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CARGO OPERATING MANUAL CORCOVADO LNG (H2297) 1st Draft / 2013.09.30

CORCOVADO LNG Issue and Update Control ............................................................................. 4 Symbols and Colour Scheme ........................................................................ 6 Abbreviations / Definitions ........................................................................... 7 Part 1 : Design Concept of the Vessel 1.1 Principal Particulars .................................................................... 1 - 1 1.1.1 Principal Particulars of the Ship ...................................... 1 - 1 1.1.2 Principal Particulars of Cargo Machinery ....................... 1 - 3 1.1.3 General Arrangement ...................................................... 1 - 4 1.1.4 Tank Location Plan .......................................................... 1 - 5 1.1.5 Tanks and Capacity Plan ................................................. 1 - 6 1.2 Classification, Rules and Regulations ........................................ 1 - 8 1.3 Design Concept of the Cargo System ....................................... 1 - 12 1.3.1 Cargo Containment System Principle............................ 1 - 12 1.3.2 Membrane Cargo Containment ..................................... 1 - 15 1.3.3 Deterioration or Failure ................................................. 1 - 28 1.4 Hazardous Areas and Gas Dangerous Zone .............................. 1 - 30 Illustrations 1.3.1a Cargo Tank Lining Reinforcement ........................................1 - 11 1.3.1b Cargo Tank General ............................................................. 1 - 13 1.3.2a Construction of Containment System– Securing of Insulation Boxes .............................................................................................. 1 - 16 1.3.2b Construction of Containment System – Flat Area ............... 1 - 17 1.3.2c Arrangement of Transverse Corner (at Tank Bottom with Draining)......................................................................................... 1 - 18 1.3.2d Arrangement of Transverse Corner (at Tank Bottom without Draining)......................................................................................... 1 - 18 1.3.2e Arrangement of Transverse Corner (at Tank Top except Fore of Tank 1) ............................................................................................ 1 - 19 1.3.2f Arrangement of Transverse Corner (at fore of Tank 1 Top) . 1 - 19 1.3.2g Arrangement of Transverse Corner (at Lower Slopes) ........ 1 - 20 1.3.2h Arrangement of Transverse Corner (at Lower Part of Longitudinal Bulkhead) .................................................................. 1 - 20 1.3.2i Arrangement of Transverse Corner (at Upper Part of Longitudinal Bulkhead) .................................................................. 1 - 21 1.3.2j Arrangement of Transverse Corner (at Upper Slope) ........... 1 - 21 1.3.2k Arrangement of Transverse Corner ß > 90° (at Low Part of Upper Slope) ................................................................................... 1 - 22 1.3.2l Arrangement of Transverse Corner ß > 90° (at Upper Part of Upper Slope) ................................................................................... 1 - 22 1.3.2m Arrangement of Transverse Corner ß > 90° (at Low Slope) 1 - 23 1.3.2n Arrangement of Transverse Corner ß > 90° (at Lower Part of Longitudinal Bulkhead) .................................................................. 1 - 23 1.3.2o Arrangement of Transverse Corner ß > 90° (at Upper Part of IMO No. 9636711 / 1st Draft (2013.09.30)

Cargo Operating Manual Longitudinal Bulkhead) .................................................................. 1 - 24 1.3.2p Arrangement of Transverse Corner ß < 90° (at Upper & Lower Slope) .............................................................................................. 1 - 25 1.3.2q Arrangement of Transverse Corner ß < 90° (at Lower & Upper Part of Longitudinal Bulkhead)....................................................... 1 - 26 1.3.3a Temperature and Hull Steel Grades ...................................... 1 - 27 1.4a Hazardous Areas and Gas Dangerous Zone Plan .................... 1 - 29 1.4b Hazardous Areas and Gas Dangerous Zone Plan .................... 1 - 30 Part 2 : Properties of Gases 2.1 Characteristics of LNG ............................................................... 2 - 2 2.1.1 Physical Properties and Composition of LNG ................. 2 - 2 2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures..... .................................................................................................. 2 - 5 2.1.3 Supplementary Characteristics of LNG ........................... 2 - 6 2.1.4 Avoidance of Cold Shock to Metal .................................. 2 - 9 2.2 Properties of Nitrogen and Inert Gas ........................................ 2 - 10 2.3 Hazards, Safety and First Aid ................................................... 2 - 10 2.3.1 Rollover of Cargo .......................................................... 2 - 10 2.3.2 Potential Hazards of LNG to Human Beings................. 2 - 11 2.3.3 Protective Clothing and Equipment ............................... 2 - 11 2.3.4 Cryogenic / Freeze Burns .............................................. 2 - 11 2.3.5 Treatment of Cryogenic Burns....................................... 2 - 11 2.3.6 LNG Asphyxiation ......................................................... 2 - 12 2.3.7 Cardiopulmonary Resuscitation..................................... 2 - 12 2.3.8 Treatment for Shock ...................................................... 2 - 13 Illustrations 2.1.1a Density Ratio Methane/Ambient Air versus Temperature ..... 2 - 1 2.1.1b Boiling Point of Methane in Relation to Pressure.................. 2 - 3 2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures ... 2 - 5 2.1.3a Temperature and Steel Grades ................................................ 2 - 7 2.1.4a Structural Steel Ductile to Brittle Transition Curve ............... 2 - 9 2.3.7a CAB of Resuscitation........................................................... 2 - 14 Part 3: Integrated Automation System (IAS) 3.1 General Principles of the IAS ..................................................... 3 - 3 3.1.1 General ............................................................................ 3 - 3 3.1.2 IAS System Lay-Out........................................................ 3 - 3 3.1.3 Alarm Control and Monitoring System ........................... 3 - 5 3.2 Extension Alarm System ............................................................. 3 - 9 Illustrations 3.1.1a IAS Overview......................................................................... 3 - 1 3.1.3a Navigation Panel Lay-out....................................................... 3 - 7 1

3.2a Extension Alarm System (1/2) .................................................. 3 - 9 3.2b Extension Alarm System (2/2) ................................................. 3 - 9 3.2c Transfer to Bridge Watch Mode.............................................. 3 - 10 3.2d Personnel Alarm System .........................................................3 - 11 Part 4 : Cargo System 4.1 Cargo Piping System ................................................................... 4 - 2 4.1.1 Cargo Piping Systems ...................................................... 4 - 2 4.2 Cargo Tank Pressure Control System .......................................... 4 - 4 4.2.1 Gas Management System ................................................. 4 - 4 4.2.2 Cargo Tank Pressure Control ........................................... 4 - 4 4.2.3 Operation Modes .............................................................. 4 - 6 4.2.4 GCU Control .................................................................... 4 - 8 4.2.5 Forcing Vaporiser Control ............................................... 4 - 9 4.2.6 Cargo Tank Vent Control ................................................. 4 - 9 4.3 Cargo Pumps ............................................................................. 4 - 12 4.3.1 Main Cargo Pumps ........................................................ 4 - 12 4.3.2 Stripping/Spray Pumps .................................................. 4 - 22 4.3.3 Fuel Gas Pump ............................................................... 4 - 30 4.3.4 Emergency Cargo Pump ................................................ 4 - 38 4.4. Compressor .............................................................................. 4 - 44 4.4.1 HD Compressors ............................................................ 4 - 44 4.4.2. LD Compressors ........................................................... 4 - 51 4.5 HD Heater ................................................................................. 4 - 60 4.6 LNG Vaporiser .......................................................................... 4 - 64 4.7 Forcing Vaporiser ...................................................................... 4 - 68 4.8 In-Line Mixer and Mist Separator ............................................. 4 - 72 4.9 Vacuum Pumps .......................................................................... 4 - 76 4.10 Custody Transfer System ........................................................ 4 - 80 4.10.1 Custody Transfer System ............................................. 4 - 80 4.10.2 Float Level Gauge ........................................................ 4 - 92 4.10.3 Trim/List Indicator ....................................................... 4 - 98 4.10 Nitrogen Production System ................................................. 4 - 102 4.11 Inert Gas and Dry Air System ............................................... 4 - 108 4.12 Gas Detection System ........................................................... 4 - 118 4.13 Cargo and Ballast Valve Control ........................................... 4 - 126 4.13.1 Cargo Valve Control System ..................................... 4 - 126 4.13.2 Ballast Valve Remote Control System ....................... 4 - 130 4.15 Emergency Shutdown System ............................................... 4 - 134 4.15.1 Main Components and System Interface ................... 4 - 134 4.15.2 Operator Interface ...................................................... 4 - 136 4.15.3 Failure Handling ........................................................ 4 - 138 4.16 Ship Shore Communication System ...................................... 4 - 140 4.16.1 Ship Shore Link ......................................................... 4 - 140 4.15.2 Mooring Load Monitoring System............................. 4 - 146 Index

CORCOVADO LNG 4.17 Relief Systems ....................................................................... 4 - 149 4.17.1 Cargo Tank Relief Valves .......................................... 4 - 149 4.17.2 Insulation Space Relief Valves................................... 4 - 150 4.17.3 Cargo Tank and Insulation Space Relief Valves Operating Principle ................................................................................ 4 - 151 4.17.4 Pipe Relief Valves ...................................................... 4 - 153 Illustrations 4.1a Cargo Piping System .................................................................4 - 1 4.2.2a Pressure Table for Vapour Header Pressure ............................4 - 4 4.3.1a Main Cargo Pump ................................................................. 4 - 11 4.3.1b Characteristic Curve of Cargo Pumps .................................. 4 - 13 4.3.2a Stripping/Spray Pump ........................................................... 4 - 21 4.3.2b Characteristic Curve of Stripping/Spray Pumps ................... 4 - 23 4.3.3a Fuel Gas Pump ...................................................................... 4 - 29 4.3.3b Characteristic Curve of Fuel Gas Pumps .............................. 4 - 31 4.3.3c Fuel Gas Pump Load and Pressure Control .......................... 4 - 33 4.3.4a Emergency Cargo Pump ....................................................... 4 - 37 4.3.4b Characteristic Curve of Emergency Cargo Pump ................. 4 - 39 4.4.1a HD Compressor .................................................................... 4 - 43 4.4.1b HD Compressor Performance Curve .................................... 4 - 45 4.4.2a LD Compressor - Four Stage (1/2) ....................................... 4 - 49 4.4.2b LD Compressor - Four Stage (2/2) ....................................... 4 - 50 4.4.2c LD Compressor Performance Curve ..................................... 4 - 52 4.5a HD Heater ................................................................................ 4 - 59 4.6a LNG Vaporiser ......................................................................... 4 - 63 4.7a Forcing Vaporiser ..................................................................... 4 - 67 4.8a Mist Separator .......................................................................... 4 - 71 4.9a Vacuum Pumps ........................................................................ 4 - 75 4.9b Notice for Drain ....................................................................... 4 - 78 4.10.1a Custody Transfer System .................................................... 4 - 79 4.10.1b Cargo Tank Level & Temperature ...................................... 4 - 81 4.10.1d CTS Flow Diagrams ........................................................... 4 - 89 4.10.2a Float Level Gauge System .................................................. 4 - 91 4.10.2b Float Level Gauge .............................................................. 4 - 95 4.10.3a Trim/List Indicator System (1/2) ........................................ 4 - 97 4.10.3b Trim/List Indicator System (2/2) ........................................ 4 - 99 4.10a Nitrogen Generator .............................................................. 4 - 101 4.11a Inert Gas and Dry Air System (1/2) ..................................... 4 - 107 4.11b Inert Gas and Dry Air System (2/2) ..................................... 4 - 109 4.11c Oxygen Analyser.................................................................. 4 - 112 4.12a Cargo Area Gas Detection System ....................................... 4 - 117 4.12b Gas Detection System (1/2) ................................................. 4 - 119 4.12c Gas Detection System (2/2) ................................................. 4 - 121 4.12d E/R Gas Detection System .................................................. 4 - 123 IMO No. 9636711 / 1st Draft (2013.09.30)

Cargo Operating Manual 4.13.1a Cargo Valve Hydraulic Lines ........................................... 4 - 125 4.13.2a Ballast Valve Hydraulic Lines .......................................... 4 - 129 4.15a Emergency Shutdown System............................................. 4 - 133 4.16.1a Ship-Shore Link ............................................................... 4 - 139 4.17.1a Cargo Tank Relief Valves ................................................. 4 - 149 4.17.2a Insulation Space Relief Valves ......................................... 4 - 150 4.17.4a Cargo Pipe Relief Valve (REC131-S1(E)) ....................... 4 - 153 4.17.4b Cargo Pipe Relief Valve (REC131-S1(N))....................... 4 - 153 Part 5 : Cargo Auxiliary and Ballast System 5.1 Temperature Monitoring System ................................................ 5 - 5 5.2 Insulation Space Nitrogen Control System ................................. 5 - 8 5.3 Cofferdam Glycol Heating System ........................................... 5 - 12 5.3.1 Glycol Water Heater ...................................................... 5 - 12 5.3.2 Cofferdam Glycol Heating System ................................ 5 - 16 5.4 Auxiliary FW Cooling System .................................................. 5 - 20 5.5 Ballast and Ballast Water Treatment System ............................ 5 - 25 5.5.1 Ballast System ............................................................... 5 - 25 5.5.2 Ballast Water Treatment System .................................... 5 - 32 5.6 Loading Computer .................................................................... 5 - 43 5.6.1 Introduction and Definitions .......................................... 5 - 43 5.6.2 System Options .............................................................. 5 - 43 5.6.3 System Start-Up ............................................................. 5 - 45 5.6.4 Explanation of the Each Screen ..................................... 5 - 45 5.6.5 Troubleshooting ............................................................. 5 - 62 5.7 Steam Condensate System ........................................................ 5 - 65 5.8 Bilge and Scupper System ........................................................ 5 - 68 5.9 Instrument Air System .............................................................. 5 - 71 5.10 Air System for Ship/Shore Pneumatic ESD ............................ 5 - 73 Illustrations 5.1a Temperature Sensors on Secondary Space ................................ 5 - 1 5.1b Temperature Sensors on the Double Hull ................................. 5 - 3 5.2a Insulation Space Nitrogen Control System ............................... 5 - 7 5.2b Nitrogen Insulation Supply Valves ........................................... 5 - 9 5.2c Nitrogen Insulation Exhaust Valves .......................................... 5 - 9 5.3.1a Glycol Water Heater ............................................................. 5 - 11 5.3.2a Cofferdam Glycol Heating System ...................................... 5 - 15 5.3.2b Dynamic Auto Balancing Valve ........................................... 5 - 16 5.4a Auxiliary Fresh Water Cooling System ................................... 5 - 19 5.5.1a Ballast System (1/2) ............................................................. 5 - 23 5.5.1b Ballast System (2/2) ............................................................. 5 - 24 5.5.1c Start Ballast/Deballast Sequence .......................................... 5 - 27 5.5.1d Stop Ballast / Deballast Stop Sequence ............................... 5 - 28 5.5.2a Ballast Water Treatment System .......................................... 5 - 31 2

5.7a Steam Condensate System (1/3) .............................................. 5 - 65 5.7b Steam Condensate System (2/3) .............................................. 5 - 66 5.7c Steam Condensate System (3/3) .............................................. 5 - 67 5.8a Bilge and Scupper System (1/2) .............................................. 5 - 68 5.8b Bilge and Scupper System (2/2) .............................................. 5 - 69 5.8c Drainage and N2 Filling for Secondary Barrier ...................... 5 - 70 5.9a Instrument Air System (1/2) .................................................... 5 - 71 5.9b Instrument Air System (2/2) .................................................... 5 - 72 5.10a Air System for Ship/Shore Pneumatic ESD .......................... 5 - 73 Part 6 : Cargo Operations 6.1 Post Dry Dock Operation ............................................................ 6 - 2 6.1.1 Insulation Space Inerting ................................................. 6 - 2 6.1.2 Drying Cargo Tanks with Bottom Filling after Dry Dock ...... .................................................................................................. 6 - 6 6.1.3 Drying Cargo Tanks with Top Filling after Dry Dock..... 6 - 8 6.1.4 Inerting Cargo Tanks after Dry Dock ............................ 6 - 10 6.1.5 Drying and Inerting Cargo Tanks Using Liquid Nitrogen ...... ................................................................................................ 6 - 12 6.1.6 Gassing-up Cargo Tanks ................................................ 6 - 14 6.1.7 Initial Cooling Down Cargo Tanks ................................ 6 - 20 6.2 Ballast Voyage ........................................................................... 6 - 24 6.2.1 Cooling Down Tanks Prior to Arrival ............................ 6 - 26 6.3 Loading ..................................................................................... 6 - 30 6.3.1 Cargo Lines Cooldown .................................................. 6 - 34 6.3.2 Loading with Vapour Return to Shore ........................... 6 - 36 6.4 Loaded Voyage with Fuel Gas Burning ..................................... 6 - 40 6.4.1 Normal Fuel Gas Burning .............................................. 6 - 40 6.4.2 Fuel Gas Burning with Forcing Vaporiser ..................... 6 - 42 6.5 Discharging ............................................................................... 6 - 44 6.5.1 Preparations for Discharging ......................................... 6 - 44 6.5.2 Liquid Lines & Arms Cooldown before Discharging .... 6 - 46 6.5.3 Discharging with Gas Return from Shore ...................... 6 - 50 6.5.4 Discharging without Gas Return from Shore ................. 6 - 52 6.6 Pre Dry Dock Operations .......................................................... 6 - 56 6.6.1 Stripping and Line Draining .......................................... 6 - 56 6.6.2 Tanks Warm Up ............................................................. 6 - 58 6.6.3 Inerting ........................................................................... 6 - 62 6.6.4 Aeration ......................................................................... 6 - 66 Illustrations 6.1.1a Insulation Space Inerting (First Step) ..................................... 6 - 1 6.1.1b Insulation Space Inerting (Second Step) ................................ 6 - 3 6.1.2a Drying Cargo Tanks with Bottom Filling after Dry Dock ...... 6 - 5 6.1.3a Drying Cargo Tanks with Top Filling after Dry Dock ............ 6 - 7 Index

CORCOVADO LNG 6.1.4a Inerting Cargo Tanks after Dry Dock ......................................6 - 9 6.1.5a Drying and Inerting Cargo Tanks Using Liquid Nitrogen..... 6 - 11 6.1.6a Gassing-Up Cargo Tanks (First Step) ................................... 6 - 13 6.1.6b Gassing-Up Cargo Tanks (Second Step) ............................... 6 - 15 6.1.6c Gassing-up with GCU Burning ............................................. 6 - 17 6.1.7a Initial Cooling Down Cargo Tanks ....................................... 6 - 19 6.2.1a Cooling Down Tanks Prior to Arrival on Ballast Voyage ..... 6 - 25 6.3.1a Preparations for Loading....................................................... 6 - 29 6.3.1a Cargo Lines Cooldown ......................................................... 6 - 33 6.3.2a Loading with Vapour Return to Shore .................................. 6 - 35 6.4.1a Normal Fuel Gas Burning ..................................................... 6 - 39 6.4.2a Fuel Gas Burning with Forcing Vaporiser ............................ 6 - 41 6.5.1a Preparations for Discharging ................................................ 6 - 43 6.5.2a Liquid Lines Cooldown before Discharging ......................... 6 - 45 6.5.3a Discharging with Gas Return from Shore ............................. 6 - 49 6.5.4a Discharging without Gas Return from Shore ........................ 6 - 51 6.6.1a Stripping and Line Draining ................................................. 6 - 55 6.6.2a Tanks Warm Up with Venting ............................................... 6 - 57 6.6.2b Tanks Warm Up with GCU Burning ..................................... 6 - 59 6.6.3a Inerting .................................................................................. 6 - 61 6.6.3b Inerting with GCU Burning .................................................. 6 - 63 6.6.4a Aeration – Top Filling ........................................................... 6 - 65 6.6.4b Aeration – Bottom Filling ..................................................... 6 - 67 Part 7 : Emergency Procedures 7.1 Vapour Leakage ...........................................................................7 - 2 7.2 Liquid Leakage ............................................................................7 - 2 7.3 Water Leakage to Barrier Space ................................................ 7 - 12 7.4 Unscheduled Departure of Vessel from Terminal Jetty in Case of Emergency ....................................................................................... 7 - 12 7.5 Emergency Cargo Pump Installation ......................................... 7 - 14 7.6 One Tank Operation .................................................................. 7 - 18 7.6.1 Warm Up (No.3 Cargo Tank) ......................................... 7 - 18 7.6.2 Inerting (No.3 Cargo Tank) ............................................ 7 - 20 7.6.3 Aeration (No.3 Cargo Tank) ........................................... 7 - 22 7.6.4 Drying and Inerting (No.3 Cargo Tank) ......................... 7 - 24 7.6.5 Gassing-Up (No.3 Cargo Tank) ...................................... 7 - 28 7.6.6 Cooldown (No.3 Cargo Tank) ........................................ 7 - 30 7.7 Ship to Ship Transfer ................................................................. 7 - 31 7.8 Jettisoning of Cargo ................................................................... 7 - 33

