL501

CL401

CL302

CL202

CL102
H H H H H
CR500 CR400 CR300 CR200 CR100
CG501

CG401

CG301

CG101
CG201
CS508

CS507

CS408

CS407

CS308

CS307

CS208

CS207

CS108

CS107
CL500

CL400

CL300

CL200

CL100
CL503

CL502

CL403

CL402

CL303

CL301

CL203

CL201

CL103

CL101
H H H H H H H H H H H H H H H

Port Port Starboard Starboard Starboard

Starboard Starboard Port Port Port

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL306

CL305
CL506

CL505

CL406

CL405

CL206

CL205

CL106

CL105
No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank

No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump
Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps

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 Bu Samra Cargo Operating Manual
c) Check that the gas detection system is in normal operation. d) Adjust the set point of both HD compressors’ pressure control This procedure will normally take approximately 10 hours.
valve to 5.0kPa, or the required value.
d) Prepare the nitrogen generators for use.
e) On the HD compressors, open the valves in accordance with the
e) Prepare both HD compressors for use. following:

Procedure for Cooldown with Gas Return Through the Vapour Position Description Valve
Header Open Vapour header valve to compressor supply CG704
line
(See illustration 6.2.4b.) Open No.1 HD compressor inlet valve CG903
Open No.2 HD compressor inlet valve CG904
Assuming the ship is ready to prepare for cooldown after the completion of
gassing-up. Automatic No.1 HD compressor surge valve CG139
Automatic No.2 HD compressor surge valve CG239
Note: When cooling down, one spray rail should be sufficient for this Open No.1 HD compressor outlet valve CG915

SAMSUNG
operation, experience will dictate whether the second rail needs to be used. Open No.2 HD compressor outlet valve CG916
Open Compressor discharge valve to vapour return CG900
a) Open the spray header valves to each tank and the spray rails. to shore line

Position Description Valve f) Open the vapour manifold ESD valve CG071 (starboard side).
Open Spray crossover valve to spray main CS071 This will enable a free-flow of gas to the terminal and is a check
Open Spray line block valves CS700, CS701 that the pipeline layout on board has been lined-up correctly.
Open No.1 tank spray master valve CS103

QGTC
g) Confirm open valve CS013, the isolating valve to the stripping/
Open No.1 tank spray rail inlet valves CS107, CS108 spray line, if using the No.1 liquid manifold on the starboard
Open No.2 tank spray master valve CS203 side.
Open No.2 tank spray rail inlet valves CS207, CS208
Open No.3 tank spray master valve CS303 h) Request the terminal to supply LNG liquid for the cooling down
Open No.3 tank spray rail inlet valves CS307, CS308 operation at minimum flow.
Open No.4 tank spray master valve CS403
i) When the vapour pressure inside the tanks rises to approximately
Open No.4 tank spray rail inlet valves CS407, CS408 5.0kPa, start one or both of the compressors as necessary using
Open No.5 tank spray master valve CS503 the IAS. Increase the spray nozzle pressure.
Open No.5 tank spray rail inlet valves CS507, CS508
Note: Ensure that valve CG075, vapour main to vapour manifold, is closed,
b) Confirm the vapour valves on each tank as all the tanks are kept otherwise the vapour will recirculate around the system.
connected to the vapour header.
j) Using the IAS, monitor the pressure inside the tanks and
Position Description Valve temperature cooldown rate. Adjust the in-use spray rail inlet
Open No.1 tank vapour valves CG100, CG101 valves CS107/8, CS207/8, CS307/8 CS407/8 and CS507/8 to
Open No.2 tank vapour valves CG200, CG201 obtain an average temperature fall of 20/25°C per hour during
the first 5 hours, thereafter 10/12°C per hour.
Open No.3 tank vapour valves CG300, CG301
Open No.4 tank vapour valves CG400, CG401 If the tank pressure continues to increase, request the terminal to reduce the
Open No.5 tank vapour valves CG500, CG501 supply of LNG.
Open Vapour header valve to No.1 vent mast riser CG701
If the tank pressure decreases, either shut down one of the compressors or
c) Prepare both HD compressors for use. request terminal to increase supply of LNG.