Cargo Operating Manual 7.2c Messenger System Engaged Position (A-A) ............................. 7 - 6 7.2d Messenger ................................................................................. 7 - 7 7.2e Messenger Casing and Lower Part ............................................ 7 - 9 7.3a Water Drain From Insulation Space ........................................ 7 - 11 7.5a Emergency Pump Lifting Davit Installation ........................... 7 - 13 7.6.1a Warm Up (No.3 Tank) ......................................................... 7 - 17 7.6.2a Inerting (No.3 Cargo Tank) .................................................. 7 - 19 7.6.3a Aeration (No.3 Cargo Tank) ................................................ 7 - 21 7.6.4a Drying (No.3 Cargo Tank) ................................................... 7 - 23 7.6.4b Inerting before Gassing Up (No.3 Cargo Tank)................... 7 - 25 7.6.5a Gassing-Up (No.3 Cargo Tank) ........................................... 7 - 27 7.6.6a Cooldown (No.3 Cargo Tank) .............................................. 7 - 29 7.8a Jettisoning of Cargo ................................................................ 7 - 33 Part 8: Fire Fighting System 8.1 Fire and Deck Wash System ........................................................ 8 - 2 8.2 Water Spray System .................................................................... 8 - 8 8.3 Dry Powder System ................................................................... 8 - 12 8.4 CO2 System ............................................................................... 8 - 16 8.5 Detection and Alarm System ..................................................... 8 - 21 8.5.1 Fire Detection System.................................................... 8 - 21 8.5.2 Fire Alarm System ......................................................... 8 - 28 Illustrations 8.1a Fire and Deck Wash System (1/3) ............................................. 8 - 1 8.1b Fire and Deck Wash System (2/3) ............................................. 8 - 3 8.1c Fire Main System (3/3) .............................................................. 8 - 4 8.1b Fire and Deck Wash System (2/3) ............................................. 8 - 5 8.2a Water Spray System................................................................... 8 - 7 8.2b Water Spray Nozzle ................................................................... 8 - 9 8.3a Dry Powder System Hose Station............................................ 8 - 11 8.3b Dry Powder Schematic Arrangement ...................................... 8 - 13 8.4a CO2 System (1/2) ..................................................................... 8 - 15 8.4a CO2 System (2/2) ..................................................................... 8 - 17 8.4b CO2 System for Cargo Area .................................................... 8 - 19 8.5.2a Fire Detection and Alarm System – Control Panel M 4.3 .... 8 - 27 8.5.2b Fire Detection and Alarm System – Repeater Panel M 4.3 .. 8 - 29 8.5.2c Fire Detection and Alarm System – Fire Flashing ................ 8 - 30 8.5.2d Fire Detection and Alarm System – Fault Flashing .............. 8 - 31

Illustrations 7.1a Insulation Space Nitrogen Control System ................................7 - 1 7.2a Messenger System General Arrangement ..................................7 - 5 7.2b Messenger System Engaged Position (Elevation) .....................7 - 6 IMO No. 9636711 / 1st Draft (2013.09.30)

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Index

Cargo Operating Manual

CORCOVADO LNG Issue and Update Control This manual was produced by:

Item

Issue 1

Issue 2

Issue 3

PENTATECH CO., LTD. For any new issue or update contact: 1-103, Cheonghak-Dong, Yeongdo-Gu, Busan, Korea E-Mail: [email protected] 1. Modification/Correction Records Item

IMO No. 9636711 / 1st Draft (2013.09.30)

Issue 1

Issue 2

Issue 3

4

Issue and Update Control

Cargo Operating Manual

CORCOVADO LNG 2. General Even though there are a number of Vendor’s and Manufacturer’s manuals, as well as the Shipbuilder’s plans furnished with this vessel, no one compilation or document is able to provide complete instruction on all of the operating systems on board. The purpose of this operating manual is to provide information where needed, and to help serve the Vessel’s Officers and Crew with further supplemental material which may not already be accessible to them. It is intended that this manual will be used together with the other manuals and plans currently on the vessel, and will in no way substitute for, supplant or supersede them. Each of the Vendor’s and Manufacturer’s manuals is themselves, valuable sources of detailed information on the machinery and systems on board. Additionally, they provide crucially important safety procedures and steps to be followed in the event of accidents or emergencies. Anywhere that the information within this manual is found to be incorrect or inadequate, the details should be sent to the Hull Piping Design Team of DSME so that revisions may be made to manuals of other ships of the same class. 3. Safe Operation Quite often, through experience, the safest and best operating practices are learned while doing. All on board are responsible for mastering their positions and responsibilities, and for maintaining the safety and care of the vessel. General safety precautions are most often a matter of common sense, conscientiousness, and good seamanship. The manuals that are available onboard also offer detailed and practical instructions in these areas. It is always possible however, that even experienced operators may from time to time disregard safety precautions by becoming over familiar with, or indifferent to equipment and procedures. Therefore, the strict following of and adherence to basic safety and operating rules must be maintained at all times:

IMO No. 9636711 / 1st Draft (2013.09.30)



Never ignore any questionable or unusual occurrences, no matter how incidental. Minor warnings often appear before a major failure occurs.



Never continue to operate any machinery or equipment which seems to be potentially dangerous or unsafe, and always report on any such situation immediately.



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



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



Never remotely start any machinery from a control room without having first checked visually to ensure that the machine is able to operate properly.

5. Descriptions The basic concept of this manual is the presentation of operating procedures in the form of a general sequential flow. This is in order to present a comprehensive and detailed step-by-step procedure for the proper performance of the operations on board the vessel. The overview of the manual layout is to first introduce sections describing the systems and equipment fitted, along with their method of operation in relation to a schematic diagram where relevant. Detailed operating procedures for the system or equipment involved then follow where required. Additional coverage is given to basic procedures for machinery operations such as; from preparing a plant for operation from dead ship conditions; to shutting down a plant in readiness for dry dock.

The equipment and machinery on board are generally designed and equipped with safety mechanisms which in the event of a failure occurring (whether by fault of the operator or the equipment involved), cause the machinery affected to cease operating. This helps to limit as much as is possible, danger to personnel or damage to the equipment and or the machinery. However, the operation of any machinery is inherently dangerous and is greatly increased if these safety mechanisms are disregarded or ignored.

All of the operations consist of detailed introductory sections which describe the methods and objectives of performing the operation, in relation to the relevant flow sheet showing pipelines in use and directions of flow within the pipelines.

4. Illustrations

6. Notices

The illustrations are referenced to in the text of the manual, and are located either within the text where they are appropriately small enough, or above the text so that when the manual is laid face up, both the text and illustrations are accessible and easily legible. If the text relating to an illustration covers several pages, the illustrations are duplicated again above each page.

Notices are given throughout the manual as a means to draw the reader’s attention to points regarding safe operations, procedures and systems, and where highlighting of supplemental points of information are considered beneficial.

Color is used to denote where flows are detailed in an illustration, and a key of all colors and line styles employed in the illustration is provided with the illustration.

WARNING Warnings are used to focus attention on operations where danger or hazardous conditions exist and where danger to life or limb may be present.

The color scheme is used to give additional details of the color coding used in the illustrations.

CAUTION Cautions are used to focus attention on operations where the potential for damage to equipment may exist.

Keys to the symbols used in the manual are located on the following pages, and the symbols given in the manual closely follow the international standards and norms for signs and symbols.

5

The details of valves and their settings which are used during the different operations are provided in the text for reference where applicable.

The following notices and their meanings are used in this manual:

NOTE Notes are used to supply supplementary information or to focus attention on points of interest.

Issue and Update Control

Cargo Operating Manual

CORCOVADO LNG Symbols and Colour Scheme STANDARD SYMBOL VALVE, COCK, STRAINER, PIPE FITTING & INSTRUMENT SYMBOL

DESCRIPTION

SYMBOL

B'FLY LUG TYPE

DESCRIPTION

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

SEPARATOR

QUICK CLOSING WIRE (STR/ANG)

OPEN

H

DESCRIPTION

CLOSE

SYMBOL FM

DESCRIPTION

REM. HYD. B'FLY LUG

SPECTACLE FLANGE (NORMAL OPENED/CLOSED)

HORN

B'FLY FLANGE TYPE

REM. HYD. B'FLY WAFER

ORIFICE PLATE

EJECTOR

BALL FULL BORE SOLID

REM. HYD. B'FLY FLANGE

SPOOL PIECE

AUTO FILTER

BALL 3-WAY (T - TYPE/L - TYPE)

SELF CLOSING SPRING (STR./ANG)

AIR VENT GOOSE NECK PIPE

PORTABLE TANK

COCK 2-WAY

SAFETY (STR./ANG)

AIR VENT GOOSE NECK (FLOAT/SCR.)

HULL TANK

COCK 3-WAY ( T - TYPE/L - TYPE)

STORM VERT. SWING CHECK STR.

AIR VENT (FLOAT/FLOAT SCR.)

CENTRIFUGAL PUMP

FLOW CONT. BALL FLOAT

STORM VERT. SWING CHECK STR.

SOUNDING CAP SELF CLOS'G WEIGHT WITH SELF CLOS'G COCK

GEAR PUMP

FLOW CONT. BALL FLOAT CHECK

TEMP. CONTROL 2-WAY WAX

SOUNDING CAP NORMAL

HAND PUMP

FLOW CONT. 2-WAY DISC/DIAPHRAGM

TEMP. CONTROL 2-WAY PNEU.

SOUNDING CAP DK PIECE

SCREW PUMP

GLOBE (STR./ANG)

TEMP. CONTROL 3-WAY WAX

SOUNDING CAP SELF CLOS'G WEIGHT PEDAL WITH SELF CLOS'G COCK

MONO PUMP

GLOBE SDNR (STR./ANG)

TEMP. CONTROL 3-WAY ROTARY PISTON

FILLING CAP

PISTON PUMP

SOLENOID 2-WAY (STR.)

TEMP. CONTROL 2-WAY ROTARY PISTON

MUD BOX (ANG./STR.)

VISC. CONTROLLER

GATE NON-RISING

TEMP. CONTROL 3-WAY ROTARY PISTON WITH HANDLE

ROSE BOX

F.W FOUNTAIN

B'FLY WAFER TYPE

SYMBOL COLOUR

FLOW METER

CARGO LINE

H

VAPOUR LINE

STEAM LINE

NITROGEN LINE

INERT GAS LINE

LUBRIC ATING OI L LINE

DIESE L OIL LINE

S

HOSE GLOBE (STR./ANG)

H

HYD OIL. LINE

REM. HYD. B ' FLY WAFER PISTON WITH HANDLE

WASH BASIN LEVEL GAUGE WITH VALVE (FLAT/CYLINDRICAL TYPE)

GLOBE SDNR WITH HOSE CONNECTOR (STR/ANG)

MAGNETIC 2-WAY (STR./ANG)

H

MAGNETIC 3-WAY WS

NON-RETURN FLAP

WATER SEAL GLOBE (STR)

SHELL/TUBE TYPE HE AT EXCH.

WATER SEAL GATE

COOLER PLATE TYPE

WS

WS

LEVEL GAUGE (DIAL FLOAT/FLOAT) TYPE WATER SEAL REM. ELEC. B ' FLY WAFER WITH HANDLE

OR

BELL MOUTH

MAKER SUPPLY

NON-RETURN LIFT (STR./ANG)

SEA WATER LINE

FRESH WATER LINE

STEAM TRACING AND INSULATION

BILGE WATER LINE

LEVEL GAUGE WITH VALVE (DIAL TYPE) NON-RETURN SWING

FUE L OIL LINE

INSULATION

BLANK FLANGE

BOSS AND PLUG

SIGHT GLASS

HYD. OIL PIPE

NON-RETURN BALL WITHOUT SPRING

DRESSER COUPLING

STRAINER Y-TYPE

CONTROL AIR PIPE

NEEDLE STR.

SLEEVE COUPLING

STRAINER SIMPLEX

CAPILLARY TUBE

LOCK (OPEN/CLOSE)

BELLOWS COUPLING

STRAINER DUPLEX

ELECTRIC CABLE

NEEDLE 3-WAY TEST

NOZZLE

STEAM TRAP FLOAT TYPE

DECK

PRESS. CONT. PRIMARY PNEU.

FLEXIBLE HOSE

STEAM TRAP DISC TYPE WITH V/V

PRESS. CONT. REDUCING PNEU.

HOPPER

FILTER REGULATOR

LOCAL INSTRUMENT

PRESS. CONT. REGULAT'G

OVERBOARD

STEAM TRAP BIMETAL TYPE

REMOTE CONTROL INSTRUMENT

QUICK CLOSING PNEU. (STR/ANG)

REDUCER

SEAL POT TANK SIPHON

QUICK CLOSING HYD. (STR/ANG)

BRANCH

LOOP SEAL PIPE SIPHON

COND. LINE

AIR LINE

P

H

P

H

IMO No. 9636711 / 1st Draft (2013.09.30)

6

FIRE WATER LINE

GLYCOL LINE

XS

AUX. SWITCH

Symbols and Colour Scheme

Cargo Operating Manual

WOODSIDE ROGERS Abbreviations / Definitions

COND

CONDENSATE / CONDENSER

FWD

FORWARD

AIR

CONT

CONTROL

GCU

GAS COMBUSTION UNIT

ABP

AFTER BOTTOM PORT

COOL

COOLING

GEN

GENERATOR

ABS

ABSOLUTE

CPP

CONTROLLABLE PITCH PROPELLER

GMS

GAS MANAGEMENT SYSTEM

AC

ALTERNATING CURRENT

CSBD

CARGO SWITCHBOARD

GS

GENERAL SERVICE

A/C

AIR CONDITIONER

CSW

COOLING SEA WATER

GUI

GRAPHICAL USER INTERFACE

ACB

AIR CIRCUIT BREAKER

CTS

CUSTODY TRANSFER SYSTEM

GVU

GAS VALVE UNIT

ACCOM

ACCOMMODATION

CYL

CYLINDER

H

HIGH

ACE

ATLAS COPCO ENERGAS

DEL

DELIVERY

HD

HIGH DUTY

ACK

ACKNOWLEDGE

DFE

DUEL FUEL ENGINE

HFO

HEAVY FUEL OIL

AE

AUXILIARY ENGINE

DG

DIESEL GENERATOR

HH

HIGH-HIGH

AHD

AHEAD

DGV

DIFFUSER GUIDE VANE

HP

HIGH PRESSURE

AHU

AIR HANDLING UNIT

DIFF

DIFFERENTIAL

HS

HAND SWITCH

AIM

ADVANCED INTEGRATED MULTIFUNCION SYSTEM

DISCH

DISCHARGE

HT

HIGH TEMPERATURE

AMP

AMPERE

DK

DECK

HTR

HEATER

AP TK

AFT PEAK TANK

DO

DIESEL OIL

HV

HIGH VOLTAGE

ASC

ANTI SURGE CONTROL

DP

DIFFERENTIAL PRESSURE

HYD

HYDRAULIC

AST

ASTERN

DRN

DRAIN

IAS

INTEGRATED AUTOMATION SYSTEM

ASV

ANTI SURGE VALVE

ECC

ENGINE CONTROL ROOM CONSOLE

IG

INERT GAS

ATM

ATMOSPHERE

ECR

ENGINE CONTROL ROOM

IGC Code

INTERNATIONAL CODE FOR THE CONSTRUCTION AND

ATOM

ATOMISING

EER

ELECTRIC EQUIPMENT ROOM

AUTO

AUTOMATIC

EGE

EXHAUST GAS ECONOMISER

IGG

INERT GAS GENERATOR

AUX

AUXILIARY

ELA

ELECTRIC LOAD ANALYSES

IGV

INLET GUIDE VANE

AVR

AUTOMATIC VOLTAGE REGULATION

ELEC

ELECTRIC

INCI.

INCINERATOR

BATT

BATTERY

EMCY

EMERGENCY

IND

INDICATION

BHD

BULKHEAD

ENG

ENGINE

I/O

INPUT/OUTPUT

BLR

BOILER

EOP

EMERGENCY OPERATOR PANEL

IR

INFRA-RED

BLWR

BLOWER

EOT

ENGINE ORDER TELEGRAPH

ISO

ISOLATING

BNR

BURNER

ER

ENGINE ROOM

KM

KONGSBERG MARITIME

BO

BOIL-OFF

ESBD

EMERGENCY SWITCHBOARD

L

LOW

BO/WU

BOIL-OFF / WARM-UP

ESD

EMERGENCY SHUT DOWN

LAN

LOCAL AREA NETWORK

BOG

BOIL OFF GAS

ESDS

EMERGENCY SHUT DOWN SYSTEM

LC

LOAD CALCULATOR

BRG

BEARING

EXH

EXHAUST

LCD

LIQUID CRYSTAL DISPLAY

BW

BILGE WELL

EXP

EXPANSION

LCV

LEVEL CONTROL VALVE

BZ

BUZZER

FBO

FORCED BOIL OFF GAS

LD

LOW DUTY

C

CENTER

FCV

FLOW CONTROL VALVE

LED

LIGHT EMITTING DIODE

CAN

CONTROLLER AREA NETWORK

FG

FUEL GAS

LL

LOW-LOW

CBPC

COMPRESSOR BOILER GAS HEADER PRESSURE CONTROL

F&G

FIRE & GAS

LNG

LIQUEFIED NATURAL GAS

CCC

CARGO CONTROL ROOM CONSOLE

FDS

FUNCTIONAL DESIGN SPECIFICATION

LO

LUBRICATION OIL

CCR

CARGO CONTROL ROOM

FO

FUEL OIL

LP

LOW PRESSURE

CCW

COUNTER-CLOCK WISE

FPT

FORWARD PEAK TANK

LR

LOYDS REGIST

CENT

CENTRAL / CENTRIFUGAL

FREQ

FREQUENCY

LSC

LOW SEA CHEST

CFW

COOLING FRESH WATER

FS

FIELD STATION (CABINET WITH CONTROLLER AND/OR RIO

LT

LOW TEMPERATURE

CIRC

CIRCULATING

A

EQUIPMENT OF SHIPS CARRYING LIQUEFIED GASES IN BULK

MODULES)

LV

LOW VOLTAGE (440V/ 220V SYSTEMS)

FUNCTION

MAN

MANUAL

CLR

COOLER

FUNC

CN

COMMUNICATION NETWORK

FV

FORCING VAPORISER

MCC

MOTOR CONTROL CENTRE

CO2

CARBON DIOXIDE

FVPC

FORCING VAPORISER PRESSURE CONTROL

MCR

MAXIMUM CONTINUOUS RATE

COMP

COMPRESSOR

FW

FRESH WATER

MDO

MARINE DIESEL OIL

IMO No. 9636711 / 1st Draft (2013.09.30)

7

Abbreviations

Cargo Operating Manual

CORCOVADO LNG MG

MAIN GENERATOR

SG

STEERING GEAR

MGE

MAIN GENERATOR ENGINE

SOL

SOLENOID

MGO

MARINE GAS OIL

SP

SET POINT

MGPS

MARINE GROWTH PREVENTING SYSTEM

STBY

STAND BY

MN

METHANE NUMBER

STM

STEAM

MSBD

MAIN SWITCHBOARD

STOR

STORAGE

MSBR

MAIN SWITCHBOARD ROOM

SUC

SUCTION

NDU

NET DISTRIBUTION UNIT

SV

SOLENOID VALVE

N2

NITROGEN

SVC

SIMRAD VESSEL CONTROL

NAV

NAVIGATION

SW

SEA WATER

NBO

NATURAL BOIL OFF GAS

SWBD

SWITCHBOARD

NCR

NORMAL CONTINUOUS RATE

SYNC

SYNCHRONIZE

NOR

NORMAL

SYS

SYSTEM

O2

OXYGEN

TC

TURBOCHARGER, THERMOCOUPLE

OMD

OIL MIST DETECTOR

TCV

TEMPERATURE CONTROL VALVE

OS

OPERATOR STATION

TEMP

TEMPERATURE

OVBD

OVERBOARD

THR

THRUSTER

P

PORT

TK

TANK

PB

PUSH BUTTON

TPS

TANK PROTECTION SYSTEM

PCU

PROCESS CONTROL UNIT

TRANS

TRANSMITTER/TRANSFER

PCV

PRESSURE CONTROL VALVE

UMS

UNMANNED MACHINERY SPACE

PID

PROPORTIONAL INTEGRAL DERIVATIVE

UPP

UPPER

PM

PROPULSION MOTOR

UPS

UNINTERRUPTED POWER SUPPLY

PMS

POWER MANAGEMENT SYSTEM

UTC

UNIVERSAL TIME COORDINATE

PP

PUMP

UVR

UNDER VOLTAGE RELEASE

PRESS

PRESSURE

UVT

UNDER VOLTAGE TRIP

PRI

PRIMARY/PRIMING

V

VOLTAGE

PU

PROCESS UNIT (RCA SYSTEM)

VCB

VACUUM CIRCUIT BREAKER

PURI.

PURIFIER

VDU

VIDEO DISPLAY UNIT

PV

PROCESS VARIABLE

VFD

VARIABLE FREQUENCY DRIVER

PWR

POWER

VL

VERY LOW

RCS

REMOTE CONTROL SYSTEM

VRC

VALVE REMOTE CONTROL

RCU

REMOTE CONTROLLER UNIT

VV

VALVE

RECIRC.

RECIRCULATING

WECS

WARTSILA ENGINE CONTROL SYSTEM

REF

REFRIGERATION

WH

WHEELHOUSE

REV

REVERSE

WO

WASTE OIL

RIO

REMOTE INPUT OUTPUT UNIT

WS

WORKSHOP

RM

ROOM

WU

WARM UP

RPB

REMOTE PUSH BUTTON

X

CROSS

RPM

REVOLUTIONS PER MINUTE

S

STARBOARD

S/T

STERN TUBE

SAL

SALINITY

SC

SEA CHEST

SEC

SECONDARY

SEL

SELECT

SEQ

SEQUENCE

SERV

SERVICE

SETT

SETTLING

IMO No. 9636711 / 1st Draft (2013.09.30)

8

Abbreviations

CORCOVADO LNG Part 1 : Design Concept of the Vessel 1.1 Principal Particulars .................................................................... 1 - 1 1.1.1 Principal Particulars of the Ship ...................................... 1 - 1 1.1.2 Principal Particulars of Cargo Machinery ....................... 1 - 3 1.1.3 General Arrangement ...................................................... 1 - 4 1.1.4 Tank Location Plan .......................................................... 1 - 5 1.1.5 Tanks and Capacity Plan ................................................. 1 - 6 1.2 Classification, Rules and Regulations ........................................ 1 - 8 1.3 Design Concept of the Cargo System ....................................... 1 - 12 1.3.1 Cargo Containment System Principle............................ 1 - 12 1.3.2 Membrane Cargo Containment ..................................... 1 - 15 1.3.3 Deterioration or Failure ................................................. 1 - 28 1.4 Hazardous Areas and Gas Dangerous Zone .............................. 1 - 30 Illustrations 1.3.1a Cargo Tank Lining Reinforcement ........................................1 - 11 1.3.1b Cargo Tank General ............................................................. 1 - 13 1.3.2a Construction of Containment System– Securing of Insulation Boxes .............................................................................................. 1 - 16 1.3.2b Construction of Containment System – Flat Area ............... 1 - 17 1.3.2c Arrangement of Transverse Corner (at Tank Bottom with Draining)......................................................................................... 1 - 18 1.3.2d Arrangement of Transverse Corner (at Tank Bottom without Draining)......................................................................................... 1 - 18 1.3.2e Arrangement of Transverse Corner (at Tank Top except Fore of Tank 1) ............................................................................................ 1 - 19 1.3.2f Arrangement of Transverse Corner (at fore of Tank 1 Top) . 1 - 19 1.3.2g Arrangement of Transverse Corner (at Lower Slopes) ........ 1 - 20 1.3.2h Arrangement of Transverse Corner (at Lower Part of Longitudinal Bulkhead) .................................................................. 1 - 20 1.3.2i Arrangement of Transverse Corner (at Upper Part of Longitudinal Bulkhead) .................................................................. 1 - 21 1.3.2j Arrangement of Transverse Corner (at Upper Slope) ........... 1 - 21 1.3.2k Arrangement of Transverse Corner ß > 90° (at Low Part of Upper Slope) ................................................................................... 1 - 22 1.3.2l Arrangement of Transverse Corner ß > 90° (at Upper Part of Upper Slope) ................................................................................... 1 - 22 1.3.2m Arrangement of Transverse Corner ß > 90° (at Low Slope) 1 - 23 1.3.2n Arrangement of Transverse Corner ß > 90° (at Lower Part of Longitudinal Bulkhead) .................................................................. 1 - 23 1.3.2o Arrangement of Transverse Corner ß > 90° (at Upper Part of Longitudinal Bulkhead) .................................................................. 1 - 24 1.3.2p Arrangement of Transverse Corner ß < 90° (at Upper & Lower Slope).............................................................................................. 1 - 25

IMO No. 9636711 / 1st Draft (2013.09.30)

Cargo Operating Manual 1.3.2q Arrangement of Transverse Corner ß < 90° (at Lower & Upper Part of Longitudinal Bulkhead)....................................................... 1 - 26 1.3.3a Temperature and Hull Steel Grades ...................................... 1 - 27 1.4a Hazardous Areas and Gas Dangerous Zone Plan .................... 1 - 29 1.4b Hazardous Areas and Gas Dangerous Zone Plan .................... 1 - 30

Part 1 Design Concept of the Vessel Part 1 Design Concept of the Vessel

CORCOVADO LNG Part 1 : Design Concept of the Vessel 1.1 Principal Particulars 1.1.1 Principal Particulars of the Ship Shipbuilder:

Daewoo Shipbuilding and Marine Engineering Co., Ltd. Okpo Shipyard, Republic of Korea Yard Number: 2297 Ship Name: CORCOVADO LNG Delivered: 2014.03.21 Flag: VALLETTA Call Sign: Inmarsat-C I.D.: IMO Number: 9636711 Type of Cargo: LNG Type of Ship: Segregated Ballast LNG Carrier Stem: Bulbous Bow and Raked Stem Stern: Transom Navigation: Foreign Going Classification: Det Norske Veritas +1A1, Tanker for Liquefied Gas, Ship type 2G (-163 °C, 500 kg/m3, 0.35 bar), NAUTICUS (Newbuilding), PLUS, COAT-PSPC(B), E0##, NAUT-OC, CLEAN, TMON, BIS, GAS FUELLED, BWM-T, OPP-F, RECYCLABLE, COMF-V(3)C(3), F-AMC, ECA(SOX-A). Length Overall: Approx. 294.2 m Length Between Perpendiculars: 283.2 m Breadth Moulded: 44.0 m Depth Moulded: 26.0 m Design Draft: 11.5 m Scantling Draft: 12.5 m Free Board deck Sunken Deck Cargo Tank Capacity: 159,760 m3 Cargo Tank Safety Valve: 250 mbar Insulation Safety Valve: 10 mbar Service Speed: 19.9 knots at design draft of 11.5m on even keel with the propulsion power (at shaft) of 26,250 kW with 21% sea margin Main Generator Engine Type: Wartsila 9L50DF x 4 sets Electric propulsion motor: Electric propulsion motor x 2 sets Propulsion Power (at shaft): 26,250 kW x approx. 86.9 rpm Complement: 48 Persons (incl. 4 Shore work & 6 Suez crews)

IMO No. 9636711 / 1st Draft (2013.09.30)

Cargo Operating Manual Electric Propulsion Motor Maker: Type: No. of sets: Output:

GE energy N3 HXC 1000 J8 2 13260 kW at 651 ~ 720 rpm

Main Generator Engine Maker: Type: No. of sets: Output: Generator: Voltage: Number of set:

Wartsila 9L50DF 4 8775 kW at 514rpm 9389.0 kVA AC 6600 V x 60Hz 4

Emergency Generator Engine Maker: Type: No. of sets: Rated output: Rate voltage: Speed: Frequency:

STX Engine KTA38DMGE 1 900 kW AC 450 V 1800 rpm 60 Hz

No.1 & 2 Aux. Boilers Maker: Type: No. of sets: Steam output: Working pressure: Max. working pressure: Burner type:

Alfa Laval Aalborg OS Boiler 2 6500 kg/h 7.0 bar 9.0 bar KBO-E-R60M

Gas Combustion Unit Maker: Type: Number of set: Maximum capacity:

Safran Cylindrical 1 4320 kg/h with 100 % CH4 , or 4950 kg/h with 20 % to 35 % in mole of N2 (equivalent to 30 % to 50 % in mass of N2) 63 MW

Maximum heat capacity:

1-1

Steering Gear Maker: Type: No. of sets: Steering gear torque at max. working pressure at 35 deg.: Max. working pressure: Safety valve design pressure:

Flutek Ltd. FE21-400-T050-45D/356 ton.m 1 3490 kN-m (356 t.m) 208 bar 260 bar

Main Cooling Sea Water Pump Maker: Model: Type: Capacity: Motor: Number of sets:

Shinko Ind. Ltd. SVA300M Vertical, Centrifugal, Self-priming 740 m3/h x 25 MTH 90 kW / 1800 rpm 3

No.1 Aux Cooling SW Pump Maker: Model: Type: Capacity: Motor: Number of sets:

Shinko Ind. Ind. SVA400MS Vertical, Centrifugal 1630 m3/h x 25 MTH 185 kW, 1200 rpm 1

No.2 Aux Cooling SW Pump Maker: Model: Type: Capacity: Motor: Number of sets:

Shinko Ind. Ind. SVA400M Vertical, Centrifugal 1630 m3/h x 25 MTH 185 kW, 1200 rpm 1

Aux Cooling FW Pump Maker: Model: Type: Capacity: Motor: Number of sets:

Shinko Ind. Ind. SVA400M Vertical, Centrifugal 1500 m3/h x 25 MTH 150 kW, 1200 rpm 2

Part 1 Design Concept of the Vessel

CORCOVADO LNG Ballast Pump Maker: Model: Type: Capacity: Motor: Number of sets:

Shinko Ind. Ltd. GVD500-3M Vertical, Centrifugal 3000 m3/h x 30 MTH 400 kW / 1200 rpm 3

Bilge, Fire & G/S Pump Maker: Model: Type: Capacity: Motor: Number of sets:

Shinko Ind. Ltd. RVP200MS Vertical, Centrifugal 240/150 m3/h x 45/100 MTH 110 kW / 1800 rpm 2

Fire Pump Maker: Model: Type: Capacity: Motor: Number of sets:

Shinko Ind. Ltd. RVP160-2M Vertical, Centrifugal 150 m3/h x 100 MTH 75 kW / 1800 rpm 1

Emergency Fire Pump Maker: Model: Type: Capacity: Motor: Number of sets:

Shinko Ind. Ltd. GVD300-3MS Vertical, Centrifugal 600 m3/h x 100 MTH 300 kW / 1800 rpm 1

Water Spray Pumps Maker: Model: Type: Capacity: Motor: Number of sets:

Shinko Ind. Ind. KV300K Vertical, Centrifugal 850 m3/h x 100 MTH 400 kW / 1800 rpm 1

IMO No. 9636711 / 1st Draft (2013.09.30)

Cargo Operating Manual

1-2

Part 1 Design Concept of the Vessel

CORCOVADO LNG 1.1.2 Principal Particulars of Cargo Machinery Main Cargo Pump Maker / Model: Capacity: Number of sets: Motor Type: Electric power source: Motor rating & Current: Synchronous speed: Stripping/Spray Pump Maker / Model: Capacity: Number of sets: Motor Type: Electric power source: Motor rating & Current: Synchronous speed: Fuel Gas Pump Maker / Model: Capacity: Number of sets: Motor Type: Electric power source: Motor rating & Current: Synchronous speed: Emergency Cargo Pump Maker / Model: Capacity: Number of sets: Motor Type: Electric power source Motor rating & Current: Synchronous speed HD Compressor Maker / Model: Capacity(Design): Number of sets: Motor Electric source:

Shinko Ind. Ltd. / SM350 1850 m3/h x 160 MTH 8 (2 per each cargo tank) Centrifugal, Vertical Submerged AC 6600 V/60 Hz 600 kW / 69 A 1800 rpm

Shinko Ind. Ltd. / SM65 60 m3/h x 140 MTH 4 (1 per each cargo tank) Centrifugal, Vertical Submerged AC 440 V/60 Hz 30 kW /60 A 3600 rpm

Shinko Ind. Ltd. / SM50 12 m3/h x 150 MTH 2 (No.3 & 4 cargo tank) Centrifugal, Vertical Submerged AC 440 V/60 Hz 15 kW / 31 A 3600 rpm

Shinko Ind. Ltd. / SMR200 550 m3/h x 150 MTH 1 Centrifugal, Retractable Submerged AC 440 V/60 Hz 200 kW / 355 A 3600 rpm

Cryostar / CM 400/55, Single stage 35000 m3/h x 1.96 bar 2 6600 V / 60 Hz

IMO No. 9636711 / 1st Draft (2013.09.30)

Cargo Operating Manual Motor rating: Speed:

1000 kW 3580 rpm

LD Compressor (Four stage) Model: Capacity (Design): Number of sets: Motor Electric source: Motor rating: Speed: HD (BO/WU) Heater Maker / Model: Type: Capacity (Warm up): Heating: Number of sets:

Cryostar / CM 4-200 5120 m3/h x 6.5 bar 2 6600 V / 60 Hz 940 kW 3580 rpm

Cryostar / 108-UT-38/34-3.8 BEU 45000 kg/h Steam at 7 bar 1

LNG Vaporiser Maker / Model: Type: Capacity (Gas Fill): Heating: Number of sets:

Cryostar / 65-UT-38/34-5.9 BEU 10930 kg/h Steam at 7 bar 1

Forcing Vaporiser Maker / Model: Type: Capacity(Forcing): Heating: Number of sets:

Cryostar / 34-UT-25/21-3.2 BEU 4900 kg/h Steam at 7 bar 1

Mist Separator Maker / Model: Capacity (Forced BO): Number of sets:

Cryostar / VMS-10/10-1100 4900 kg/h 1

Nitrogen Generator Maker: Type:

Buffer Tank start/stop settings:

5/9 bar

Inert Gas Generator Maker: Capacity: Delivery pressure: Dew point after dryer: Number of sets:

Aalborg 16000 Nm3/h 0.25 bar -45 °C (at atm. pressure) 1

Safety Valve for Cargo Tank Manufacturer: Type: Number of sets: Number per tank: Set pressure: Closing pressure: Required capacity: Relieving capacity:

Fukui Seisakusho Co., Ltd. PSL-MD13-131-DS1(B) 10″ x 12″ 8 2 350 mbar 315 mbar 21796 Nm3/h 34440 Nm3/h

Safety Valve for Insulation Spaces Manufacturer: Fukui Seisakusho Co., Ltd. Type: PSL-MD12-131-S1(B) 6″ X 6″ Number of units: 16 Number per tank: Primary Insulation Space: 2 Secondary Insulation Space: 2 Set Pressure: 10 mbar Closing pressure: 8 mbar Required capacity: 1035 Nm3/h Relieving capacity: 2136 Nm3/h

Air Products As Membrane Separation of Nitrogen from Air 150 Nm3/h each 97% -70 °C (at atm. pressure) max. 9 bar / max. 50 °C 2 26 m3 (1 set)

Capacity: N2 purity(N2+Argon): Dew point: Outlet pressure / temperature: Number of sets: Buffer Tank: 1-3

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG 1.1.3 General Arrangement

Safe Working Load 10t Safe Working Load 5t

Elec. Motor Room Fan RM for GVU Exh.

10

30

Clean

) Tank(S Drain

40

50 60 FR. SP. 800 mm

Bowthruster Room

80

90 FR. SP. 3360 mm

FR. SP. 3440 mm

100

Lob.

Dry Provision Store Eng. Chan. Room

110

C/L KR

(P &S ) FO Tan k( C )

)

FW DH

Ta nk .1 No

B

120 FR. SP. 3360 mm

FR. SP. 3360 mm

2800 mm

2800 mm

130

2800 mm

BW Bow Thr. & FWD Pump Room

DLWL

Void

Accommodation Ladder (P)

140 FR. SP. 800 mm

BL 150

160

FP

2800 mm

Side Light

Monitor Station

Meat

Fish

O2 RM

Dairy

Deck Store

Vegetable

CO2 Room

W .1 NO

S/L & E/S

70

Gangway Platform

Suez Crew (6)

B

Side Ta ng ent Lin e

Liferaft 21Px2

AC RM

W .2 NO

FO T ank (C

WB

W B

.3 NO

FWD H

B

S

S/T LO Drain Tank(C)

W .4 NO

O HS

BW

20

)

an .T tor

S) P& k( n Ta

De ep

OS MD

S) (P& nk a T

Cofferdam

) &S

S) (P& nk a T

No.2

(P

SCL BW

Ta nk

(S

nk Ta

S) (P& nk a T

Cofferdam

B

) k( S

Bosun Store

NO.1 Cargo Tank

FW D

R

W

)

2400 mm

High Exp. Foam Room

Trunk Space

NO.2 Cargo Tank Cofferdam

O HF E/

AP

Trunk Space

NO.3 Cargo Tank Cofferdam

LS

(S nk Ta

NO.4 Cargo Tank Cofferdam

Engine Room

ace ) O k(S MDTan rv. Se MG O

W

FW Emcy Gas Fire Pump Valve Unit Space Room

BL

Trunk Space

E/R Sp

C/D(S)

TK

(S )

Prop. Motor LO Stor. Tank

G/E LO G/E LO Sett. Stor. Tank (S) Tank (S) R/G LO Stor.Tank

Serv HFO . Ta nk(P &S) Sett. HFO Tank (P&S )

S) (P& TK

S/T CW Tank

Trunk Space

Dry Powder Station & Companion Way

E/

AP Tank DLWL

Cargo Gear Locker & Dry Powder Station

Side Light

Dr ain

S/G Room

Cargo Comp. Room

No.2 Cargo Switch Board Room

Spare Anchor with Seat

Dry Powder Station & Companion Way

Elev. C.T

Liferaft (6P) CL

CL Engine Casing

Fire Control Room Air Cond. Machinery Room

Paint/ Lamp Store

Gabbage Incinerator Store Room Chemical Store

Cable Trunk No.1 Cargo Switch Board Room

Elec. Motor Room

Jettison Nozzle

Cargo Comp. Room

Shore Gangway

Spare Propeller with Seat

Liferaft 21Px2

Monitor Station

Side Light

Accommodation Ladder (S)

Principal Dimensions Length Overall: Length Between Perpendiculars: Breadth Moulded: Depth Moulded: Draft Design: Scantling Draft:

Trunk Space

Cargo Tank DLWL

294.2 m 283.2 m 44.0 m 26.0 m 11.5 m 12.5 m

DLWL

WB Tank PD WB Tank CL

IMO No. 9636711 / 1st Draft (2013.09.30)

1-4

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG 1.1.4 Tank Location Plan

Safe Working Load 10t Safe Working Load 5t

Elec. Motor Room Fan RM for GVU Exh.

30

Clean

) Tank(S Drain

40

70

80

S/G Room

Ro o m

HFO Serv. Tank (P)

HFO Sett. Tank (P)

FW Tank (S)

C/L KR (P &S ) FO Tan k(C )

) Ta nk

No

.1 FW DH

FO T ank (C FWD H

De ep

Cofferdam

BW Bow Thr. & FWD Pump Room

DLWL

Void

110

120 FR. SP. 3360 mm

FR. SP. 3360 mm 2800 mm

130

2800 mm

140 FR. SP. 800 mm

BL 150

160

FP

2800 mm

E/R WB Tank (P) LS MGO Tank (P)

BW

LS MGO Serv. Tank (P)

B 4W No.

Bilge W.Hold. Tank (P)

GVU

Drink. W. Tank (S)

BW

10

(S)

AP

Engine Room

S/T LO Drain Tank (C)

Ro o m

CL

EMCY Fire Pump Space

GVU

AP

Ta nk

(P )

Distil. W. Tank (P)

( P)

100

2800 mm

L.S .C

FW Tank (P)

ank

90 FR. SP. 3360 mm

FR. SP. 3440 mm

Clean DO Drain Tank(S)

Waste FO Overf. Oil TK (P) Tank (P) Waste FO Overf. 20 40 60 Oil TK (S) Tank (S) Echo (S) Sounder ank T in n Dra Clea MDO Stor. Tank (S) MDO Serv. HFO Tank (S) Serv. HFO LSH FO H.S.C Tank (S) Sett. Tank (S) BW Tank (S) No.2 Sludge Tank No.1 Sludge Tank G/E LO Pro Motor Stor. MGO Tank LO Stor. Tank (S) Tank G/E LO Sett. R/G LO Stor. Tank E/R WB Tank (S) Tank (S) Void (S)

Cofferdam

Void (P) T HFO

B

S/L & E/S

50 60 FR. SP. 800 mm 2400 mm

G/E LO G/E LO Sett. Gray W. / Tank (P) Stor. Tank (P) Sewage Overf. Tank

W .1 NO

k Tan

(P)

B 3W No.

No.4 Cargo Tank 70

80

4 No.

) k (S Ta n WB

k Tan

(P)

No.3 Cargo Tank Pipe Duct 90

3 No.

B 2W No.

k Tan

(P) 1 No.

No.2 Cargo Tank 100

110

) k (S Ta n WB

2 No.

k Tan WB

(S)

k Tan WB

(P) FWD Deep WB Tank (P)

No.1 Cargo Tank 120

) nk (S B Ta W 1 No.

Cofferdam

S/T LO Drain Tank(C)

20

B

S

BW

W .2 NO

Side Ta ng ent Lin e

O HS

BW

WB

.3 NO

Cofferdam

10

SCL

B

No.2

W .4 NO

S) P& k( n Ta

FW D

k

S) (P& nk a T

Bosun Store

NO.1 Cargo Tank Cofferdam

an .T tor

S) (P& nk a T

Cofferdam

)

Ta nk (S

MG O OS MD

S) (P& nk a T

Cofferdam

O HF

( S)

NO.2 Cargo Tank

Cofferdam

AP

Trunk Space

E/

BL

Trunk Space

NO.3 Cargo Tank

Cofferdam

LS

)

Cofferdam

Engine Room

(S nk Ta

NO.4 Cargo Tank

E/R WB Tank(P&S)

S/T CW Tank

Trunk Space

W B

ace ) O (S MDTank rv. Se

C/D(S)

Serv HFO . Ta nk(P &S) Sett. HFO Tank (P&S )

(S )

TK

W

Dr ain

AP Tank

Trunk Space

Dry Powder Station & Companion Way

E/R Sp

G/E LO G/E LO Sett. Stor. Tank (S) Tank (S) R/G LO Stor.Tank

Prop. Motor LO Stor. Tank

FW Emcy Gas Fire Pump Valve Unit Space Room

DLWL

Cargo Gear Locker & Dry Powder Station

Side Light

) &S (P TK

S/G Room

Cargo Comp. Room

Bow Thr. & FWD P/Room C/LKR

No.2 FWDNo.1 FWDE/S & S/L HFO HFO 150 Tank (C) Tank (C) C/LKR

Void 160

CL FP

FWD Deep WB Tank (S)

Trunk Space

Cargo Tank DLWL

DLWL

WB Tank PD WB Tank CL

IMO No. 9636711 / 1st Draft (2013.09.30)

1-5

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG 1.1.5 Tanks and Capacity Plan Liquefied Natural Gas Tanks

Compartment

No. 1 Cargo Tank No. 2 Cargo Tank No. 3 Cargo Tank No. 4 Cargo Tank

Location Frame Number

Capacities

116 - 126 100 - 115 84 - 99 68 - 83

Centre of Gravity

Volume 98% (m3)

Volume 100% (m3)

Fresh Water Tanks

21957.0 45588.8 45588.8 46698.1

21517.9 44677.0 44677.0 45764.1

159832.7

156636.0

L.C.G. from A.P (M) 231.659 188.800 135.600 81.800

V.C.G. from B.L (M) 16.216 16.459 16.459 16.459

Max. INERTIA.M (m4)

Compartment

DISTIL. W. TK (P) DRINK W. TK (S) F.W. TK (P) F.W. TK (S)

69522 223497 223498 228936

Location Frame Number 15 - 19 9 - 15 7 - 15 7 - 15

Total Total

S.G.=1.000

Capacities Volume 100% (m3)

Centre of Gravity

Weight 100% (MT)

L.C.G. from A.P (M)

41.2 56.1 211.1 155.0

41.2 56.1 211.1 155.0

463.4

463.4

13.663 9.608 8.971 8.741

V.C.G. from B.L (M) 23.719 18.771 18.879 18.918

Heavy Fuel Oil Tanks Water Ballast Tanks

Compartment

FWD DEEP W.B.TK (P) FWD DEEP W.B.TK (S) No. 1 W.B. TK (P) No. 1 W.B. TK (S) No. 2 W.B. TK (P) No. 2 W.B. TK (S) No. 3 W.B. TK (P) No. 3 W.B. TK (S) No. 4 W.B. TK (P) No. 4 W.B. TK (S) E/R W.B. TK (P) E/R W.B. TK (S) AP TK