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 Bu Samra Cargo Operating Manual

Illustration 6.2.4c Initial Cooldown - Gas Combustion Unit

Gas H
Combustion CL012 CL014 CL013 CL011
CG931 MV23 PCV5D
Unit

PSV5
Off-Gas Port Manifold Starboard
PCV5C CV44 LCV3
Heater
CS014 CS013

CS025
MV37
To and From HV10 FCV20

HCV2A

PCV5B
Reliquefaction

MV02

MV17
Flash Drum
Plant CL022 CL024 CL023 CL021
HV01 CV01 2nd 1st HV02
BOG Condenser BOG Desuperheater No.1 BOG Compressor

CS035
FCV10 HV26B CS024 CS023
Gas

MV35

MV47
CG924 TCV1 HV10
Combustion FCV20
CG930
Unit
CG926

CG072 CG071
No.1 No.2
BOG Heater HV01 CV01 2nd 1st HV02
No.2 BOG Compressor LNG

PCV2A

PCV2B
TCV2 CG918 CG074 CG073

CV14

CV15

CV07
CS034 CS033
Transfer

CG925
FCV10 HV26B
CG923 TCV1
Pumps

MV18
MV01

MV16
CG927

CL032 CL034 CL033 CL031

High Duty

MV36

MV09
SAMSUNG
TCV2 CG915 CG911 CG903
Heater CG917
No.1 HD Compressor

CG075

CS071
CG929
CS044 CS043
FCV3

HCV2B

CG711
CL042 CL044 CL043 CL041
LNG
FCV1

TCV2

CG916 CG912 CG904 MV34 LCV5B

Vaporiser
No.2 HD Compressor

CV48
CS901
CG928

Locked
Closed
CG900
Key
VAPOUR RETURN LINE
LNG Liquid
GI702

LNG Vapour*
CG708 CG707
Nitrogen*

QGTC
CG703
Ballast Line
CG710

CG704

CG706

CG705
BA526
CG709
CS703

CS702

CL701

Inert Gas/
Dry-Air from CS704 GAS MAIN
Engine VAPOUR MAIN
Room

CG701

CG700
LIQUID MAIN

SPRAY MAIN CL700

CS701 CS700

CS705

CG702
CS505

CS405

CS305

CS205

CS105
CS503

CS403

CS303

CS203

CS103
CL107
CL507

CL407

CL307

CL207
H H H H H

CG100
CG500

CG400

CG300

CG200
CS404

CS304

CS104
CS204
CS504

CS510

CS500

CS410

CS400

CS300

CS200

CS100
H H H H H H H
CR501 CR401 CR301 CR201 CR101
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL504

CL404

CL304

CL204

CL104
CL501

CL401

CL302

CL202

CL102
H H H H H
CR500 CR400 CR300 CR200 CR100
CG501

CG401

CG301

CG101
CG201
CS508

CS507

CS408

CS407

CS308

CS307

CS208

CS207

CS108

CS107
CL500

CL400

CL300

CL200

CL100
CL503

CL502

CL403

CL402

CL303

CL301

CL203

CL201

CL103

CL101
H H H H H H H H H H H H H H H

Port Port Starboard Starboard Starboard

Starboard Starboard Port Port Port

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL306

CL305
CL506

CL505

CL406

CL405

CL206

CL205

CL106

CL105
No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank

No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump
Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps

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 Bu Samra Cargo Operating Manual
Procedure for Cooldown with GCU and Using the Ship’s c) Set up to supply excess vapour to the GCU via the high duty
Stripping Pump heater and one HD compressor.