Location Frame Number

127 - 147 127 - 147 115 - 127 115 - 127 99 - 115 99 - 115 83 - 99 83 - 99 67 - 83 67 - 83 44 - 67 44 - 67 -6 - 15

Capacities Volume 100% (m3)

1156.0 1156.0 5416.5 5416.5 6854.9 6854.9 7032.2 7032.2 6720.2 6720.2 954.5 932.2 1602.6

S.G.=1.025 Centre of Gravity

Weight 100% (MT)

1184.9 1184.9 5551.9 5551.9 7026.3 7026.3 7208.0 7208.0 6888.2 6888.2 978.4 955.5 1642.7

L.C.G. from A.P (M) 260.619 260.619 234.026 234.026 186.901 186.901 134.200 134.200 81.641 81.641 46.270 46.120 4109

V.C.G. from B.L (M) 11.914 11.914 13.275 13.275 8.920 8.920 8.744 8.744 9.167 9.167 13.490 13.711 13.904

Max. INERTIA. M (m4)

717 717 8184 8184 30825 30825 32704 32704 29431 29431 341 341 35736

Compartment

Location Frame Number

No.1 FWD HFO TK (C) No.2 FWD HFO TK (C) L.S. HFO TK (P) HFO TK (S) HFO SETT. TK (P) HFO SETT. TK (S) HFO SERV. TK (P) HFO SERV. TK (S)

135 - 147 127 - 135 44 - 54 40 - 52 48 - 52 48 - 52 44 - 48 44 - 48

Total

57848.9

59295.2 MDO SERV. TK (S) MDO STOR. TK (S) Total

IMO No. 9636711 / 1st Draft (2013.09.30)

Volume 100% (m3)

Centre of Gravity

Weight 98% (MT)

1632.7 1853.4 298.7 388.9 98.4 98.4 98.4 98.4

1568.1 1780.0 286.9 373.5 94.5 94.5 94.5 94.5

4567.3

4386.5

1-6

Location Frame Number

57 - 63 55 - 67

Capacities Volume 100% (m3)

L.C.G. from A.P (M) 263.649 256.239 39.768 36.084 40.000 40.000 36.800 36.800

V.C.G. from B.L (M) 13.507 13.023 16.949 17.431 20.605 20.605 20.605 20.605

24.4 307.0

21.6 270.8

331.4

292.4

Max. INERTIA. M (m4) 937 2328 45 54 18 18 18 18

S.G.=0.900 Centre of Gravity

Weight 98% (MT)

6 6 245 134

S.G.=0.980

Diesel Oil Tanks

Compartment Total

Capacities

Max. INERTIA. M (m4)

L.C.G. from A.P (M)

V.C.G. from B.L (M)

48.000 47.868

22.858 15.192

Max. INERTIA. M (m4) 2 54

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG Marine GAS Oil Tanks

Compartment

L/S MGO SERV. TK (P) MGO TK (S) L/S MGO TK (P) MDO TK (P) for EMCY G/E

Location Frame Number

Capacities Volume 100% (m3)

S.G.=0.850 Centre of Gravity

Weight 98% (MT)

L.C.G. from A.P (M)

V.C.G. from B.L (M)

Max. INERTIA. M (m4)

62 - 67 57 - 67 53 - 67

51.5 205.8 575.3

42.9 171.4 479.2

51.600 50.285 47.678

22.858 20.346 17.037

23 36 63

15 – 19

8.2

6.8

13.600

31.500

0

840.8

700.3

Total

Lubricating Oil Tanks

Compartment

G/E LO STOR. TK (P) G/E LO STOR. TK (S) G/E LO SETT. TK (P) G/E LO SETT. TK (S) R/G LO STOR. TK (S) PRO. MOTOR LO STOR. TK (S)

Location Frame Number

Capacities Volume 100% (m3)

L.C.G. from A.P (M)

V.C.G. from B.L (M)

51.5 61.8 41.2 30.9 20.6

45.4 54.5 36.3 27.3 18.2

29.200 32.000 25.600 28.400 26.400

22.858 22.858 22.858 22.858 22.858

23 27 18 14 9

30 - 32

20.6

18.2

24.800

22.858

9

226.6

199.9

IMO No. 9636711 / 1st Draft (2013.09.30)

No.1 MAIN G/E LO SUMP TK (S) No.2 MAIN G/E LO SUMP TK (S) No.3 MAIN G/E LO SUMP TK (S) No.4 MAIN G/E LO SUMP TK (S) No.1 SLUDGE TK (S) No.2 SLUDGE TK (S) GRAY WATER /SEWAGE OVERF.TK(P) S/T CW. TK S/T LO.DRAIN TK(C) FO OVERF. TK(P) FO OVERF. TK(S) CLEAN DO.DRAIN TK(S) WASTE OIL TK(P) WASTE OIL TK(S) BILGE W. HOLD. TK(P) CLEAN DRAIN TK(S) GLYCOL RESERVE TK(S)

Max. INERTIA. M (m4)

34 - 39 37 - 43 30 - 34 34 - 37 32 - 34

Total

Compartment

S.G.=0.900 Centre of Gravity

Weight 98% (MT)

Miscellaneous Tanks

Total

1-7

Location Frame Number

Capacities Volume 100% (m3)

Centre of Gravity

Weight 100% (m3)

L.C.G. from A.P (M)

V.C.G. from B.L (M)

Max. INERTIA .M (m4)

21 - 35 21 - 35 21 - 35 21 - 35 32 - 40 23 - 32

13.7 14.0 14.0 14.0 14.6 16.4

13.7 14.0 14.0 14.0 14.6 16.4

22.487 22.400 22.400 22.400 28.800 22.000

10.126 10.126 10.126 10.126 15.855 15.855

10 13 13 13 8 8

16 - 23 7 - 15 18 - 20 54 - 59 54 - 59 45 - 48 49 - 54 49 - 54 40 - 59 40 - 59 71 - 71

71.1 57.0 4.1 26.9 26.9 16.1 26.9 26.9 134.2 232.4 7.7

71.1 57.0 4.1 26.9 26.9 16.1 26.9 26.9 134.2 232.4 7.7

15.768 10.082 15.200 45.200 45.200 37.200 41.200 41.200 41.659 40.852 65.520

18.173 3.735 2.400 1.400 1.400 1.400 1.400 1.400 1.811 1.657 38.800

35 13 4 5 5 3 5 5 393 904 15

716.9

716.9

Part 1 Design Concept of the Vessel

CORCOVADO LNG 1.2 Classification, Rules and Regulations

Cargo Operating Manual c) International Convention on Load Lines, 1966 with the Protocol of 1988 up to Amendment 2008.

p) ILO Codes of Practice, Safety and Health in Dockwork, 1976 as amended in 1979.

1. Classification The Vessel, including her hull, machinery, equipment and outfits shall be constructed under the survey of Det Norske Veritas# (herein called the "Classification Society"), and shall be distinguished in the register by the symbols of : +1A1, Tanker for Liquefied Gas, Ship type 2G (-163 °C, 500 kg/m3, 0.35 bar), NAUTICUS (Newbuilding), PLUS, COAT-PSPC(B), E0##, NAUTOC, CLEAN, TMON, BIS, GAS FUELLED, BWM-T, OPP-F, RECYCLABLE, COMF-V(3)C(3), F-AMC, ECA(SOX-A). # ABS Class with equivalent notations could be considered for the series Vessels on MOU based mutual agreement between the Owner and the Builder. ## Unmanned operation shall be considered at normal voyage with stable engine load condition. In case of low load or sudden load variation conditions, dual fuel mode shall be applied according to the engine manufacturer’s recommendation. In gas only mode, the start of the forcing vaporizer shall be done manually by operator after line-up and starting preparation of forcing vaporizer. Once the forcing vaporizer is started and reached the stable condition, the capacity of the forcing vaporizer shall be automatically controlled by the IAS. The stop of forcing vaporizer shall be automatically controlled without manual intervention during unmanned operation.

d) International Convention for the Safety of Life at Sea, 1974 with the Protocol of 1978/1988 and Amendments up to 2010 including International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC-code). e) International Convention for the Prevention of Pollution from Ships, 1973 (Annex I, IV, V & VI), as modified by the Protocol 1978/1997 and Amendments up to 2010 (herein called "MARPOL 73/78"). f) Convention on the International Regulations for Preventing Collisions at Sea, 1972 with the Amendments up to 2008, including IMO Resolution A.464 (XII).

# Female change room and Oilskin locker shall be exempted from the Flag Authority by the Owner. a) Maritime Rules and Regulations of the country of registry. b) Maritime Rules and Regulations of the loading and discharging ports.

IMO No. 9636711 / 1st Draft (2013.09.30)

The Vessel shall be built in compliance with the following Guidelines and Recommendations: a) IMO Resolution A.330(IX) "Safe Access to and Working in Large Ballast Space". b) IMO Resolution A.343(IX) "Recommendation on Methods of Measuring Noise Levels at Listening Posts". c) IMO Resolution A.468(XII) "Code on Noise Levels on Board Ships".

g) International Convention on Tonnage Measurement of Ships, 1969. h) International Convention on the Control of Harmful Anti-fouling Systems on Ships, 2001.

d) IMO Resolution A.601(15) "Provision Manoeuvring Information on Board Ships".

and

Display

of

e) IMO Resolution A.830(19) "Code on Alarms and Indicators". i) International Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004. j) International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009. k) International Telecommunication Union(ITU) Radio Regulation, 2008.

2. Rules and Regulations The Vessel shall be registered in a Port of Malta# and shall comply with the following Rules and Regulations (edition and amendments officially published and adopted/ratified at the date of signing the Contract and which come into effect and become compulsorily applicable to the Vessel on or before the date of delivery of the first Vessel of the series) :

3. Guidelines and Recommendations

l) Rules of Navigation of the Suez Canal Authority, including Regulations for the Measurement of Tonnage. m) Rules and Regulations of USCG for Foreign Vessels Operating in the Navigable Waters of the United States (CFR title 33 Navigation and Navigable Waters, Part 155, 156, 159 and 164, CFR title 46 - Shipping, Part 154 (except Alaska) with all Vessel requirements for certification included, but without Certificate nor Inspection).

f) IMO Resolution Manoeuvrability".

MSC.137(76)

"Standards

for

Ship

g) IMO MSC Circular 1053 "Explanatory Notes to the Standards for Ship Manoeuvrability". h) IMO Publication No.978 "Performance Standards for Navigational Equipment (1997 Edition)". i) OCIMF "Standardization of Manifolds for Refrigerated Liquefied Gas Carriers (LNG)". j) OCIMF "Mooring Equipment Guidelines, 3rd Edition (Compliance with the Guidelines shall be as specified in Group 4)". k) SIGTTO "Guidelines for the Alleviation of Excessive Surge Pressures on ESD, 1987".

n) ILO Convention Concerning Crew Accommodation on Board Ships (No. 92 and 133).

l) SIGTTO "Recommendations and Guidelines for Linked Ship/Shore Emergency Shutdown of Liquefied Gas Cargo Transfer".

o) Maritime Labour Convention 2006 (MLC 2006), Title 3, Regulation Standard A 3.1 (without Certificate nor Inspection).

m) SIGTTO "Recommendations for the Installation of Cargo Strainers".

1-8

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG n) SIGTTO "Recommendations for the Installation of the Pressure Relief Devices 1999".

Classification Society or other assigned Authority.

aa) BS 1807-1981 "Surface finish requirements for reduction gears". e)

o) SIGTTO "LNG Ship to Ship Transfer Guidelines, 2011".

bb) LRS Guidance notes for Gas Combustion Units (thermal Oxidizers), Rev3, 2004.

Cargo Ship Safety Equipment Certificate issued by the Classification Society or the assigned Authority.

p) SIGGTO "ESD arrangements and linked ship/shore systems for gas carriers, 2009".

cc) Council Directive 2005/33/EC as regards the sulphur content of Marine Fuels. (Initial arrangement only as specified in Group 7)

f)

International Load Line Certificate issued by the Classification Society.

q) ICS "Guide to Helicopter/Ship Operations, 2008" (Winching Area for Day Operation only).

dd) ExxonMobil Marine Environmental and Safety Criteria 2010(Rev.1)(for Industry Vessels in Affiliate Service). The items marked with "MUST" and "Strongly Preferred" shall be applied. Ship operating policy/procedure including maintenance procedure and rule publication, SEEMP and planned maintenance system, and drug and alcohol policy shall be prepared / provided by the Owner. Risk assessment for safety and security management at a piracy-infested area shall be prepared / provided by the Owner. Pollution control equipment i.e., sorbents, protective cloth, portable pumps, etc. shall be provided by the Owner. OCIMF, Ship to Ship Transfer Guide (Liquefied Gas) required by the said criteria shall be applied based on the provision of fixed fittings only for STBL as described in the Specifications (Group 4). Necessary documentation which are required on board such as procedures, manuals, plans, certificates, data sheets, records, emergency response plans, etc. shall be provided by the Owner. Lightering service in specific location (i.e., Gulf of Mexico, etc.) shall not be considered. The item of S.2 not to be applied. (Owner will review and discuss later on) The item of F.6, F20, K.8, K.16, and P.4 shall be discussed further with the Owner.

g)

International Tonnage Certificate issued by the Classification Society or other assigned Authority.

h)

International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk issued by the Classification Society or other assigned Authority.

i)

International Oil Pollution Prevention Certificate issued by the Classification Society or other assigned Authority.

j)

International Air Pollution Prevention Certificate issued by the Classification Society or other assigned Authority.

k)

International Sewage Pollution Prevention Certificate issued by the Classification Society or other assigned Authority.

l)

Certificate of International Convention on the Control of Harmful AFS on Ships issued by the Classification Society or other assigned authority.

r) ISO 484-1: 1981 "Shipbuilding-ship screw propellersmanufacturing tolerances-part 1: propellers of diameter greater than 2.5m". s) ISO 2923 : 1996 "Acoustics – measurement of noise onboard vessels" t) ISO 6954 : 2000(E) "Mechanical vibration – Guidelines for the Measurement, Reporting and Evaluation of Vibration with Regard to Habitability on Passenger and Merchant Ships" (For the details, refer to the Group I, Section 131) u) ISO 7547:2002 (E) "Accommodation ventilation & air conditioning (design conditions and basis of calculation) ". v) ISO 8861:1998 "Shipbuilding - E/R ventilation in diesel engines ships-design requirements and basis of calculation". w) ISO 10816-1:1995 "Mechanical vibration - evaluation of Machine vibration by measurements on rotating parts - part 1: general guidelines". x) ISO 10816-3: 2000 "Mechanical vibration - evaluation of machine vibration by measurements on non-rotating parts - part 3: Industrials machines with nominal power above 15kW and nominal speeds between 120r/min and 15000r/min when measured in situ". y) ISO10816-6: 1995 "Mechanical vibration - evaluation of machine vibration by measurements on non-rotating parts - Part 6: reciprocating machines with power ratings above 100kW".

m) Suez Canal special Tonnage Certificate issued by the Classification Society or other assigned Authority.

4. Certificates

n)

The Builder shall deliver the following certificates to the Owner at the time of the Vessel's delivery in triplicate, one (1) original and two (2) copies:

Statement of compliance with USCG Rules and Regulations for Foreign Vessels carrying liquefied gases in bulk issued by the Classification Society.

o)

Ship Sanitation Control Exemption Certificate issued by the Korean Government.

p)

Cargo gear Certificate corresponding to ILO forms issued by the Classification Society for Provision Cranes and Deck Cranes.

a)

Builder's Certificate issued by the Builder.

b)

Classification Certificate issued by the Classification Society.

c)

Cargo Ship Safety Radio certificate issued by the Classification Society or other assigned Authority.

q)

Adjustment certificates for magnetic compass issued by the Builder.

d)

Cargo Ship Safety Construction Certificate issued by the

r)

Crew Accommodation Certificate corresponding to ILO

z) IMPA recommendation for Pilot Ladders.

IMO No. 9636711 / 1st Draft (2013.09.30)

1-9

Part 1 Design Concept of the Vessel

CORCOVADO LNG

Cargo Operating Manual

Convention No.92 and 133 issued by the Classification Society or other assigned Authority. s)

Statement of Compliance for Regulation Standard A 3.1 of MLC 2006 issued by the Classification Society.

t)

Certificates for all Custody Transfer Instruments and Cargo Tank Calibration Tables issued by Independent Society.

u)

Statement of Compliance for IMO Resolution on Ship Recycling Green Passport Part I issued by the Builder.

v)

Deadweight Certificate issued by the Builder.

w) Test Certificates for lifting gear(above 5 tonnes) and strong points of ETS issued by the Classification Society. x)

Certificate of personnel elevator issued by the Classification Society.

y)

Certificate of Pressure Vessel (Air receivers and boilers) issued by the Classification Society.

z)

Certificate for the FW tank coating issued by a third party organization.

aa) Statement of compliance with MARPOL annex VI for incinerator issued by the Classification Society. bb) Minor Certificates including Manufacturers' Certificates and Builder's Certificates which are normally issued for Machinery, Equipment and Outfit of the Vessel. Should the formal certificate(s) not be available at the time of the Vessel's delivery, the Builder shall furnish the Owner with the provisional certificate(s). In such case(s), the Builder shall deliver the formal certificate(s) to the Owner as soon as available after the Vessel's delivery. All certificates for equipment subject to annual testing and/or inspections shall have validity of at least 10 months after ship's delivery.

IMO No. 9636711 / 1st Draft (2013.09.30)

1 - 10

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG Illustration 1.3.1a Cargo Tank Lining Reinforcement

Void Area Cofferdam

Ultra Reinforced Area, Reinforced Area & Non-Reinforced Area

Non-Reinforced Area

Primary Membrane Secondary Membrane

Ballast

Reinforced Area & Non-Reinforced Area

Void Cofferdam

Primary Insulation Boxes

Pipe Duct Non-Reinforced Area

Secondary Insulation Boxes

Ultra Reinforced Area Reinforced Area

IMO No. 9636711 / 1st Draft (2013.09.30)

Ballast Tank Pipe Duct

1 - 11

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG 1.3 Design Concept of the Cargo System General Description The Cargo Containment System consists of four double insulated cargo tanks encased within the inner hull and situated in-line from forward to aft. The spaces between the inner hull and outer hull are used for the ballast and will also protect the tanks in the event of an emergency situation, such as collision or grounding. The cargo tanks are separated from other compartments, and from each other by five transverse cofferdams which are all dry compartments. The ballast spaces around the cargo tanks are divided into two double bottom and two wing tanks port and starboard respectively. A ballast main runs through the pipe duct with water ballast valves mounted on the tank bulkheads. The double bottom tanks extend to the side of the cargo tanks and as far up as the trunk-ways. The LNG to be transported is stored in the four cargo tanks numbered 1 to 4 from forward to aft. All cargo tanks have an octagonal transverse section matching the supporting inner hull. Each tank between the two transverse bulkheads is composed of a prism placed in a direction parallel to the keel plate. The boundaries of the tanks are as follows: 1) One flat bottom parallel to the keel plate, raised along the ship’s plating by two inclined plates, one on each side. 2) Two vertical walls each extended at their upper parts by an inclined plate to limit the liquid free surface effect when the tanks are full. 3) One flat top parallel to the trunk bottom. Cargo tank No.1 is slightly different in shape owing to its position in the ship. It has a polygonal section and the lengthwise walls are almost parallel to the ship’s plating.

This consists of a thin flexible membrane called the primary membrane which is in contact with the cargo, a layer of plywood boxes filled with Glass Wool called the Primary Insulation, a second flexible membrane similar to the first one called the secondary membrane and a second layer of boxes also filled with Glass Wool in contact with the inner hull called the Secondary Insulation. The double membrane system meets the requirements of all relevant regulations on the Cargo Containment System to provide two separate barriers in order to prevent cargo leakage. Thus, the tank lining consists of two identical layers of membranes and insulation so that in the event of a leak in the primary barrier, the cargo will be contained indefinitely by the secondary barrier. This system ensures that the whole of the cargo hydrostatic loads are transmitted through the membranes and insulation to the inner hull plating of the ship. The function of the membranes is to prevent leakage, whilst the insulation supports and transmits the loads and minimises heat exchange between the cargo and the inner hull. The secondary membrane, sandwiched between the two layers of insulation, not only provides a safety barrier between the two layers of insulation but also reduces the convection currents within the insulation. The primary and secondary insulation spaces are under a pressure controlled nitrogen atmosphere. The primary space’s pressure must never exceed the cargo tank pressure in order to prevent the primary membrane from collapsing inwards. In normal operation, the pressure in the primary and secondary insulation spaces shall be maintained between 2.0 mbar and 4.0 mbar. Cargo Tank Construction The cargo containment system shall consist of a primary and a secondary barrier supported by a primary insulation, a secondary insulation (secondary box and secondary panel) respectively and shall be built as follows, from the outside to the inside of the tanks: -

1.3.1 Cargo Containment System Principle The cargo tanks are of double membrane, Gaz Transport NO96-LO3 System design. The inner hull, i.e. the outer shell of each of the cargo tanks, is lined internally with the GTT (GazTransport & Technigaz) integrated tank containment and insulation system.

IMO No. 9636711 / 1st Draft (2013.09.30)

-

A 208 mm thick insulating layer called "Secondary panel" shall be fastened to the inner hull, which shall have a R-PUF panel composed of top plate, bottom plate, and stiffener made of plywood, and R-PUF. A 92 mm thick insulating layer called "Secondary box" shall be fastened to the inner hull, which shall have a composite structure made of plywood boxes provided with cells containing fibre glass wool.

1 - 12

-

“Secondary panel” and “Secondary box” shall be unified by staples.

-

The insulation box shall be able to sustain the liquid pressure, i.e. static and dynamic loads.

-

The insulation space shall be arranged for filling with nitrogen gas or maintaining under vacuum.

-

A membrane called "Secondary barrier" consisting mainly of 0.7 mm thick plate made of 36 % nickel-steel alloy shall be supported by the secondary insulation, and fastened to it.

-

A 230 mm thick insulating layer called "Primary insulation" shall have the same nature as the secondary insulation and shall be fastened to the hull.

-

A second membrane called "Primary barrier" of the same alloy as the secondary barrier shall be fastened to the primary insulation.

The loads due to the tank internal pressure shall be transmitted to the supporting hull through the insulation boxes, which shall have the necessary compressive strength. The composition of the nickel-steel alloy (Invar) is as follows: Ni

35 - 36.5 %

C

0.04 %

Si

0.25 %

Mn

< 0.2 to 0.4 %

S

< 0.0015 %

P

< 0.008 %

Fe

Remainder

The thermal expansion coefficient = (1.5±0.5) x 10-6 mm/°C between 0 °C and -180 °C (Less than approx. ten times for stainless steel AISI 304 type). Charpy Test at -196 °C, > 120 J/cm2 The coefficient of thermal expansion is low enough to enable flat rather than corrugated sheets to be used. The entire surface area of the membrane is thus in contact with the supporting insulation, so that the load which the system is able to carry is limited only by the load bearing capacity of the insulation.

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG Illustration 1.3.1b Cargo Tank General

Side Passage Way

Hull Secondary Insulation Box (300mm)

Inner Deck

Secondary Barrier (INVAR : 0.7mm) Primary Insulation Box (230mm)

Inner Deck

Primary Barrier (INVAR : 0.7mm)

Liquid Dome

Vapour Dome

Tripod Mast Emergency Pump Column

Discharge Line

Filling Line Fuel Gas Pump

Filling Line

Fuel Gas Pump

Stripping / Spray Pump

Stripping / Spray Pump Main Cargo Pump

Foot Valve

Main Cargo Pump

Main Cargo Pump

Foot Valve

Ballast Tanks

IMO No. 9636711 / 1st Draft (2013.09.30)

Pipe Duct

1 - 13

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG The primary and secondary insulation spaces are made up of boxes fabricated from plywood and filled with Glass Wool. This insulation system allows free circulation of nitrogen and therefore permits gas freeing or inerting to be carried out in the barrier spaces without difficulty. The insulation boxes shall be reinforced as follows: -

-

-

Ultra reinforced insulation boxes for the border areas of each upper part (i.e., above the lower edge of upper chamfers), and the parts adjacent to it in the transverse bulkhead Standard reinforced insulation boxes for the internal areas of each upper part (i.e., above lower edge of upper chamfers), the low edge parts of the longitudinal vertical bulkhead, and the parts adjacent to it in the transverse bulkhead Non-reinforced insulation boxes for the all areas which aren’t defined above

The primary and secondary barriers shall be secured mechanically to the insulation boxes. The secondary and primary boxes in the reinforced area are specially built using thicker internal stiffeners to resist the impact that can be created by the liquid sloshing inside the tanks. The primary reinforced boxes have two 12 mm thick sloshing plywood covers stapled on them. Primary ultra-reinforced has additional internal stiffeners. The secondary insulation is 300 mm thick, whereas the primary insulation is 230 mm thick. (The design daily boil-off rate of cargo during laden voyage shall be less than 0.108 % of the full loaded cargo when assuming the following conditions: -

Ambient air temperature = +45 °C SW temperature = +32 °C Cofferdams temperature maintained at +5 °C Cargo considered as pure methane (density: 425 kg/m3, Vaporisation heat : 511 kJ/kg) Cargo piping empty)

Welding

The TIG welding shall also be applied to the repairs of seam welding. Certified welders shall be engaged in TIG welding. The welding and its tests shall be carried out in accordance with the welding procedure recommended by GTT in compliance with the requirements of the Classification Society.

The R-PUF shall be manufactured and tested in compliance with the recommendations of GTT. Fibre Glass Wool The fibre glass wool is used as insulating material for tanks designed to contain LNG (at about -163 °C)

Material Plywood The plywood for insulation boxes shall be made of birch, lauan apiton or similar and shall have such properties as recommended by GTT. Examination of the perlite at shop shall be surveyed periodically by the GTT and Class in accordance with the Builder’s practice. The phenolic glue shall be used for manufacturing the plywood panel and shall be weatherproof and resistant to cryogenic temperature and boiling water temperature.

For this material, the ASTM C 553 standard is recommended. The fibre glass wool shall be manufactured in compliance with the recommendations of GTT. Rigid Insulation The material shall be of rigid polyurethane foam or PVC and shall comply with the following technical requirements: -

The properties of recommendations.

glue

materials

shall

be

as

per

the

GTT

The dimension and depositing of resin shall be surveyed by GTT and the Class at the initial stage of each tank. Primary and Secondary Barriers The primary and secondary barriers shall be of Fe-36% nickel alloy which have a low thermal expansion coefficient. The chemical compositions and other properties of the alloy shall be in accordance with the recommendation of GTT in compliance with the Rules and Regulations concerned.

-

Insensibility to the first aliphatic hydrocarbons for insulating type Physical stability between + 80 °C and -163 °C Closed cells type No capillary type

Attachment set for Insulation Boxes The attachment set shall be used for fixation of the secondary panels, secondary boxes, and primary boxes and consist of coupler base socket, rod, holding plate, spring washer, head of coupler, collar stud, self-locker nut, etc. The attachment set shall be made of mainly stainless steel 304 or 304L or equivalent.

The thickness of plates shall be mainly 0.7 mm and the developed width shall be 536 mm in general.

The coupler base socket shall be made of carbon steel for low temperature service except socket installed to stainless steel inserts.

The plates shall be delivered in roll, of which length shall match the length of cargo tanks.

The coupler base socket to stainless steel inserts shall be made of stainless steel 304.

R-PUF

The collar stud shall be welded to a membrane and form a joint between the primary and secondary insulation.

The raised edges of the plates shall be welded together by automatic electric seam welding machine in general.

The reinforced polyurethane foam (R-PUF) shall be used in prefabrication of the secondary insulating panels, on membrane tanks of LNG carriers.

The raised edges of the barriers around the tank corners shall be TIG welded by automatic welding machines or by manual.

The R-PUF shall be produced in a continuous way, using polyurethane foam together with glass fibre Continuous Strand Mat (CSM) to increase

IMO No. 9636711 / 1st Draft (2013.09.30)

the resistance at cryogenic temperature to thermal and mechanical stresses.

1 - 14

The collar stud shall be made of stainless steel (SUS304L). In case of hot forging, nickel, chromium and sulphur contents shall be in accordance with the recommendation of GTT, and conform with the ASTM standards A276 or A314. Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG Staples The staple shall be used for the assemblies of the plywood elements among themselves and of a strip of thickness 0.5 mm in 36 % nickel alloy on a plywood. The staples shall be of stainless steel (SUS304) for insulation boxes and galvanized steel shall be used for other purpose. Other Materials Other materials for the cargo containment system shall be in accordance with the recommendations of GTT in compliance with the Rules and Regulations concerned, which are suitable for the intended services of the vessel with cryogenic temperature.

1.3.2 Membrane Cargo Containment The plywood boxes forming the secondary insulation are laid on the ship’s inner hull through the transition of a hard epoxy bearing product, deposited on the box in the shape of ropes by means of an automatic depositing machine. These ropes have adjustable thickness and compensate for the flatness defects of the inner hull. The boxes are held in position by stainless steel coupler rods that are anchored to the inner hull through their welded sockets. To absorb the ship’s hull deformation, each coupler is fitted with an elastic coupling made up of several spring washers, which are tightened down on the setting plates for secondary boxes by securing nuts (refer to Illustration 1.3.2a). The number of spring washers used depends on the location of the box. Boxes on the ballast boundaries have a higher number of spring washers (5) because the hull deformation has the largest effect on this area, whereas other boxes have only 3 washers. A continuous Invar tongue is held in slots running along the whole length of each secondary box cover. The secondary membrane strakes are resistance seam welded with the continuous tongues in between.

lip of the fixed tongues on the boxes. The primary membrane strakes are resistance seam welded with these tongues in between. Each primary and secondary membrane strake terminates on an Invar angle structure, 1.5 mm thick, fitted around the perimeter of each transverse bulkhead and welded to it. At the transverse corners, where the longitudinal and transverse bulkheads intersect, the primary and secondary membranes intersect forming a rectangle. The rectangle (invar tube) is prefabricated to allow an easier erection process and it is attached to the double hull by 4 anchoring bars. With this system, the membranes are directly connected to the inner hull so that any membrane stress is directly and uniformly transferred to the ship’s structure. In the secondary and primary insulation spaces respectively, the gaps between the secondary boxes and the primary boxes are insulated with a combination of rigid insulation and glass wool.

The four cargo tanks are connected to each other by the liquid, vapour and stripping/spray headers which are located on the trunk deck. The nitrogen mains supplying the primary and secondary insulation spaces and other services directly associated with the cargo system are also located on the trunk deck together with the fire main and deck spray main.

A vapour dome is located near the geometrical centre of each cargo tank ceiling. Each vapour dome is provided with the following: 1)

A vapour supply/return line to supply vapour to the tank when discharging, vent vapour from the tank whilst loading and also vent the boil-off when the tank contains cargo.

2)

Spray line arrangement for cooldown purposes.

3)

Two pressure/vacuum relief valves set at 250 mbar and -10 mbar, venting to the nearest vent mast.

4)

Pick-up for pressure sensors.

5)

Liquid line safety valves exhaust.

Each collar stud is fitted with a single spring washer and tightened down on the setting plate for the primary boxes by securing nuts. The primary insulation boxes have lipped Invar tongues stapled along slots running lengthwise. Continuous Invar tongues are positioned in the

The instrumentation includes temperature and level sensors, independent high level alarm sensors and cargo pump electric cables. The gauges

IMO No. 9636711 / 1st Draft (2013.09.30)

The gauges have an electronic box that generates and processes the radar signal. The LNG radar tank gauge has a cone antenna inserted in the still pipe. The radar waves use the still pipe as a wave guide to the surface. The two main cargo pumps are mounted on the base plate of the tripod mast, while the stripping/spray pump and fuel gas pump (No.3 & 4 tank only) are mounted on the pump tower support. An emergency pump column, a float gauge column and the filling line are also located in the liquid dome.

1. Cargo Tank Outfitting

In addition, each cargo tank has a liquid dome located near the ship’s centre line at the aft part of the tank. The liquid dome supports a tripod mast made of stainless steel (304L), suspended from the liquid dome and held in position at the bottom of the tank by a pump tower base support to allow for thermal expansion or contraction, depending on the tank environment. The tripod mast consists of the main discharging pipes and emergency pump well, in the form of a three-legged trellis structure, and is used to support the tank access ladder and other piping and instrumentation equipment.

The primary boxes are secured in position by collar studs. The collar studs are screwed into the collar stud setting (clamp) plates linked to the secondary box setting plate by two securing screws. A plywood wedge is installed between the two setting plates to limit any thermal conduction through the box fixations.

measure the distance to the cargo surface using a continuous radar signal.

1 - 15

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG

Illustration 1.3.2a Construction of Containment System– Securing of Insulation Boxes

Primary Membrane Setting Plate For Primary Box

Collar Stud

Setting Plate For The Collar Stud Perlite

Plywood Bridge

Stainless Steel Plate Spot Welded To Nut

Primary Box

Setting Plate For Secondary Box Spring Washer (3 or 5)

Secondary Membrane

Insulating Material

Secondary Box

Secondary Box Stainless Steel Coupler Rod

Wooden Reference Wedge Bearing Product Kraft Paper

Double Hull Plating

IMO No. 9636711 / 1st Draft (2013.09.30)

1 - 16

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG Illustration 1.3.2b Construction of Containment System – Flat Area

Staples Type F or Nails Plywood Plug

Primary Membrane

Primary Box Rigid Insulating Material

Rigid Insulating Material PUF

Fiber Glass Wool

Plywood Wedge

Rigid Insulating Material

Reference Wedge

Glass Wool

Secondary Box

Secondary Membrane

Epoxy Rope Bearing Product

IMO No. 9636711 / 1st Draft (2013.09.30)

1 - 17

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG

Illustration 1.3.2c Arrangement of Transverse Corner (at Tank Bottom with Draining)

Illustration 1.3.2d Arrangement of Transverse Corner (at Tank Bottom without Draining)

Primary Box

Primary Box

Secondary Box

Secondary Box

Plywood

Plywood

B

Glass Wool

D

Glass Wool

Flexible Foam

Flexible Foam

Rigid Insulating

Rigid Insulating

All Tanks

Secondary Box

All Tanks

Secondary Box

Primary Box

Transverse Bulkhead B

Primary Box

Transverse Bulkhead D

1B

8B

1B

3B

9B

7B

A6B

A5B

3B

1B

Primary Box

8B

3B

9B

7B

A6B

A5B

Secondary Box

3B

1B

Primary Box

Secondary Box

Bearing Product

Bearing Product

Anchoring Flat Bar : Carbon Steel for Low Temperature Service (-40℃)

IMO No. 9636711 / 1st Draft (2013.09.30)

Bottom C

Anchoring Flat Bar : Carbon Steel for Low Temperature Service (-40℃)

1 - 18

Bottom C

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG

Illustration 1.3.2e Arrangement of Transverse Corner (at Tank Top except Fore of Tank 1)

Illustration 1.3.2f Arrangement of Transverse Corner (at fore of Tank 1 Top)

Primary Box

Primary Box

Secondary Box

Secondary Box

Plywood

Plywood

Glass Wool

Glass Wool

Flexible Foam

Flexible Foam

Rigid Insulating

Transverse Bulkhead B or D

Rigid Insulating

All Tanks except Fore of Tank 1

Ultra Reinforced Primary Box

Ultra Reinforced Secondary Box

D

Tank 1

Modified Ultra Reinforced Primary Box

Ultra Reinforced Secondary Box Transverse Bulkhead D

1B

8B

3B

9B

7B

A6B

A5B

1B

3B

1B

Ultra Reinforced Primary Box

8B

Ultra Reinforced Secondary Box

3B

9B

7B

A6B

A5B

3B

1B

Modified Ultra Reinforced Primary Box

Ultra Reinforced Secondary Box

Bearing Product

Anchoring Flat Bar : Carbon Steel for Low Temperature Service (-40℃)

IMO No. 9636711 / 1st Draft (2013.09.30)

Bearing Product

Ceiling A

Anchoring Flat Bar : Carbon Steel for Low Temperature Service (-40℃)

1 - 19

Bottom C

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG Illustration 1.3.2g Arrangement of Transverse Corner (at Lower Slopes)

Illustration 1.3.2h Arrangement of Transverse Corner (at Lower Part of Longitudinal Bulkhead)

Primary Box

Primary Box

Secondary Box

Secondary Box

Plywood

Plywood

Glass Wool

Glass Wool

Flexible Foam

Flexible Foam

Rigid Insulating

Rigid Insulating Position of T ank 2,3,4

Reinforced Secendary Box

Position of T ank 2,3,4

Reinforced Secendary Box

Reinforced Primary Box

Transverse Bulkhead B or D

Reinforced Primary Box

Transverse Bulkhead B or D

1B

8B

3B

9B

7B

6B

1B

3B

Primary Box

8B

3B

9B

7B

7B

5B

3B

Primary Box

7B

9B 1B

Anchoring Flat Bar : Carbon Steel for Low Temperature Service (-40℃) or Stainless Steel

5B

Secendary Box

9B

Secendary Box

1B Bearing Product

8B

IMO No. 9636711 / 1st Draft (2013.09.30)

6B

Bearing Product

8B

Lower Slope G or K

Anchoring Flat Bar : Carbon Steel for Low Temperature Service (-40℃) or Stainless Steel

1 - 20

Lower Part of Longitudinal Bulkhead

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG

Illustration 1.3.2i Arrangement of Transverse Corner (at Upper Part of Longitudinal Bulkhead)

Illustration 1.3.2j Arrangement of Transverse Corner (at Upper Slope)

Primary Box

Primary Box

Secondary Box

Secondary Box

Plywood

Plywood

Glass Wool

Glass Wool

Flexible Foam

Flexible Foam

Rigid Insulating

Rigid Insulating

Position of T ank 2,3,4

Position of T ank 2,3,4

Secendary Box

Ultra Reinforced Secendary Box

Ultra Reinforced Primary Box

Primary Box

Transverse Bulkhead B or D

Transverse Bulkhead B or D

1B

8B

3B

9B

7B

6B

1B

3B

Primary Box

8B

3B

9B

7B

7B

5B

6B

Ultra Reinforced Primary Box

3B

7B

9B 1B

Secendary Box

5B

9B

Ultra Reinforced Secendary Box

1B Bearing Product

8B

Anchoring Flat Bar : Carbon Steel for Low Temperature Service (-40℃) or Stainless Steel

IMO No. 9636711 / 1st Draft (2013.09.30)

Upper Part of Longitudinal Bulkhead

Bearing Product

8B

Anchoring Flat Bar : Carbon Steel for Low Temperature Service (-40℃) or Stainless Steel

1 - 21

Upper Slope E, H

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG

Illustration 1.3.2k Arrangement of Transverse Corner ß > 90° (at Low Part of Upper Slope)

Illustration 1.3.2l Arrangement of Transverse Corner ß > 90° (at Upper Part of Upper Slope)

Primary Box

Primary Box

Secondary Box

Secondary Box

Plywood

Plywood

Glass Wool

Glass Wool

Flexible Foam

Flexible Foam

Rigid Insulating

Rigid Insulating Position of T ank 1

Transverse Bulkhead D

Position of T ank 1

Transverse Bulkhead D

Ultra Reinforced Primary Box

Ultra Reinforced Secendary Box

Modified Ultra Reinforced Primary Box

Ultra Reinforced Secendary Box

1D

1D 3D

8D

3D

8D

9D

7D

9D

7D

6D

6D 3D

3D Modified Ultra Reinforced Primary Box

Ultra Reinforced Primary Box 7D

5D

7D

5D

9D

9D

1D 8D

1D

Lower Pa Upper rt of Slope

IMO No. 9636711 / 1st Draft (2013.09.30)

8D

Ultra Reinforced Secendary Box

Bearin g Produ ct

Ultra Reinforced Secendary Box

L ow e r Pa Upper rt of Slope

1 - 22

Bearin g Produ ct

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG

Illustration 1.3.2m Arrangement of Transverse Corner ß > 90° (at Low Slope)

Illustration 1.3.2n Arrangement of Transverse Corner ß > 90° (at Lower Part of Longitudinal Bulkhead)

Primary Box Primary Box

Secondary Box

Secondary Box

Plywood Glass Wool

Plywood

Flexible Foam

Glass Wool Flexible Foam

Rigid Insulating Position of T ank 1

Rigid Insulating Position of T ank 1

Transverse Bulkhead D

Reinforced Primary Box

Reinforced Secendary Box

Reinforced Primary Box

Reinforced Secendary Box

Transverse Bulkhead D

1F

1D

3F

3D

8D

8F

9D

7D

9F 7F

6D

6F

3D

3F Primary Box Reinforced Primary Box

7D 7F 5D

5F

9D

9F

1D 8D

1F Secendary Box

Lower

IMO No. 9636711 / 1st Draft (2013.09.30)

Slope G ,K

8F

Reinforced Secendary Box

Bearin g Produc t

Lo Long wer Part itudin o al Bu f lkhea d

1 - 23

Bear in Prod g uct

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG

Illustration 1.3.2o Arrangement of Transverse Corner ß > 90° (at Upper Part of Longitudinal Bulkhead)

Primary Box Secondary Box Plywood Glass Wool Flexible Foam Rigid Insulating Position of T ank 1

Primary Box

Secendary Box

Transverse Bulkhead D

1F 3F

8F

9F 7F 6F 3F

Primary Box

7F 5F 9F 1F 8F

Secendary Box

Up Long per Part itudin o al Bu f lkhea d

IMO No. 9636711 / 1st Draft (2013.09.30)

Bear in Prod g uct

1 - 24

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG

Illustration 1.3.2p Arrangement of Transverse Corner ß < 90° (at Upper & Lower Slope)

Primary Box

Primary Box

Secondary Box

Secondary Box

Plywood

Plywood

Glass Wool

Glass Wool

Flexible Foam

Flexible Foam

Rigid Insulating

Rigid Insulating Position of T ank 1

Position of T ank 1

Ultra Reinforced Primary Box Transverse Bulkhead B

Reinforced Primary Box

Ultra Reinforced Secendary Box

Transverse Bulkhead B

Reinforced Secendary Box

3C

1C

3C

1C Ultra Reinforced Primary Box

Primary Box

3C

3C

6C

6C

7C

9C

7C

9C

8C

8C Ultra Reinforced Secendary Box

7C

9C

Bearing t Produc

1C

9C

lope E, H Upper S

5C 8C

IMO No. 9636711 / 1st Draft (2013.09.30)

Secendary Box

7C

Bearing t Produc 1C

K lope G, Upper S

5C 8C

1 - 25

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG

Illustration 1.3.2q Arrangement of Transverse Corner ß < 90° (at Lower & Upper Part of Longitudinal Bulkhead)

Primary Box

Primary Box

Secondary Box

Secondary Box

Plywood

Plywood

Glass Wool

Glass Wool

Flexible Foam

Flexible Foam

Rigid Insulating

Rigid Insulating Position of T ank 1

Position of T ank 1

Reinforced Primary Box

Primary Box

Reinforced Secendary Box

Transverse Bulkhead B

Transverse Bulkhead B

Secendary Box

3E

3E

1E

1E

Reinforced Primary Box

Primary Box

3E

3E

6E

6E

g Bearin t c Produ

7E

9E

Reinforced Secendary Box

8E

7E

9E

Secendary Box

8E

7E

7E 1E

9E

g Bearin t c Produ

1E

t of d r Par Lowe l Bulkhea a itudin Long

5E

9E L

t of d r Par Lowe l Bulkhea udina ongit

5E 8E

IMO No. 9636711 / 1st Draft (2013.09.30)

8E

1 - 26

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG Illustration 1.3.3a Temperature and Hull Steel Grades

USCG Conditions External Air Temperatuer Wind Sea Water Tempreature

IGC Conditions

-18 ℃ 5 knots 0℃

External Air Temperatuer Wind Sea Water Tempreature

LNG On Secondary Barrier

Grade E

-22.9

-19.2

Steel Grade Selection

Grade A

-19.3

LNG On Secondary Barrier

Grade E

Grade E

-5.3

-0.7

Grade A

Steel Grade Selection

Grade A

Grade A

-27.8

5℃ 0 0℃

-1.2

Grade A

Grade E

Grade A

-10.8

Grade E -19.5

Grade E

-22.9

Insulation Thickness Secondary = 0.3000 m Primary = 0.2300 m

-27.7

Grade E -0.8

Insulation Thickness Secondary = 0.3000 m Primary = 0.2300 m

-4.8 -10.3

Grade E

Grade E

Grade E

Grade E

Grade E

-22.8

-4.5

-19.6

LNG Cargo Temperature -163.0 ℃

-26.3

Cofferdam BHD Grade A

Air Inside Cofferdam 5.0 ℃

-15.9 -15.5

Grade E

Grade D (3)

Grade A

-8.5

-0.6

Grade E

Grade D (3)

-8.2

Grade A

Grade D (3)

Grade D (3)

-4.1

Grade B (2)

-5.4

-1.0

Air Inside Cofferdam 5.0 ℃

Grade D (3)

Grade D (3)

-11.6

Cofferdam BHD Grade A

LNG Cargo Temperature -163.0 ℃

-0.8

Grade B (2)

-5.4

-0.4

-7.4

-7.4

Grade B (2) -1.8 -0.2

Grade A (1)

-3.7

Grade A

Grade B (2) Grade A (1)

Grade B (2) -1.8 -0.2

Grade A (1)

-3.7

Grade D

Grade A

Grade B (2) Grade A (1)

Grade D

Grade A

Grade A

-0.3

-0.3

℃

Air Temperature Inside Compartment

℃

Air Temperature Inside Compartment

℃

Inner Hull Steel Plating Temperature

℃

Inner Hull Steel Plating Temperature

℃

Outer Hull Steel Plating Temperature

℃

Outer Hull Steel Plating Temperature

Double Hull & Compartment Temperatures & Steel Grade Selection NOTE Longitudinals attached to inner hull : Same grade as per attached plate. Longitudinals attached to outer hull : Grade A. Members connected to both inner and outer hull are suitable with the mean linear temperature of inner and outer hulls. (1) Grade A for thickness up to 15mm, for higher thickness (up to 25mm) use of grade B necessary. (2) Grade B for thickness up to 20mm, for higher thickness (up to 25mm) use of grade D necessary. (3) Grade D for thickness up to 20mm, for higher thickness (up to 50mm) use of grade E necessary.