In this example it has been assumed that the gassing-up has been completed Position Description Valve
alongside, as well as the cooling down of No.5 cargo tank and loading of Open Vapour header valve to compressor supply CG704
LNG to that tank with at least sufficient LNG to cool down the remaining four line
tanks. Open No.1 HD compressor inlet valve CG903
Automatic No.1 HD compressor surge valve CG139
Note: It is assumed that due to the large quantity of vapour that will be
Open No.1 HD compressor outlet valve CG915
produced, the high duty compressor and heater would be required to control
the pressure within the tanks. The pipeline configuration allows for the HD Open HD compressor discharge to HD heater CG917
compressor to supply the BOG heater, also the BOG compressor to supply Automatic HD heater temperature control valve TCV2
the HD heater. Automatic HD heater flow control valve TCV1
Open HD heater outlet valve CG923
a) Open the spray header valves to each tank and the spray rails.

SAMSUNG
Open HD heater crossover valve to GCU CG926
Start No.5 cargo tank stripping pump and open the pump
Open Supply to GCU unit master valve CG930
discharge valve CS501. Set in automatic mode valve CS510
stripping pump return line to tank.
d) Using the IAS, monitor the pressure inside the tanks and
temperature cooldown rate. Adjust the in-use spray rail inlet
Position Description Valve valves CS107/8, CS207/8, CS307/8 CS407/8 and CS507/8 to
Open Spray line block valves CS700, CS701 obtain an average temperature fall of 20/25°C per hour during
Open No.1 tank spray master valve CS103 the first 5 hours, thereafter 10/12°C per hour.

QGTC
Open No.1 tank spray rail inlet valves CS107, CS108
Open No.2 tank spray master valve CS203 Note: The rate of cooldown will be controlled by the ability of the GCU
Open No.2 tank spray rail inlet valves CS207, CS208 to control the vapour generated, therefore it will be necessary to increase
or reduce the pressure generated by the spray pump to maintain the tank
Open No.3 tank spray master valve CS303
pressures within reasonable limits.
Open No.3 tank spray rail inlet valves CS307, CS308
Open No.4 tank spray master valve CS403 e) Cooldown of the cargo tanks is considered complete when
Open No.4 tank spray rail inlet valves CS407, CS408 the top (99%) and bottom (end) temperature sensors in each
Open No.5 tank spray master valve CS503 tank indicate temperatures of -130°C or lower. When these
temperatures have been reached, and the custody transfer
Note: When cooling down, one spray rail should be sufficient for this system (CTS) registers the presence of liquid, bulk loading can
operation, experience will dictate whether the second rail needs to be used. begin.

b) Confirm the vapour valves on each tank as all the tanks are kept
connected to the vapour header.

Position Description Valve

Open No.1 tank vapour valves CG100, CG101
Open No.2 tank vapour valves CG200, CG201
Open No.3 tank vapour valves CG300, CG301
Open No.4 tank vapour valves CG400, CG401
Open No.5 tank vapour valves CG500, CG501
Open Vapour header valve to No.1 vent mast riser CG701

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 Bu Samra Cargo Operating Manual

Illustration 6.3.1a Preparations for Loading

Terminal Ship
Prior To Terminal Ship
Arrival Terminal advises ship of arm Ship advises terminal of tank Test ESD
Witness and log ESD1 operation Test of ESD operation
configuration to be used condition (Warm)
Pilot/loading master advises Witness and log ESD1 operation
Warm before opening ship's manifold
1: LNG loading terminal control room
Inerted valves
Lines are 2: LNG loading
etc
Numbered from Vapour return
Forward 3:LNG loading Ship confirms ETA Boil-Off
4:LNG loading When ship's vapour return manifold Fully open ship's vapour return
Ship advises systems operational To Shore
is open, open loading arm vapour valve
Ship advises changes (if any) return valve
Cofferdam heating on Ship's cargo tanks will balance with
If ship Inerted, vapour return to shore tank at approximately 4kPa
Reliqifaction plant cooled down line-up with shore flare
Arrival Secure ship at jetty
Cool Down
Cool down loading arms and Ship advises terminal of readiness
Pilot/loading master advises

SAMSUNG
Ship checks communications ship's liquid lines to start cooldown of loading arms
terminal on completion
and ship's liquid lines.
Ship continuously monitors Terminal advises ship when ready
loading frequency CCR requests start
Main propulsion on standby Cool arms simultaneously
Fire fighting equipment ready until frosted over entire length
Secure gangway Fire main pressurised OR Operation controlled by loading
Pilot/loading master advises (approximately 45/60 minutes)
terminal staff
OR
If ship is in inerted condition, If ship is in inerted condition,
Check gangway advise ship when ready to start CCR advises terminal when ready