IMO No. 9636711 / 1st Draft (2013.09.30)

1 - 27

Part 1 Design Concept of the Vessel

CORCOVADO LNG 1.3.3 Deterioration or Failure The insulation system is designed to maintain the boil-off losses from the cargo at an acceptable level and to protect the inner hull steel from the effect of excessively low temperature. If the insulation efficiency should deteriorate for any reason, the effect may be a lowering of the inner hull steel temperature resulting in a cold spot and an increase in boil-off from the affected tank. Increased boil-off gas may be vented to the atmosphere via No.1 vent mast if the increase in boil-off cannot be handled by burning in main generators and/or GCU. The inner hull steel temperature must, however, be maintained within acceptable limits to prevent possible brittle fracture. Thermocouples are distributed over the surface of the inner hull but, unless a cold spot occurs immediately adjacent to a sensor, these can only serve as a general indication of steel temperature. To date, the only reliable way of detecting cold spots is by visual inspections of the ballast spaces and other spaces bordering to the cargo tank on the loaded voyage. The grade of steel required for the inner hull of the vessel is governed by the minimum temperature this steel will reach at minimum ambient temperature, assuming that the primary barrier has failed, if the LNG is in contact with the secondary membrane. 1)

For the contiguous hull, environmental conditions are issued from the following USCG guidelines:    

Air temperature: -18 °C Sea water temperature: 0 °C Wind speed: 5 knots LNG in contact with the secondary barrier(TLNG = -163 °C).

Temperature of the fore deep tank has been calculated with the above conditions: 

2)

TDT = -6.6 °C (Equilibrium temperature with heated cofferdams).

For the outer hull, conditions are based on the following IMO guidelines:    

Air temperature: 5 °C Sea water temperature: 0 °C No wind LNG in contact with the secondary barrier(TLNG = -163 °C).

Cargo Operating Manual The temperature of the engine room is assumed equal to: TER = 5 °C

Temperatures of Cofferdams Cofferdam 1

The draught of the ship has been taken equal to 11.1 m (Full loaded, arrival conditions) For these conditions Classification Societies require a steel grade distribution as shown in Illustration 1.3.3a, where from the tank upper part, the middle of the longitudinal side wall are in grade ‘E’ steel, and the remaining longitudinal steel work grade ‘D’ and ‘B’. Those grades have a minimum operating temperature of -30 °C, -20 °C and -10 °C respectively. The transverse watertight bulkheads between cargo tanks are of steel grade ‘A’ and are equipped with a glycol water heating system. In addition to the failure of the membrane, local cold spots can occur due to failure of the insulation. Whilst the inner hull steel quality has been chosen to withstand the minimum temperature likely to occur in service, prolonged operation at steel temperatures below 0 °C will cause ice build-up on the plating, which in turn will cause a further lowering of steel temperature due to the insulating effect of the ice.

Cofferdam 2

Temp. inside Compartment

Temp. of inner hull

Temp. inside Compartment

Temp. of inner hull

USCG Conditions

-16.6

-20.7

-59.4

-62.3

IGC Conditions

-7.1

-11.4

-52.9

-56.0

With Heating

5.0

0.3

5.0

0.3

Cofferdam 3 & 4

Cofferdam 5

USCG Conditions

-59.4

-62.3

-7.3

-11.6

IGC Conditions

-52.9

-56.0

-5.4

-9.8

With Heating

5.0

0.3

5.0

0.3

To avoid this, glycol heating coils are fitted in the cofferdam spaces, of sufficient capacity to maintain the inner hull steel temperature in the cofferdams at 0 °C under the worst conditions. If a cold spot is detected either by the inner hull temperature measurement system or by visual inspection, the extent and location of the ice formation should be recorded. Small local cold spots are to be closely monitored and recorded to check for further deterioration and spreading of the ice formation. Further action, if any, is to be agreed to with Company shore organization and GTT. WARNING In the unlikely event that this remedy is insufficient and it is considered unsafe to delay discharge of cargo until arrival at the discharge port, the final recourse will be to jettison the cargo via a spool piece fitted at the cargo liquid manifold, using a single main cargo pump. This course of action should only be considered after full consultation with the Owners, Charterers and relevant National Authorities.

Based on the above assumptions, the equilibrium temperature of the fore deep tank becomes: TDT = 1.8 °C

IMO No. 9636711 / 1st Draft (2013.09.30)

1 - 28

Part 1 Design Concept of the Vessel

Cargo Operating Manual

CORCOVADO LNG Illustration 1.4a Hazardous Areas and Gas Dangerous Zone Plan

Key Area Classification As Zone 0 Area Classification As Zone 1 Area Classification As Zone 2 25 m from Air Inlet

Safe Working Load 10t Safe Working Load 5t

Elec. Motor Room Fan RM for GVU Exh.

AP

10

Trunk Space

20

30

40

Bowthruster Room

70

80

90 FR. SP. 3360 mm

FR. SP. 3440 mm 2800 mm

Eng. Chan. Room

100

110

KR S)

FW DH

FO Tan k

(C)

C/L

)

Ta nk (P &

No

.1

W B

120 FR. SP. 3360 mm

FR. SP. 3360 mm 2800 mm

2800 mm

BW Bow Thr. & FWD Pump Room

DLWL

Void

Accommodation Ladder (P)

130

140 FR. SP. 800 mm

BL 150

160

FP

2800 mm

Side Light

Monitor Station

Meat

Fish

Dairy

Vegetable

Lob.

Dry Provision Store

B

E/

50 60 FR. SP. 800 mm

Suez Crew (6)

W .1 NO

S/L & E/S

Gangway Platform AC Deck RM Store O2 RM

B

Side Ta ng ent Lin e

Liferaft 21Px2

CO2 Room

W .2 NO

FWD HFO Tan k(C

WB

S) P& k( n Ta

De ep

.3 NO

S) (P&

Cofferdam

B

k Ta n

S

) Tank(S Drain Clean

W .4 NO

O HS

BW

S/T LO Drain Tank(C)

)

k Tan tor.

S) (P&

No.2

OS MD

k Ta n

Bosun Store

NO.1 Cargo Tank Cofferdam

) &S

SCL BW

Ta nk

(S

(P

S) (P&

NO.2 Cargo Tank Cofferdam

W

nk Ta

k Ta n

2400 mm

High Exp. Foam Room

Trunk Space

FW D

R

B

( S)

NO.3 Cargo Tank Cofferdam

O HF E/

BL

Dry Powder Station & Companion Way

Trunk Space

NO.4 Cargo Tank Cofferdam

LS

) (S nk Ta

MG O

W

Engine Room

ace ) O k(S MDTan rv. Se

C/D(S)

TK

(S )

Prop. Motor LO Stor. Tank

FW Emcy Gas Fire Pump Valve Unit Space Room

S/T CW Tank

Trunk Space

E/R Sp

Serv HFO . Ta nk(P &S) Sett. HFO Tank (P&S )

S) (P& TK

G/E LO G/E LO Sett. Stor. Tank (S) Tank (S) R/G LO Stor.Tank

Dr

AP Tank DLWL

Cargo Gear Locker & Dry Powder Station

Side Light

ain

S/G Room

Cargo Comp. Room

No.2 Cargo Switch Board Room

Spare Anchor with Seat

Dry Powder Station & Companion Way

Elev. C.T

Liferaft (6P) CL

CL Fire Control Room

Engine Casing

Air Cond. Machinery Room Paint/ Lamp Store

Incinerator Room

Gabbage Store

Cable Trunk No.1 Cargo Switch Board Room

Elec. Motor Room

Jettison Nozzle

Cargo Comp. Room

Chemical Store

Shore Gangway

Spare Propeller with Seat

Liferaft 21Px2

IMO No. 9636711 / 1st Draft (2013.09.30)

Monitor Station

Side Light

Accommodation Ladder (S)

1 - 29

Part 1 Design Concept of the Vessel

CORCOVADO LNG 1.4 Hazardous Areas and Gas Dangerous Zone (See Illustration 1.4a, 1.4b) Under the IMO code for the Construction and Equipment of Ships Carrying Gases in Bulk, the following are regarded as hazardous areas: Gas dangerous spaces or zones are zones on the open deck within 3.0 m of any cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve and entrances and ventilation openings to the cargo compressor house. They also include the open deck over the cargo area and 3 m forward and aft of the cargo area on the open deck up to a height of 2.4 m above the weather deck, and a zone within 2.4 m of the outer space of the cargo containment system where such spaces are exposed to the weather. The entire cargo piping system and cargo tanks are also considered gas dangerous. In addition to the above zones, the Code defines other gas-dangerous spaces. The area around the air swept trunking, in which the gas fuel line to the engine room is situated, is not considered a gas dangerous zone under the above Code. All electrical equipment used in these zones, whether a fixed installation or portable, is certified ‘safe type equipment’. This includes intrinsically safe electrical equipment, flame-proof type equipment and pressurised enclosure type equipment. Exceptions to this requirement apply when the zones have been certified gas free, e.g. during refit.

GENERAL NOTE (IGC CODE) I. GAS DANGEROUS SPACE OR ZONE (IGC Code - 1.3.17) 1. A space in the cargo area which is not arranged or equipped in an approved manner to ensure that its atmosphere is at all times maintained in a gas-safe condition ; 2. An enclosed space outside the cargo area through which any piping containing liquid or gaseous products passes, or within which such piping terminates, unless approved arrangements are installed to prevent any escape of product vapour into the atmosphere of that space ; 3. A cargo containment system and cargo piping; 4.1. A hold space where cargo is carried in a cargo containment system requiring a secondary barrier; IMO No. 9636711 / 1st Draft (2013.09.30)

Cargo Operating Manual 4.2. A hold space where cargo is carried in a cargo containment system not requiring a secondary barrier; 5. A space separated from a hold space described in 4.1 above by a Gastight steel boundary; 6. A cargo pump room and cargo compressor room; 7. A zone on the open deck, or semi-enclosed space on the open deck, within 3 m of any cargo tank outlet, gas or vapour outlet, cargo pipe flange or cargo valve or of entrances and ventilation openings to cargo pump rooms and cargo compressor rooms; 8. The open deck over the cargo area and 3 m forward and aft of the cargo area on the open deck up to a height of 2.4 m above the weather deck; 9. A zone within 2.4 m of the outer surface of a cargo containment system where such surface is exposed to the weather; 10. An enclosed or semi-enclosed space in which pipes containing products are located. A space which contains gas detection equipment complying with 13.6.5 and a space utilizing boil-off gas as fuel and complying with Chapter 16 are not considered gas-dangerous spaces in this context; 11. A compartment for cargo hoses; or 12. An enclosed or semi-enclosed space having a direct opening into any gas-dangerous space or zone.

Ⅳ. IACS E12 The Paint Deck store within a 3m radius of exhaust mechanical ventilation outlet, within a 1m radius of natural inlet & exhaust ventilation openings and access door

Ⅴ. GAS DANGEROUS ZONE PLAN (DNV Rule Parts.5, Chap.5 Sec.1) - Within 3 m of cargo tank openings, cargo pipe flanges, cargo valves or of opening to gas- dangerous spaces containing gas sources, e.g. cargo pipe flanges, cargo valves, cargo pumps or compressors. - Within 3 m of ventilation exhaust openings from cargo pump rooms and compressor rooms. - Within 9m of cargo tanks pressure relief exhaust exits. Illustration 1.4b Hazardous Areas and Gas Dangerous Zone Plan

II. CARGO TANK VENT SYSTEM (IGC Code - 8.2.10) A. Cargo tank pressure relief valve vent exits should be arranged at a distance at least equal to B or 25m whichever is less from the nearest air intake or opening to accommodation spaces, service spaces and control stations, or other gas safe spaces, B. All other vent exits connected to the cargo containment system should be arranged at a distance of at least 10m from the nearest air intake or opening to accommodation spaces, services spaces and control stations, or other gas safe spaces. C. The Height of cargo tank pressure relief valve vent exits should be not less than B/3 or 6m, whichever is the greater, above the weather deck and 6m above the working area and cargo lines and the fore and aft gangway. III. MECHANICAL VENTILATION IN THE CARGO AREA (IGC Code 12.1.6) Ventilation exhaust ducts from gas dangerous spaces should discharge upwards in locations at least 10m in the horizontal direction from ventilation intakes and opening to accommodation spaces, service spaces and control stations and other gas safe spaces. 1 - 30

Trunk Space

Cargo Tank DLWL

DLWL

WB Tank PD WB Tank CL

Part 1 Design Concept of the Vessel

CORCOVADO LNG

Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30)

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Part 1 Design Concept of the Vessel

CORCOVADO LNG

Cargo Operating Manual

Part 2 : Properties of Gases 2.1 Characteristics of LNG ................................................................2 - 2 2.1.1 Physical Properties and Composition of LNG .................2 - 2 2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures .... ...................................................................................................2 - 5 2.1.3 Supplementary Characteristics of LNG............................2 - 6 2.1.4 Avoidance of Cold Shock to Metal ...................................2 - 9 2.2 Properties of Nitrogen and Inert Gas ......................................... 2 - 10 2.3 Hazards, Safety and First Aid .................................................... 2 - 10 2.3.1 Rollover of Cargo ........................................................... 2 - 10 2.3.2 Potential Hazards of LNG to Human Beings ................. 2 - 11 2.3.3 Protective Clothing and Equipment................................ 2 - 11 2.3.4 Cryogenic / Freeze Burns ............................................... 2 - 11 2.3.5 Treatment of Cryogenic Burns ....................................... 2 - 11 2.3.6 LNG Asphyxiation ......................................................... 2 - 12 2.3.7 Cardiopulmonary Resuscitation ..................................... 2 - 12 2.3.8 Treatment for Shock ....................................................... 2 - 13 Illustrations 2.1.1a Density Ratio Methane/Ambient Air versus Temperature ......2 - 1 2.1.1b Boiling Point of Methane in Relation to Pressure ..................2 - 3 2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures ....2 - 5 2.1.3a Temperature and Steel Grades ................................................2 - 7 2.1.4a Structural Steel Ductile to Brittle Transition Curve ................2 - 9 2.3.7a CAB of Resuscitation ........................................................... 2 - 14

Part 2 Properties of Gases IMO No. 9636711 / 1st Draft (2013.09.30)

Part 2 Properties of Gases

Cargo Operating Manual

CORCOVADO LNG Illustration 2.1.1a Density Ratio Methane/Ambient Air versus Temperature

+20 0 - 20

Lighter than air

- 40 Methane vapour temperature

- 60 - 80 -100 -112.5 -120 Heavier than air -140 -160

1.5

1.4

1.3

Ratio =

1.2

1.1

1.0

0.9

0.8

0.7

0.6

0.5

Density of Methane Vapour Density of Air

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

IMO No. 9636711 / 1st Draft (2013.09.30)

2–1

Part 2 Properties of Gases

CORCOVADO LNG Part 2 : Properties of Gases

Cargo Operating Manual cloud as a result of the condensation of the moisture in the ambient air as it mixes with the cold vapour.

2.1 Characteristics of LNG 2.1.1 Physical Properties and Composition of LNG The main constituents of natural gas are a mixture of hydrocarbons and nitrogen. When these are liquefied into LNG, they form a clear, odourless and colourless liquid. LNG is usually stored and transported in a cryogenic state at approximately -160°C; which is very near its boiling point at atmospheric pressure. The composition of LNG from a typical loading terminal is given in Table 2, with the major constituent gases and physical properties of the LNG from each source given in Table 1. Depending on the source and liquefaction process, the actual LNG composition of each loading terminal will vary, but the main constituent of each source is always methane. Ethane, propane, butane and pentane constitute a small percentage of heavier hydrocarbons found within the LNG. A very small percentage of nitrogen is usually contained within the LNG as well. Prior to custody transfer, accurate calculations of the density and heating value of the LNG will be required. At this time, the specific properties of the LNG (based on actual component analysis) must be used for the calculations. With most other engineering calculations (e.g., pressure losses in piping), the physical properties of pure methane can be assumed to represent those of LNG. Vaporisation (known as boil-off) of part of the cargo, occurs during normal sea voyages, when heat is transferred to the LNG cargo through the cargo tank insulation. As a result of this boil-off, the composition of the LNG changes as the lighter constituents within it (which have lower boiling points at atmospheric pressure) vaporise first. As the methane and nitrogen boil-off before the heavier gases, the discharged LNG generally has slightly higher percentages of ethane, propane and butane, and lower percentages of nitrogen and methane content than the LNG that was loaded. As is shown in illustration 2.1.1a, depending on the LNG’s composition, at vapour temperatures of -112.5°C or higher, the boil-off vapour from the LNG is lighter than air. For this reason, if in emergency vapour is vented to atmosphere, it tends to be rapidly dispersed as it rises above the vent outlet. The vapour-air mixture will then appear as a visible white IMO No. 9636711 / 1st Draft (2013.09.30)

NOTE The flammable range of vented LNG vapour-air mixture will most likely not extend significantly far beyond the perimeter of the white cloud which forms. Additionally, the auto-ignition temperature of methane is 595°C. This is the highest temperature to which the gas needs to be heated, in order to result in self-sustained combustion without ignition by a flame or spark. Methane in air (21% oxygen) has a flammability range of approximately 5.3 to 14% (by volume). To reduce the flammability range, the air within the cargo containment system is displaced with inert gas from the inert gas generators until the oxygen content is reduced to 2%. This is done prior to gassing up after dry docking. In theory, an explosion of the methane and air mixture cannot occur if the O2 content is below 13%. This is regardless of the percentage of methane. However for safety reasons, purging continues until the O2 content is below 2% by volume.