QGTC
Hand over crew list cooldown of first loading arm to start cooldown of first loading
Pre-loading
Meeting Pilot/loading master Display appropriate signage and liquid line arm and liquid line
Relevant terminal personnel Ship's CCR specifies flow rate
Review loading schedule (approximately 20m3/h)
Relevant ship's personnel
Review loading schedule ESD Test
(Warm) Initiate ESD1 signal from shore Witness and log ESD1 operation
Connecting of all ship's valves
Up Vapour return arm connected first
Witness and log ESD1 operation
Position safety locks
of all shore hydraulic valves
Pressure test with N2 Loading strainers in place
Manifold blanks removed
Gas-Up
(If Inerted) Terminal confirms readiness to Ship's CCR confirms readiness to
Check gas-up ship's lines and tanks gas-up lines and tanks
System Terminal control room checks
System line-up Total Gas-Up
Line-Up Vapour return lined-up to shore Ship's CCR specifies liquid flow rate
Time
If ship inerted, vapour return to Monitor from CCR flare until CO2 content below 10% Ship's CCR requests start Approximately
line-up with shore flare 20 Hours
When below 10% line-up for When CO2 content below 10%
normal vapour return recovery inform terminal
Safety Continue gassing-up until CO2
Carry out safety inspection Carry out safety inspection
Inspection content is below 1% by volume
Complete and sign safety checklist Complete and sign safety checklist
Start side water curtain at manifold
Cool Down
Terminal confirms readiness to Ship's CCR confirms readiness to Total Gas-Up
Tanks
cool down ship's lines and tanks cool down tanks And
CTS Carry out initial CTS gauging Carry Out
out initial
Carry Initial CTS gauging
Gauging Initial cooldown flow rates approx: Ship's CCR specifies liquid flow rate Cooldown
before opening ship's manifold 100m3/h for 4 hours Time
valves Ship's CCR requests start Approximately
150m3/h for 2 hours
200m3/h for 4 hours Ship's CCR informs terminal when 30 Hours
cooldown complete

Ready For Loading

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 Bu Samra Cargo Operating Manual
6.3 Loading and DeBallasting 6.3.1 Preparations For Loading

Prepare for loading as follows:

Introduction
• The chief officer is to prepare a detailed loading and deballasting
After cooldown has been completed the vessel is ready to load LNG. The cargo plan which includes the trim and stability conditions during
tanks are normally loaded simultaneously and deballasting is carried out at the loading.
same time. Refer to Section 6.3.5 for the details on deballasting. • The pre-arrival checklists are to be completed.

Loading is complete when all of the tanks are 98.4% full by volume. • A pre-loading meeting is to be held together with the terminal
representatives. The ship/shore safety list is to be filled in.
During loading the boil-off and displaced gas is returned to the shore facilities. • The custody transfer measurement (CTM) is to be carried
It will normally be necessary to use at least one HD compressor whilst loading out together with the terminal representatives, surveyors and
to reduce and maintain the cargo tank pressure to the required pressure of authorities (customs).
between 5.0kPa and 10.0kPa gauge. Both compressors can be used in parallel
• All connections (bonding wire, telephones, loading and

SAMSUNG
if required.
bunkering arms) at the manifold are to be carried out according
to the terminal’s Cargo Handling Manual.
Operation • The HD compressors are to be made ready for use in sending
vapour to the shore.
LNG is loaded via the loading manifolds to the liquid header and then to each
tank filling valve. • The chief officer is to supervise all loading operations on
board.
The boil-off and displaced vapour leaves each tank via the gas domes to the • The sounding, temperature and pressure on all cargo tanks is to

QGTC
vapour header. The vapour is initially free-flowed to shore via the vapour be checked and noted according to the schedule for the loading.
crossover manifold. As the tank pressure rises, one HD compressor is brought The Cargo Monitoring Record is to be filled in.
into operation to increase the gas flow to shore and limit the vapour main and
hence cargo tank pressure. • Vessel is ready to cool down the loading arms.
(See illustration 6.3.1a, Preparations for Loading).
Deballasting is undertaken at the same time as cargo loading and the
deballasting sequence is arranged to keep the vessel within the required limits
of draught, trim, stress and stability.