Table 2 Examples of Typical LNG Composition Ras Das Standa Bonny Laffan Islands rd

Yemen

Methane (mol %)

84.5

90.28

90.53

89.63

93.12

Ethane (mol %)

12.9

6.33

4.94

6.32

5.89

Propane (mol %)

1.5

2.49

2.89

2.16

0.84

Butane (mol %)

0.5

0.49

0.85

1.20

0.07

Iso-Butane (mol %)

0.00

0.00

0.68

0.00

0.05

Pentane (mol %)

0.00

0.02

0.07

0.00

0.00

Iso-Pentane(mol %)

0.00

0.00

0.00

0.00

0.00

Nitrogen (mol %)

0.6

0.41

0.07

0.69

0.03

17.88

18.56

18.24

18.12

17.28

-160.8

-161.0

-159.4

-160.C

-160.8

Density (g/cm3)

0.461

0.456

0.459

0.459

0.445

Lower Heating Value (MJ/kg)

49.347

49.561

49.705

49.394

49.461

Average Molecular Weight Boiling Point at Atmospheric Pressure (°C)

NBO (Natural Boil-Off) Composition Nitrogen content (mol %)

0.74%

Methane content (mol %)

99.23%

Ethane content (mol %)

0.03%

Lower Heating Valve (MJ/kg)

49.672

Table 1 Physical Properties of LNG

Molecular Weight

Methane

Ethane

Propane

Butane

Pentane

CH4

C2H6

C3H8

i-C4H10

n- C4H10

i-C5H12

n-C5H12

Nitrogen N2

-

16.042

30.068

44.094

58.120

58.120

72.150

72.150

28.016

Boiling Point at 1 bar absolute

°C

-161.5

-88.6

-42.5

-11.7

-0.5

28

36.1

-196°C

Liquid Density at Boiling Point

kg/m3

426.0

544.1

580.7

593.4

601.4

624

626

808.6

Vapour SG at 15 °C and 1 bar absolute

-

0.554

1.046

1.540

2.51

2.52

2.49

2.49

0.97

Gas volume/liquid volume Ratio Boiling Point and 1 bar absolute

-

630

413

311

236

239

205

207

649

Flammable Limits in air by Volume

%

5.3 to 14

3 to 12.5

2.1 to 9.5

1.8 to 8.4

1.8 to 8.4

1.4 to 7.6

1.5 to 7.8

Auto-Ignition Temperature

°C

537

472

450

460

365

420

309

--

Lower Heating Value (LHV)

MJ/kg

50.009

47.794

46.357

45.613

45.752

45.241

45.357

-

Vaporisation Heat at Boiling Point

kJ/kg

510.4

489.9

426.2

385.2

385.2

357.5

357.5

199.3

°C

-82.5

32.3

96.7

135.0

152.0

187.0

160.6

-146.9

bar(a)

43

48.2

41.0

36.5

38

33.4

31.6

34

Critical Temperature Critical Pressure

2–2

at

Nonflammable

Part 2 Properties of Gases

Cargo Operating Manual

CORCOVADO LNG Illustration 2.1.1b Boiling Point of Methane in Relation to Pressure -165

-160

-155

-150

-145

-140

-135

-130

-125

-120

-115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50

-40

-30 -20 -10 0

25

50

75

100 60 50 40

30

20

Propane 2mol% Ethane

PRESSURE bar(absolute) 10 9 8 7

Methane

Ethylene

Ethane

Propylene

Propane 6 5 4 Butadrene 1.3

3

N. Butane

2

1 0.9 0.8 0.7 0.6 -165

-160

-155

-150

-145

-140

-135

-130

-125

-120

-115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60 -55 -50

-40

-30 -20 -10 0

25

50

75

100

TEMPERATURE( 0 C)

IMO No. 9636711 / 1st Draft (2013.09.30)

2–3

Part 2 Properties of Gases

CORCOVADO LNG

Cargo Operating Manual

Variation in Boiling Point of Methane in Relation to Pressure (See Illustration 2.1.1b) As pressure increases, the boiling point of methane increases. This variation can be shown in the diagram over the normal range of pressures for pure methane. The relationship between the pressure of LNG and its boiling point will follow a line approximately parallel to the one shown for 100% methane. NOTE Heavier components present in the LNG will increase the boiling point of the cargo for a given pressure.

IMO No. 9636711 / 1st Draft (2013.09.30)

2–4

Part 2 Properties of Gases

Cargo Operating Manual

CORCOVADO LNG Illustration 2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures

21

2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures WARNING A flammable mixture of methane and air must be avoided at all times.

Area EDFE flammable

B E

20 19

F

18

The vessel must be operated in a manner which prevents the formation of a flammable mixture of methane. A diagram is therefore used to illustrate and help conceptualize the relationship between flammability and gas/air composition for all possible mixtures of methane, air and nitrogen (Illustration 2.1.2.a).

Caution This diagram assumes complete mixing which, in practice, may not occur.

17 Y

16 15

N

14 13

In the diagram, vertical axis A-B illustrates oxygen-nitrogen mixtures with no methane present. These range from 0% oxygen (100% nitrogen at point A), to 21% oxygen (79% nitrogen at point B). The composition of atmospheric air is represented by the latter point.

M

X

G

12

Mixtures of air and methane cannot be produced above line BEFC

D

Horizontal axis A-C illustrates methane-nitrogen mixtures with no oxygen present. These range from 0% methane (100% nitrogen at point A), to 100% methane (0% nitrogen at point C).

11 % O x y g e n

10 At any single point on the diagram within the ABC triangle, a mixture of all three components (oxygen, methane, and nitrogen), can be represented. The total volume is made up of a specific proportion of each, and from a single point on the diagram, the proportions of each of the three constituents illustrated can be read.

9 8 7 6

Point D for example, would be read:

5 Area HDFC capable of forming flammable mixtures with air, but containing too much methane to explode

4 3 2

Oxygen: 12.2% (read on axis A-B)



Methane: 6.0% (read on axis A-C)



Nitrogen: 81.8% (remainder)

There are three main sectors of the diagram:

1 Z A 0



10

H 20

30

40

50

60

70

80

Methane % Area ABEDH not capable of forming flammable mixture with air

IMO No. 9636711 / 1st Draft (2013.09.30)

2–5

90

C 100

1)

The Flammable Zone; Area EDF: Any mixture represented by a point within this area is flammable.

2)

Area HDFC: Any mixture represented by a point within this area is capable of forming a flammable mixture when mixed with air; however the methane content is too high to ignite.

3)

Area ABEDH: Any mixture represented by a point that lies within this area is not capable of forming a flammable mixture when mixed with air.

Part 2 Properties of Gases

Cargo Operating Manual

CORCOVADO LNG How to Use Diagram 2.1.2a

Avoiding Flammable Mixtures in Cargo Tanks and Piping

It should be assumed that point Y on the oxygen-nitrogen axis is joined by a straight line to point Z on the methane-nitrogen axis. If an oxygennitrogen mixture of composition Y is mixed with a methane-nitrogen mixture of composition Z, the composition of the resulting mixture will, at all times, be represented by point X, which will move from Y to Z as increasing quantities of mixture Z are added.

The following summarizes the procedures for avoiding flammable mixtures in cargo tanks and piping:

NOTE In this example, point X, representing changing composition, passes through the flammable zone EDF, that is, when the methane content of the mixture is between 5.5% at point M, and 9.0% at point N. When relating this to the process of inerting a cargo tank prior to gassing up and cool down, it should be assumed that at point B, the tank is initially full of air. At point G, the oxygen content is reduced to 13% by the addition of nitrogen. With the addition of methane, the composition of the mixture will change along line GDC (which it should be noted, does not pass through the flammable zone), but is tangential to it at point D. Before the addition of methane, if the oxygen content is decreased further to any point between 0% and 13% (i.e. between points A and G), with the addition of methane the change in composition will not pass through the flammable zone. In theory, when inerting, it is therefore only necessary to add nitrogen to air until the oxygen content is reduced to 13%. However, for added safety, the oxygen content is reduced to 2% during inerting because a complete and thorough mixing of air and nitrogen may not always take place in practice. A procedure similar to this is followed when inerting a full tank of methane gas with nitrogen, prior to aeration. At point C, assume that nitrogen is added to the tank containing methane, until at point H, the methane content is reduced to approximately 14%. The composition mixture will change along line HDB as air is added, and again, this is tangential at D to the flammable zone, but does not pass through it. When inerting a tank containing methane (for the same reasons as when inerting a tank containing air), the tank should be brought well below the theoretical level of 14% methane content. This is because a complete and thorough mixing of methane and nitrogen may not always take place in practice.

IMO No. 9636711 / 1st Draft (2013.09.30)

NOTE Portable analyzers used for measuring methane content by oxidizing a sample over a heated platinum wire and then measuring the increased temperature from this combustion will not work with methane-nitrogen mixtures that do not contain oxygen. Check to ensure that the portable instruments supplied are of the infrared type which have been specially developed to work with methane-nitrogen mixtures that do not contain oxygen. 1)

Prior to admitting methane at ambient temperature, all tanks and piping containing air are to be inerted with inert gas or nitrogen. Continue until all sampling points indicate that the dew point is less than -40°C, and the oxygen content is 2.0% by volume or less.

2)

Before admitting any air, all tanks and piping containing methane are to be inerted with inert gas or nitrogen. Continue until all sampling points indicate that the dew point is less than -40°C, and the methane content is 2.0% by volume.

2.1.3 Supplementary Characteristics of LNG 1. Reactivity Because at high concentrations, methane tends to dilute the quantity of oxygen in the air to less than that needed to sustain life, it is considered an asphysxiant. It is also a greenhouse gas and as such is considered a pollutant in the upper atmosphere. (See Rules and Regulations e) on page 1-8.) However because of its inactivity, insolubility and volatility it is not considered a pollutant in water. 2. Cryogenic Temperatures

In a worse case scenario, if LNG liquid were to spill freely on the vessel’s deck, the restricted possibilities for the plating to contract, and the high thermal stresses generated would likely result in brittle fracture of the steel. Illustrations 1.3.3a and 2.1.3a show a typical ship section and the various parts of the structure with their minimum acceptable temperatures of steel grades selected. 3. Behaviour of LNG in the Cargo Tanks The basic properties of LNG, for example its density, heating value and boiling point, tend to increase during a laden voyage. LNG is comprised of a mixture of several constituents. Each of these has different physical properties, and in particular, different vaporisation rates. The more volatile portions of the cargo vaporises at a faster rate than the less volatile portions. The boiling of the cargo produces vapour that contains higher concentrations of the more volatile portions than those of the LNG. Within the cargo tanks, the containment system maintains the pressure of the LNG vapour relatively constant at just slightly above atmospheric pressure. Any external heat which passes through the tank insulation produces convection currents within the cargo, and the heated LNG rises to the surface and vaporises, or boils. This is commonly referred to as boil-off. The vaporisation of the LNG is a result of heat leaking into the cargo tanks from the outer environment through the cargo tank insulation. The LNG will remain at its boiling temperature as long as the vapour produced is continuously removed by maintaining the pressure substantially constant. The LNG temperature will decrease if the vapour pressure drops as a result of removing more vapour than is generated. Therefore to reduce the pressure to a level corresponding to the equilibrium with its temperature, LNG vaporisation is accelerated. The result is increased heat transfer from the LNG to the vapour.

Both LNG itself, and any materials that are chilled to temperatures of approximately-160°C, are potentially dangerous, and any physical contact with them may cause severe damage to living tissue. With the exception of specially formulated alloys, designed specifically to withstand cryogenic temperatures, the majority of metals will lose their ductility at cryogenic temperatures. This means that LNG liquid can very likely cause the brittle fracture of most metals and other many materials. 2–6

Part 2 Properties of Gases

Cargo Operating Manual

CORCOVADO LNG Illustration 2.1.3a Temperature and Steel Grades

USCG Conditions External Air Temperatuer Wind Sea Water Tempreature

IGC Conditions

-18 ℃ 5 knots 0℃

External Air Temperatuer Wind Sea Water Tempreature

LNG On Secondary Barrier

Grade E

-22.9

-19.2

Steel Grade Selection

Grade A

-19.3

LNG On Secondary Barrier

Grade E

Grade E

-5.3

-0.7

Grade A

Steel Grade Selection

Grade A

Grade A

-27.8

5℃ 0 0℃

-1.2

Grade A

Grade E

Grade A

-10.8

Grade E -19.5

Grade E

-22.9

Insulation Thickness Secondary = 0.3000 m Primary = 0.2300 m

-27.7

Grade E -0.8

Insulation Thickness Secondary = 0.3000 m Primary = 0.2300 m

-4.8 -10.3

Grade E

Grade E

Grade E

Grade E

Grade E

-22.8

-4.5

-19.6

LNG Cargo Temperature -163.0 ℃

-26.3

Cofferdam BHD Grade A

Air Inside Cofferdam 5.0 ℃

-15.9 -15.5

Grade E

Grade D (3)

Grade A

-8.5

-0.6

-1.0

Grade E

Grade D (3)

-8.2

Grade A

Grade D (3)

Grade D (3)

-4.1

Grade B (2)

-5.4

Cofferdam BHD Grade A

Air Inside Cofferdam 5.0 ℃

Grade D (3)

Grade D (3)

-11.6

LNG Cargo Temperature -163.0 ℃

-0.8

Grade B (2)

-5.4

-0.4

-7.4

-7.4

Grade B (2) -1.8 -0.2

Grade A (1)

-3.7

Grade A

Grade B (2) Grade A (1)

Grade B (2) -1.8 -0.2

Grade A (1)

-3.7

Grade D

Grade A

Grade B (2) Grade A (1)

Grade D

Grade A

Grade A

-0.3

-0.3

℃

Air Temperature Inside Compartment

℃

Air Temperature Inside Compartment

℃

Inner Hull Steel Plating Temperature

℃

Inner Hull Steel Plating Temperature

℃

Outer Hull Steel Plating Temperature

℃

Outer Hull Steel Plating Temperature

Double Hull & Compartment Temperatures & Steel Grade Selection NOTE Longitudinals attached to inner hull : Same grade as per attached plate. Longitudinals attached to outer hull : Grade A. Members connected to both inner and outer hull are suitable with the mean linear temperature of inner and outer hulls. (1) Grade A for thickness up to 15mm, for higher thickness (up to 25mm) use of grade B necessary. (2) Grade B for thickness up to 20mm, for higher thickness (up to 25mm) use of grade D necessary. (3) Grade D for thickness up to 20mm, for higher thickness (up to 50mm) use of grade E necessary.

IMO No. 9636711 / 1st Draft (2013.09.30)

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4. LNG Spills on Water

6. Vapour Clouds

When LNG comes into contact with water, its boiling rate is extremely rapid as a result of the considerable temperature difference between the water and LNG. It will continue to spread over an area indefinitely large, resulting in its rate of evaporation magnifying until it has completely vaporized, and no comprehensible ice layer will form on the water. The cloud of flammable LNG and air mixture may extend downward (towards sea level) for large distances. This is because the lack of topographical features at sea level reduces the effect of turbulent mixing. Only when the methane is warmer than -100°C, will it lighter than air.

A vapour cloud of LNG may form if there is no immediate ignition of an LNG spill. This cloud is generally long, thin, and somewhat “cigar shaped”. Under certain conditions, it may travel a considerable distance before its concentration falls below the lower flammable limit. As this cloud may ignite and then burn with the flame moving back towards the source, this concentration is very important. Initially, as the cold vapour is denser than air, it tends to hug the surface. Weather conditions will likely determine the cloud dilution rate, and any thermal inversion will greatly lengthen the distance the cloud travels before it becomes nonflammable.

When LNG strikes water, the possibility for flameless explosions exists (under special circumstances) if the methane content is below 40%. This can result from a phenomenon where the LNG can become locally superheated to a maximum limit, and whereby a rapid boiling then occurs. However, as commercial methane is far richer in methane content than 40%, it would require a lengthy storage time before its methane would age to below that concentration.

The major and most immediate danger of an LNG vapour cloud occurs if it is ignited. Just the heat from such a fire is extremely dangerous, and would probably be fatal to anyone within the cloud itself. Although it may not be a major threat to anyone beyond the cloud itself, the potential for thermal radiation burns would still exist.

5. LNG Liquid Agitated by Water In the event that LNG liquid has been found accumulated in a drip tray or the like (as the result of some leakage), the LNG should be allowed to boil-off naturally or the drip tray slowly warmed by spraying water at its base or sides. Do not direct the water jet directly into the tray. WARNING Never direct a water jet at any LNG liquid that has collected in a drip tray or the like, as this will result in a severe eruption from the rapid expansion and boiling of the LNG liquid, and a blasting outward of potentially damaging or dangerous ice-particles.

IMO No. 9636711 / 1st Draft (2013.09.30)

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CORCOVADO LNG 2.1.4 Avoidance of Cold Shock to Metal



Fire hoses are always laid out at each liquid dome to deal with any small leakages that may develop at valves and flanges.

At low or cryogenic temperatures, structural steels are subject to brittle fractures. With brittle steel, very little energy is required for a fracture to extend once it has been initiated. As such, these fractures are therefore potentially catastrophic. Conversely, the energy needed to extend a fracture in a tougher material is inadequate to continue to propagate the fracture when it runs into an appropriately stronger material.



During any type of cargo transfer and particularly while loading and discharging, constant patrolling is conducted on deck to ensure that no leakages have developed.



In the event of a spillage or leakage, water spray is to be directed at the spillage to disperse and evaporate the liquid and to protect the steelwork. The leak must be stopped and cargo operations suspended if necessary.

Structural steels of plain carbon generally have a brittle to ductile behavior transition occurring in the range of -50°C to +30°C. As the carriage temperature of LNG is -162°C, the use of plain carbon steels as LNG materials is effectively not possible. As is shown in the illustration 2.1.4a Structural Steel Ductile to Brittle Transition Curve (which is a typical transition curve for plain carbon steels), the effect can be analyzed by measuring the energy absorbed in breaking a notched bar and monitoring it against a transition curve. Materials which therefore do not have such high transition from ductile to brittle fracture as the temperature is lowered, have for this reason found useful applications in cryogenic systems in general and particularly in LNG carriers. Some examples of these materials are: Invar (which is comprised of a 36% nickel-iron alloy), austenitic stainless steel, 9% nickel steel and some aluminum alloys such as 5083 alloy.

WARNING In the event of a major leakage or spillage, cargo operations must be stopped immediately, the general alarm sounded and the emergency deck water spray system put into operation.

Illustration 2.1.4a Structural Steel Ductile to Brittle Transition Curve

Fracture transition range (mixed fracture appearance)

Brittle fracture

Ductile fracture

Notched bar test Energy absorbed

With regards to the materials used in construction of the cargo tanks and containment system, the chance of an unstable brittle fracture propagating, even if the materials used were overloaded, is negligible as all of these materials behave in a ductile manner at -162°C.

For a typical mild steel: T1 might be -30°C T2 might be +15°C Although this depends on composition, heat treatment etc. the curve can shift to left or right.

Careful measures must however be taken to ensure that LNG and liquid nitrogen do not come into contact with the steel structure of the vessel itself, in order to avoid brittle fracture occurring. For this reason, the following special equipment is provided and procedures followed to effectively deal with any leakages that may occur: 

The manifold areas are equipped with stainless steel drip trays which collect any LNG spillage and drain it overboard.



Permanent drip trays are also fitted underneath any areas that are most likely to cause problems in the event leakages.



The vessel (by way of the manifolds), is provided with a water curtain that is supplied by the deck fire main.



The fire main is always pressurized and the manifold water curtain in operation when undertaking any cargo operations.

IMO No. 9636711 / 1st Draft (2013.09.30)

T1

T2 Temperature

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CORCOVADO LNG 2.2 Properties of Nitrogen and Inert Gas

WARNING Due to the absence of oxygen, nitrogen is an asphyxiant and will not maintain life.

1. Nitrogen Nitrogen on the vessel is produced either by the nitrogen generators on board that separate air into nitrogen and oxygen based on a hollow fibre membrane principle, or by the vaporisation of liquid nitrogen supplied from shore. The nitrogen is used on board for:

2. Inert Gas The inert gas on board the vessel is produced using an inert gas generator. The inert gas generator burns low sulphur content gas oil, and produces inert gas at 16,000 Nm3/h, with a -45°C dew point. The plant is also able to produce dry air at 16,000 Nm3/h, with a -45°C dew point.



Purging of cargo pipe lines



Purging the heaters



Purging the boiler gas lines



Pressurisation of the insulation spaces



Sealing of the gas compressors

In order to prevent any dangerous air/CH4 mixture prior to aeration, and after warm up, inert gas is used to reduce the oxygen content in the cargo containment system, tanks, piping and compressors. It is also used before refit or repairs, and prior to the gassing up operation after refit and before cooling down.



Fire extinguishing in the vent masts

Inert gas weighs; 1.35 kg/m3 at 20°C (inert gas is slightly denser than air).

Nitrogen is both an odorless and colorless gas at room temperature, and under standard conditions its density is near that of air; 1.25 kg/m3. As nitrogen represents 79% by volume of the Earth’s atmosphere, it is the most common gas found in nature.

WARNING Due to the absence of oxygen, inert gas is an asphyxiant and will not maintain life.

When nitrogen is cooled to a temperature of -196°C under atmospheric pressure, it changes to a liquid state, with a density of 810 kg/m3, and a vaporisation heat of 199 kJ/kg.

Inert Gas Composition

Chemical and Physical Properties of Nitrogen Molecular weight Boiling point at 1 bar absolute (0.1MPaA)

Vapour SG at 15°C and 1 bar absolute (0.1MPaA)

0.97

Dew point of 100% pure N2

Carbon dioxide

< 14% in vol.

Carbon monoxide

< 100 ppm by vol.

Sulphur oxides (SOx)

< 1 ppm by vol.

Nitrogen oxides (NOx):

< 75 ppm by vol.

Nitrogen

balance

Dew point

< -45°C

Soot (on Bacharach scale)

0 (complete absence)

–196°C 808.6

Flammable limits

< 1% in vol.

28.016

Liquid Density at boiling point

Gas volume/liquid volume ratio at –196°C

Oxygen

649 Nonflammable < –80°C

Nitrogen is considered an inert gas; being non-flammable and without chemical affinity. At high temperatures, it can be combined with other gases and metals.

2.3.1 Rollover of Cargo A phenomenon known as “rollover” can cause a loss of containment and lead to the formation of LNG liquid pools. Caused by stratification within a storage tank, LNG “rollover” refers to a rapid release of LNG vapours from a tank. When two separate layers of different densities (as a result of different LNG compositions) exist in a tank, the possibility of rollover arises. Fig.1 Stratification within an LNG Cargo Tank

Boil off

Heat

Lighter layer gets denser

Heat

Heat

Denser layer gets lighter

Heat

Heat

Heat

The mechanism behind “rollover” is that basically, in the top layer, the liquid becomes warmer as a result of heat leaking into the tank and rises up to the surface, where it then evaporates. As the lighter gases are preferentially evaporated, the liquid in the upper layer becomes denser. In the bottom layer, the warmed liquid rises towards the interface by free convection but does not evaporate due to the hydrostatic head exerted by the top layer. In this way, the lower layer becomes warmer and less dense. The two layers mix rapidly, as the densities of two layers approach each other. The lower layer (which has been superheated) gives off large amounts of vapour as it rises to the surface of the tank. This phenomenon is termed “rollover”.