Deballasting takes normally about 15 hours and so will be completed shortly

before the end of loading.

The flow of nitrogen to the interbarrier space (IBS) and the insulation space (IS)
is increased to maintain a positive pressure in these spaces during completion
of cooldown and the start of loading. The automatic nitrogen control system
will maintain the pressure in the insulation spaces, however, raise the set point
of the IBS from +0.2kPag to +0.7kPag prior to cooldown (with experience it
may be found unnecessary to do this).

On completion of loading, the liquid header and other liquid lines are drained
to the No 5 cargo tank. The liquid remaining in the inclined part of the liquid
manifolds is pushed inboard using nitrogen pressure from ashore and the
loading arms are then purged and disconnected. If the vessel is not sailing
immediately, the reliquefaction plant can be used to control the tank pressures
or the GCU can burn any excess boil-off gas.

Issue: 1 - December 2009 IMO No: 9388833 Section 6.3 - Page 2 of 20

Produced by: WMT Limited, UK
Email: [email protected]

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 Bu Samra Cargo Operating Manual

Illustration 6.3.1b Operation Screen Shots

SAMSUNG
Operation Plan - Loading/Unloading Screen Shot

QGTC
Operation Flow - Loading Screen Shot

Operation Guide - Loading (1) Screen Shot Operation Guide - Loading (2) Screen Shot

Issue: 1 - December 2009 IMO No: 9388833 Section 6.3 - Page 3 of 20

Produced by: WMT Limited, UK
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 Bu Samra Cargo Operating Manual

Illustration 6.3.2a Cargo Lines Cooling Down

Gas H
Combustion CL012 CL014 CL013 CL011
CG931 MV23 PCV5D
Unit

PSV5
Off-Gas Port Manifold Starboard
PCV5C CV44 LCV3
Heater
CS014 CS013

CS025
MV37
To and From HV10 FCV20

HCV2A

PCV5B
Reliquefaction

MV02

MV17
Flash Drum
Plant CL022 CL024 CL023 CL021
HV01 CV01 2nd 1st HV02
BOG Condenser BOG Desuperheater No.1 BOG Compressor

CS035
FCV10 HV26B CS024 CS023
Gas

MV35

MV47
CG924 TCV1 HV10
Combustion FCV20
CG930
Unit
CG926

CG072 CG071
No.1 No.2
BOG Heater HV01 CV01 2nd 1st HV02
No.2 BOG Compressor LNG

PCV2A

PCV2B
TCV2 CG918 CG074 CG073

CV14

CV15

CV07
CS034 CS033
Transfer

CG925
FCV10 HV26B
CG923 TCV1
Pumps

MV18
MV01

MV16
CG927

CL032 CL034 CL033 CL031

High Duty

MV36

MV09
SAMSUNG
TCV2 CG915 CG911 CG903
Heater CG917
No.1 HD Compressor

CG075

CS071
CG929
CS044 CS043
FCV3

HCV2B

CG711
CL042 CL044 CL043 CL041
LNG
FCV1

TCV2

CG916 CG912 CG904 MV34 LCV5B

Vaporiser
No.2 HD Compressor

CV48
CS901
CG928

Locked
Closed
CG900
Key
VAPOUR RETURN LINE
LNG Liquid
GI702

LNG Vapour*
CG708 CG707
Nitrogen*

QGTC
CG703
Ballast Line
CG710

CG704

CG706

CG705
BA526
CG709
CS703

CS702

CL701

Inert Gas/
Dry-Air from CS704 GAS MAIN
Engine VAPOUR MAIN
Room

CG701

CG700
LIQUID MAIN

SPRAY MAIN CL700

CS701 CS700

CS705

CG702
CS505

CS405

CS305

CS205

CS105
CS503

CS403

CS303

CS203

CS103
CL107
CL507

CL407

CL307

CL207
H H H H H

CG100
CG500

CG400

CG300

CG200
CS404

CS304

CS104
CS204
CS504

CS510

CS500

CS410

CS400

CS300

CS200

CS100
H H H H H H H
CR501 CR401 CR301 CR201 CR101
CS501 CS502

CS401 CS402

CS301 CS302

CS201 CS202

CS101 CS102
CL504

CL404

CL304

CL204

CL104
CL501

CL401

CL302

CL202

CL102
H H H H H
CR500 CR400 CR300 CR200 CR100
CG501

CG401

CG301

CG101
CG201
CS508

CS507

CS408

CS407

CS308

CS307

CS208

CS207

CS108

CS107
CL500

CL400

CL300

CL200

CL100
CL503

CL502

CL403

CL402

CL303

CL301

CL203

CL201

CL103

CL101
H H H H H H H H H H H H H H H

Port Port Starboard Starboard Starboard

Starboard Starboard Port Port Port

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

Emergency Pump Column

CL306

CL305
CL506

CL505

CL406

CL405

CL206

CL205

CL106

CL105
No.5 Tank No.4 Tank No.3 Tank No.2 Tank No.1 Tank

No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump No.2(P) No.1(S) Spray Pump
Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps Cargo Pumps

Issue: 1 - December 2009 IMO No: 9388833 Section 6.3 - Page 4 of 20

Produced by: WMT Limited, UK
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CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual
6.3.2 Cargo Line Cooldown f) Open the tank valves in accordance with the following table: j) Using the IAS, adjust the set point of No.1 mast riser control
valve CG702 to the required value, for example 23kPa, so that
Position Description Valve this valve will remain closed during normal running of the
Pre-cooling of Liquid Pipes Before Loading compressors, but would act in a safety capacity if necessary.
Open No.1 tank vapour valves CG100, CG101
The cargo tanks will normally be maintained at -130ºC or colder during a ballast Open No.2 tank vapour valves CG200, CG201
k) Set up the starboard manifold, numbered from forward to aft as
voyage by drawing off the LNG vapour and returning the cold condensate back Open No.3 tank vapour valves CG300, CG301 follows. Most terminals only provide three chicksans, for sake
to the cargo tanks via the spray main and spray nozzles after being liquefied Open No.4 tank vapour valves CG400, CG401 of clarity, all manifolds are used.
with the reliquefaction plant.
Open No.5 tank vapour valves CG500, CG501
As long as the tanks are at this temperature, the cooling down of the cargo Open Vapour main block valve to No.1 mast riser CG701 Position Description Valve
liquid lines can begin. This operation must be started in sufficient time before Open No.1 tank liquid branch valve CL107 Open Starboard liquid manifold ESD valves CL011, CL021
loading commences, with approximately 90 minutes being required, this will Open No.2 tank liquid branch valve CL207 CL031, CL041
vary with terminals. Open No.3 tank liquid branch valve CL307 Open No.1 manifold double-shut bypass valve CS013
Open No.4 tank liquid branch valve CL407 Open No.2 manifold double-shut bypass valve CS023

SAMSUNG
LNG is introduced into the liquid crossover and liquid header at a limited flow Open No.3 manifold double-shut bypass valve CS033
rate. The liquid flashes-off immediately due to the high temperature within Open No.5 tank liquid branch valve CL507
the pipes and the vapour that is generated is introduced to all of the tanks via Open 10% No.1 tank filling valve CL100 Open No.4 manifold double-shut bypass valve CS043
the filling valves which are 10% open. The pre-cooling is then carried out as Open 10% No.2 tank filling valve CL200 Open Manifold spray/liquid line cooldown valves CS025, CS035
follows: Open 10% No.3 tank filling valve CL300
l) Request shore to supply LNG at a slow rate through all four
Open 10% No.4 tank filling valve CL400
loading arms.
Procedure for Cooling Liquid Lines Open 10% No.5 tank filling valve CL500
m) The pre-cooling must be thoroughly monitored by observation
In this case it has been assumed that the vessel is berthed starboard side to. g) Prepare both HD compressors for use. Adjust the set point of

QGTC
of the temperatures and pressures. Temperature monitoring at
both HD compressors’ pressure control valve to 5.0kPa, or the the liquid header crossover connection and at each cargo tank is
a) Check the connection of the liquid and vapour arms, required value. available at the IAS. As the filling valves are already open, the
communications with shore, ship/shore electrical and pneumatic pressure in the tanks will start to rise, bringing the tank pressures
connection and ESDS safety devices. Carry out safety tours. h) On the HD compressors, open the following valves: up together. As the pressure rises the HD compressor(s) should
be started and controlled from the IAS.
b) Complete the relevant ship/shore safety checklist. Position Description Valve
Open Compressor supply from vapour header valve CG704 Note: Ensure valve CG075 is closed once the HD compressor is started,
When the shore terminal is ready to purge the manifold connections with
Open Vapour free-flow valve to vapour manifold CG075 otherwise vapour will circulate around the system.
nitrogen:
Open No.1 HD compressor inlet valve CG903
c) Open liquid manifold ESDS valves CL011, CL021 CL031 and n) When the temperature at the liquid header for the tanks has
Open No.2 HD compressor inlet valve CG904
CL041. fallen to approximately -100°C, the liquid manifold double-shut
Open No.1 HD compressor outlet valve CG915 valves can be opened and the bypass valves closed.
Open No.2 HD compressor outlet valve CG916
d) Pressurise the loading arms and manifold, then leak test. Purge
to atmosphere via the manifold drain valves until a reading of Automatic No.1 HD compressor surge control valve CG139 Position Description Valve
1% oxygen is obtained, then close the ESD valves. Automatic No.2 HD compressor surge control valve CG239 Open No.1 starboard liquid double-shut valve CL013
Open Vapour return valve to vapour manifold CG900 Open No.2 starboard liquid double-shut valve CL023
e) Pressurise the vapour arm/manifold with nitrogen and leak test. Open No.3 starboard liquid double-shut valve CL033
This is carried out with the vapour manifold closed. Purge the i) Open the vapour manifold ESD valve CG071 (starboard side).
Open No.4 starboard liquid double-shut valve CL043
vapour arm to atmosphere via the manifold vent valve. This will enable a free-flow of gas to the terminal and is a check
that the pipeline layout on board has been arranged correctly. Close No.1 manifold double-shut bypass valve CS013
When it is agreed between the ship and the shore that the vessel is ready to Close No.2 manifold double-shut bypass valve CS023
cool down: Close No.3 manifold double-shut bypass valve CS033
Close No.4 manifold double-shut bypass valve CS043
Close Manifold spray/liquid line cooldown valves CS025, CS035

Issue: 1 - December 2009 IMO No: 9388833 Section 6.3 - Page 5 of 20

Produced by: WMT Limited, UK
Email: [email protected]

CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
 Bu Samra Cargo Operating Manual

Illustration 6.3.2b Cooling Down and Loading Flow Chart

SPRAY MASTER VALVE SETTINGS AFTER COMPLETION OF COOLDOWN TANK NO.1
ALL VALVES CLOSED DURING COOLDOWN PROCESS AND BEFORE LOADING 98% STOP PUMP No.2
HOURS VALVE % CS013 CS023 CS033 CS043 98.4% FINISH CARGO TANK No.1
1 50 CLOSE CLOSE CL 100
CS025 CS035
2 50 OPEN CL100 CL200 CL300 CL400 CL500
3 50
LIQUID ARMS CONNECTED TANK NO.4
4 60 98% STOP PUMP No.3
CONNECTION PURGED
ESDS TEST / CTS UNBLOCKED 5 60 98.4% FINISH CARGO TANK No.4
ESD VALVES OPEN LIQUID/VAPOUR REQUEST TERMINAL TO START LOADING CLOSE CL 400
6 70
DRAINS CLOSED
COMMUNICATIONS ESTABLISHED 7 70
8 80 TANK NO.2