Due to its extremely low temperature in liquid state, liquid nitrogen is potentially dangerous, and any physical contact with it may cause severe damage to living tissue. Additionally, any spillage of liquid nitrogen on the decks of the vessel can result in damage or even fractures to the decks having the same consequence as if LNG is spilled on the decks. IMO No. 9636711 / 1st Draft (2013.09.30)

2.3 Hazards, Safety and First Aid

A rapid release of large quantities of vapour, leading to potentially hazardous situations is the greatest risk arising from a rollover accident. In addition, the tank pressure relief system may not be able to handle the 2 – 10

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CORCOVADO LNG rapid boil off rates, which could result in tank failure, leading to the rapid release of large amounts of liquid LNG then forming into a liquid pool. Rollover can be effectively avoided by carefully monitoring the composition of all LNG streams added to the tanks, and by keeping the tank contents well-mixed using mechanical means such as pumps to circulate the liquid. It should also be noted that the phenomenon of rollover only happens rarely, and typically only if two different cargos have been loaded together in the same tank. Stratification can also be prevented by measuring the density of the cargo while unloading an LNG vessel and, if necessary, adjusting the unloading procedures accordingly. Additionally, the LNG storage tanks have rollover protection systems which include pump-around mixing systems and distributed temperature sensors.

of the original incident.

with cryogenic materials resulting in serious injury and even death.

2.3.3 Protective Clothing and Equipment

Direct contact with metal at cryogenic temperatures, or exposure to LNG can damage skin tissue much more rapidly than exposure to LNG vapour. It may also be possible for personnel to physically quickly move away from cold LNG vapour before they are injured by it.

Cryogenic liquids flow very freely and can penetrate woven or other porous clothing much faster than water. The wearing of appropriate protective clothing can greatly reduce the risk of cryogenic burns through accidental exposure to LNG liquid.

Protection can range from loose fitting fire resistant gloves (usually made from leather or PVC) and full face shields, to special extra protection multi-layer clothing, depending upon the risk of exposure. All personnel must therefore wear gloves, face masks and other protective clothing as a protection from freezing liquids when entering and working in potentially hazardous areas.

2.3.2 Potential Hazards of LNG to Human Beings The following types of protective clothing are recommended: The general scale of the potential hazards of a large LNG spill over water, were provided by using existing experimental data that was evaluated and analyzed to assess several potential spill hazards including: asphyxiation, cryogenic burns and cryogenic damage to the ship from very cold LNG, dispersion, fires, and explosions. When LNG is spilled from a tank onto water, it forms a pool of liquid on the water. A fog like vapour cloud then forms close to the water as the liquid warms and changes into natural gas vapour. Ambient air mixes with the cloud as it continues to warm up, and eventually the natural gas vapour disperses into the atmosphere. This cloud could however drift into populated areas before completely dispersing under certain atmospheric conditions. Any persons who come into contact with an LNG vapour cloud could potentially be asphyxiated, as an LNG vapour cloud displaces the oxygen in the air. Additionally, depending on the conditions, LNG vapours can be flammable. If the LNG vapour cloud ignites, the resulting fire will, depending on available oxygen, burn back through the vapour cloud toward the initial spill. It will continue to burn above the LNG that has pooled on the surface resulting in what is known as a pool fire. Experimental data for small scale LNG fires have shown that LNG fires burn hotter than oil fires of the same size. Both the high temperatures of an LNG fire and the cold temperatures of the spilled LNG, have the potential to seriously damage the tanker and result in a cascading failure of the vessel. A cascading failure could also greatly escalate the severity IMO No. 9636711 / 1st Draft (2013.09.30)



Eye/Face Protection: Safety goggles or glasses as appropriate for the job A full face shield when handling any cryogenic material



In the event of contact with LNG liquid or cryogenic materials, first flush the affected area with lukewarm water. Do not use a forceful flow of water as this could cause tissue damage. Do not apply direct heat. Move the injured to a warm location (approximately 22 °C; 70 °F) and treat for shock. Seek immediate medical attention. While waiting for medical attention: 

Continue to flush the affected area of the skin with lukewarm water



Loosen the injured clothing and remove any tight jewellery



Keep the patient warm and at rest



Do not allow the injured to smoke and do not offer hot beverages.

Skin Protection: Protective gloves of any material appropriate for the job. Loose fitting insulated gloves are recommended for cryogenic materials. They must be loose so that they can be thrown off quickly if liquid spills into them (non-porous, full body cryogenic suit).



2.3.5 Treatment of Cryogenic Burns

Other Specifics: 

Do not wash the eyes with hot or lukewarm water. Never introduce oil or ointment into the eyes without first receiving medical advice. Open eyelids wide to allow any liquid that has entered to evaporate. If the injured cannot tolerate light, protect the eyes with a light bandage or handkerchief. Treat for shock. Seek immediate medical attention.

Respiratory Protection: Positive pressure air line with full-face mask and escape bottle or self-contained breathing apparatus should be available for emergency use.



Other/General Protection: Safety boots high enough to be covered by a cryogenic suit with out-cuffs.

2.3.4 Cryogenic / Freeze Burns Cryogenic burns can occur from direct body contact with cryogenic liquids, metals, and cold gas. LNG itself or materials that have been chilled to its temperature of approximately -160 °C are extremely dangerous and will damage living tissue they come in contact with. Cryogenic burns will injure personnel and others who come in contact

2 – 11

Eye



Skin Remove any contaminated clothing and flush the affected area with cold water and soap. Do not use hot water. A physician should see the patient promptly if the cryogenic "burn" has resulted in blistering of the skin or deep tissue freezing or if frostbite has occurred. The "burn" should be treated in a similar manner as a thermal burn. Treat for shock. Seek immediate medical attention.

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CORCOVADO LNG 

Ingestion Do not give fluids, water or food. Do not induce vomiting. Keep injured comfortable in a warm location (approximately 22°C; 70°F). Treat for shock. Seek immediate medical attention.

To perform CPR, proceed as follows: 1)

2.3.6 LNG Asphyxiation Although LNG is not in and of itself poisonous, exposure at the centre of an LNG vapour cloud could result in asphyxiation as a result of the absence of oxygen. If the vaporizing LNG does not ignite, the possibility exists that the LNG vapour concentrations in the air may be high enough to present an asphyxiation hazard to the vessel’s crew, emergency response personnel, pilot boat crews, or any others that may be exposed to the LNG vapour cloud.

Cardiac compressions:  Place the heel of one hand on the lower half of the person’s breastbone.  Place the other hand on top of the first hand and interlock your fingers.  Press down firmly and smoothly (compressing to 1/3 of chest depth) 30 times.  Administer 2 breaths as described below in mouth-tomouth, step 2).  The ratio of 30 chest compressions followed by 2 breaths is the same, whether CPR is being performed alone or with the assistance of a second person.  Aim for a compression rate of 100 per minute.

2.3.7 Cardiopulmonary Resuscitation Cardiopulmonary resuscitation (CPR) is an emergency procedure, performed in an effort to manually preserve intact brain function until further measures are taken to restore spontaneous blood circulation and breathing in a person in cardiac arrest. It is indicated in those who are unresponsive with no breathing or abnormal breathing, for example, agonal respirations. CPR involves chest compressions at least 5 cm (2 in) deep and at a rate of at least 100 per minute in an effort to create artificial circulation by manually pumping blood through the heart. In addition, the rescuer may provide breaths by either exhaling into the subject's mouth or nose or utilizing a device that pushes air into the subject's lungs. This process of externally providing ventilation is termed artificial respiration. CPR alone is unlikely to restart the heart; its main purpose is to restore partial flow of oxygenated blood to the brain and heart. The objective is to delay tissue death and to extend the brief window of opportunity for a successful resuscitation without permanent brain damage. CPR may succeed in inducing a heart rhythm which may be shockable. CPR is generally continued until the patient has a return of spontaneous circulation (ROSC) or is declared dead.

IMO No. 9636711 / 1st Draft (2013.09.30)

Effective chest compressions will be tiring. It is important to get help from others if possible, to allow changeover for rest and to keep the compressions effective. 2)

3)

Attach automated external defibrillator (AED) An AED is a small, portable electronic device that is used to deliver an electric shock in an attempt to disrupt or stop abnormal electrical activity in the heart. Abnormal electrical activity correlates with an abnormal heart rhythm, and a continual abnormal rhythm is not sufficient to pump blood and deliver oxygen through the body. An AED shock cannot restart a dead heart; the heart must have a rhythm (even though the rhythm is abnormal). The AED will automatically diagnose any cardiac arrhythmia when attached by leads to an unconscious person. When you see one of these lethal rhythms, you can then treat the person with the AED electrical therapy or a shock (defibrillation) that may interrupt the arrhythmia and allow the heart to re-establish a normal and effective rhythm Using an Automated External Defibrillator

Mouth-to-Mouth. If the person is not breathing normally, make sure they are lying on their back on a firm surface and:  Open the airway by tilting the head back and lifting their chin.  Close their nostrils with your finger and thumb.  Put your mouth over the person’s mouth and blow into their mouth.  Give 2 full breaths to the person (this is called ‘rescue breathing’). Make sure there is no air leak and the chest is rising and falling. If their chest does not rise and fall, check that you’re pinching their nostrils tightly and sealing your mouth to theirs. If still no luck, check their airway again for any obstruction.  Continue CPR, repeating the cycle of 30 compressions then 2 breaths until professional help arrives. This can be tiring – ask if anyone else knows CPR and can help you.

Before using an AED, check for puddles or water near the person who is unconscious. Move him or her to a dry area, and stay away from wetness when delivering shocks (water conducts electricity).

Establishing compressions is the clear priority. If a rescuer cannot coordinate the breathing or finds it too time-consuming or too unpleasant, effective chest compressions alone will still be of benefit. It is important not to avoid all resuscitation effort because of the mouth-to-mouth component.

The image shows a typical setup using an automated external defibrillator (AED). The AED has step-by-step instructions and voice prompts that enable an untrained bystander to correctly use the machine.

2 – 12

Turn on the AED's power. The device will give you step-by-step instructions. You'll hear voice prompts and see prompts on a screen. Expose the person's chest. If the person's chest is wet, dry it. AEDs have sticky pads with sensors called electrodes. Apply the pads to the person's chest as pictured on the AED's instructions. Place one pad on the right center of the person's chest above the nipple. Place the other pad slightly below the other nipple and to the left of the ribcage.

Part 2 Properties of Gases

Cargo Operating Manual

CORCOVADO LNG

Check that the wires from the electrodes are connected to the AED. Make sure no one is touching the person, and then press the AED's "analyse" button. Stay clear while the machine checks the person's heart rhythm. If a shock is needed, the AED will let you know when to deliver it. Stand clear of the person and make sure others are clear before you push the AED's "shock" button. Start or resume CPR until emergency medical help arrives or until the person begins to move. Stay with the person until medical help arrives, and report all of the information you know about what has happened. 

Make sure the sticky pads have good connection with the skin. If the connection isn't good, the machine may repeat the phrase "check electrodes." If the person has a lot of chest hair, you may have to trim it. (AEDs usually come with a kit that includes scissors and/or a razor.) If the person is wearing a medication patch that's in the way, remove it and clean the medicine from the skin before applying the sticky pads. Remove metal necklaces and underwire bras. The metal may conduct electricity and cause burns. You can cut the centre of the bra and pull it away from the skin. Check the person for implanted medical devices, such as a pacemakerorimplantable cardioverter defibrillator. (The outline of these devices is visible under the skin on the chest or abdomen, and the person may be wearing a medical alert bracelet.) Also check for body piercings. Move the defibrillator pads at least 1 inch away from implanted devices or piercings so the electric current can flow freely between the pads.

IMO No. 9636711 / 1st Draft (2013.09.30)



Only use an adult AED on any person over the age of eight years, who is unresponsive and not breathing normally. For children under the age of eight, ideally, a paediatric AED and pads should be used. Devices differ and instructions should be followed in each instance. CPR must be continued until the AED is turned on and the pads are attached.

2)

If there are no head or chest injuries and there is no difficulty in breathing, elevate the lower body (the legs from the buttocks to the feet) 25~30 cm (8"~12"). If the victim complains of pain because of this movement, discontinue and return them to a comfortable position.

3)

Loosen any tight clothing, particularly about the neck.

4)

Keep the victim warm (to prevent loss of body heat) but avoid bring on a sweat.

5)

Speak soothingly and reassuringly to the victim. Give them a feeling of confidence in you and in their own recovery. Speak calmly and matter-of-factly about what you are doing as you begin to do it. This will help to orient them. Do not disturb the victim with unnecessary questioning, movement, noise, or commotion. Do not discuss other patients or any negative situations near the patient if possible. For all medical emergencies shore assistance or advice should be requested.

6)

Gently stroke the head of the victim (if there are no head injures) or lightly and rhythmically massage else-where to sooth to them. Hold the hands or feet in a warm and reassuring way, as this can help a person to hold on or to bring them back.

7)

Do not give water if the victim is unconscious or nauseated. Also, do not give water if medical care will arrive within 30 minutes. If medical care will be delayed longer than this, then give only small sips and not enough to cause nausea.

8)

Do not give any alcohol.

9)

If it is necessary to transport victim, try to transport them in a prone position and in a stretcher if possible

2.3.8 Treatment for Shock In any serious injury, it is important to treat the victim promptly for shock (along with any other treatment required). The more serious the injury is the greater the danger from shock. Treat for shock even though the victim exhibits few or no signs of shock. An accident victim may suddenly collapse after at first seeming to appear normal and alert. The treatment is quite simple and cannot do any harm if not needed. Symptoms Pale, cold, and clammy skin; shallow and irregular breathing; weak and rapid pulse; dilated pupils; possibly beads of perspiration; a feeling of weakness and thirst; (or none of these). Treatment 1)

Have the victim lie down flat. (This places less demand on the body than sitting or standing.) In case of vomiting, turn the head to one side so the vomit will go outside of the victim's mouth.

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Illustration 2.3.7a CAB of Resuscitation C’ Compressions

‘A’ Airway

- Place both hands firmly in the center of the chest (sternum) and begin immediate chest compressions. - Give 30 compressions at a rate of at least 100 compressions per minute, and at a depth of at least 2 inches (5 cm). - Allow complete recoil of the chest between compressions.

‘‘B’ for Breath

- After 30 compressions, open the airway by lifting the chin with two fingers and pressing on the forehead to tilt the head back. - Ensure the airway is open and clear from any obstructions such as food residues or loose dentures. Remove any obstruction from the mouth.

- With your thumb and forefinger, pinch the nostrils shut. - Place your mouth over the casualty’s mouth or nose and give 2 breaths. - Each breath should take 1 second. Limit interruptions to 10 seconds. - Continue with 30 compressions and 2 breaths until help arrives.

Mouth to Mouth

Chest Compressions Mouth to Nose

Airway Blocked

IMO No. 9636711 / 1st Draft (2013.09.30)

Airway Open

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IMO No. 9636711 / 1st Draft (2013.09.30)

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Part 3: Integrated Automation System (IAS) 3.1 General Principles of the IAS ..................................................... 3 - 3 3.1.1 General ............................................................................ 3 - 3 3.1.2 IAS System Lay-Out ....................................................... 3 - 3 3.1.3 Alarm Control and Monitoring System ........................... 3 - 5 3.2 Extension Alarm System............................................................. 3 - 9 Illustrations 3.1.1a IAS Overview ........................................................................ 3 - 1 3.1.3a Navigation Panel Lay-out ...................................................... 3 - 7 3.2a Extension Alarm System (1/2) .................................................. 3 - 9 3.2b Extension Alarm System (2/2) .................................................. 3 - 9 3.2c Transfer to Bridge Watch Mode .............................................. 3 - 10 3.2d Personnel Alarm System ......................................................... 3 - 11

Part 3 Integrated Automation System (IAS) IMO No. 9636711 / 1st Draft (2013.09.30)

Part 3 Integrated Automation System (IAS)

Cargo Operating Manual

CORCOVADO LNG Illustration 3.1.1a IAS Overview

To S To MS Sat elit e

Gas Comp. SystemCompressor No. 1

PS VDU : Porttable Station VDU NDU : Network Distribution Unit HS : History / Trending Station FS : Field Station UPS : Uninteruptable Power Supply R1 : Reduntant Processors PDU : Power Distribution Unit

HD Heater

HD 1

LV

LD 1

Printer 2, Colour Laser

Com

SVC OS 51 (Built in)

2 x Profibus Compressor No. 2

Printer 1, Alarm

HD 2

FV

27”  Disp lay

2 x Profibus

2x

Extended Alarm Panel System Touch Screen x 21 E AP

Lan

to S

VC

OS

27”  Disp lay

oo m

RB u

P DU

s

C FS

2- 2

2LV CSBD

Net C

No .2

Printer 3, Alarm

No .1 Patrol Alarm System 2 x Start / Stop

RIO Units

FS 3 5 E SD S

BD Roo m

00C - R1F S40 0CFS 3 R 1FS 4 400 C- R FS 3 1FS 3 400 FS 3 C- R 1 ND 2 UA FS 3 1 F 1 S40 P DU 0C-R 1-1 1 FS 3 9 CTS

RIO Units 1LHV CSBD

2x

RIO Units 1LV CSBD

No .1

27”  Disp lay

MS BD Ro om RIO Units 1 HV MSBD

CS BD Roo m

Cabinet No.1 for VRC Ballast

2x

RB u

s

ECR

A2 FS 4 00C P DU - R1F 1- 2 S 40 0CFS 4 R 1FS 1 400 C- R FS 4 1FS4 2 00C FS 4 -R 1F 3 S 40 0CFS 4 R1FS 4 400 C- R FS 4 1FS 5 400 FS 4 C- R 1 ND 6 UB FS 4 2 7 P DU 2- 1

RIO Cabinet No.2 for VRC Ballast

VRC S

ECR Mo d M o bu s t dbu o T s to CP W E TC P W CS 1 Mo E d CS M o b us T 2 dbu CP to sT W CP to ECS 3 WE CS 4

RB u

RIO

SVC OS 41 (Built in)

27”  Disp lay

24” Disp lay

1FS4

2HV CSBD

CS

yst

SVC OS 54 (Built in)

EE R

RIO Units

1 LV MSBD

NDU

400 C- R

RIO Units

Printer 4, Colour Laser

IMO No. 9636711 / 1st Draft (2013.09.30)

B1/

1 No.

SVC OS 53 (Built in) 24”  Disp lay

2x

Net B

CCR 23.1 ” Disp  lay

NDU

Battery Room

SVC OS 52 (Built in) 27” Disp lay

Pro 2 x P r fib us ofibu 2x s RB us

41

2 No.

27”  Disp lay

FS 4 00 I S F S 40 FS 3 0 IS 3- 1 FS 3 1- 1

23.1 DIS ” PLA Y

SVC OS 51 (Built in)

LD 2

E.D ist. R

Wh eel Ho use

s

2x

RB u

History Station HS3000 (CCC)

UPS No.1 (15 kVA) (EER)

Air C

o nt rol Pan el

s

UPS No.2 (15 kVA) (EER)

RIO Cabinet for VRC Cargo

em

27”  Disp lay 27” Disp lay

No .2

MS BD Roo m

SVC OS 42 (Built in)

Net A SVC OS 32 (PS VDU) SVC OS 33 (PS VDU)

RIO Units 2 LV MSBD RIO Units

2x

RB u

2 HV MSBD

s

Connection Box for PS VDU x 5

3-1

Part 3 Integrated Automation System (IAS)

Cargo Operating Manual

CORCOVADO LNG Part 3: Integrated Automation System (IAS)

IAS

Integrated Automation System

IGC code

International Code for the Construction and Equipment of Ships carrying Liquefied Gases in Bulk.

Definitions/Abbreviations ASC

Anti Surge Control

IGV

Inlet Guide Vane

ASV

Anti Surge Valve

KM

Kongsberg Maritime

AVR

Automatic Voltage Regulation

LC

Load Calculator

BOG

Boil Off Gas

LD

Low Duty

CBPC

Compressor Boiler Gas Header Pressure Control

LNG

Liquefied Natural Gas

CCR

Cargo Control Room

LO

Lubrication oil

CTS

Custody Transfer System

LR

Lloyds Register

DFE

Dual Fuel Engine

LT

Low temperature

DG

Diesel generator

LV

Low Voltage (440V / 220 V systems)

DGV

Diffuser Guide Vane

MCC

Motor Control Centre

DO

Diesel Oil

MCR

Maximum Continuous Rate

DP

Differential Pressure

MDO

Marine Diesel Oil

ER

Engine room

MG

Main Generator

ECR

Engine Control Room

MGE

Main Generator Engine

EGE

Exhaust Gas Economizer

MGO

Marine Gas Oil

ELA

Electric Load Analyses

NDU

Net Distribution Unit

EOP

Emergency Operator Panel

NCR

Normal Continuous Rate

EOT

Engine Order Telegraph

OS

Operator Station

ESD

Emergency Shutdown

PM

Propulsion Motor

ESDS

Emergency Shutdown System

PMS

Power Management System

F&G

Fire and Gas

PP

Pump

FDS

Functional Design Specification

PV

Process Variable

FO

Fuel oil

RCS

Remote Control System

FS

RCU

Remote Controller Unit

RIO

Remote Input Output Unit

FVPC

Field Station (Cabinet with controller and/or RIO modules) Forcing Vaporizer Pressure Control

RPB

Remote Push Button

FW

Fresh water

SG

Steering Gear

GMS

Gas Management System

SP

Set Point

GCU

Gas Combustion Unit

SVC

Simrad Vessel Control

GVU

Gas Valve Unit

SW

Sea water

HD

High Duty

TG

Turbine Generator

HFO

Heavy Fuel Oil

UVR

Under Voltage Release

HS

Hand Switch

UVT

Under Voltage Trip

HT

High Temperature

VCB

Vacuum Circuit Breaker

HV

High voltage

VDU

Video Display Unit

I/O

Input / output

VFD

Variable Frequency Driver

IMO No. 9636711 / 1st Draft (2013.09.30)

3-2

Part 3 Integrated Automation System (IAS)

Cargo Operating Manual

CORCOVADO LNG 3.1 General Principles of the IAS 3.1.1 General The Integrated Automation System (IAS) is a distributed monitoring and control system, which due to its flexibility and modular architecture, is extended to cover a wide range of applications on board this vessel. The IAS system is built from a full range of hardware and software modules to form an optimum solution to any requirement. Normal configuration of the IAS system includes machinery control and monitoring, propulsion/thruster control and monitoring as well as cargo and ballast control and monitoring integrated in the same equipment. All connected equipment can be controlled from any operator station throughout the vessel. All operator stations and field stations are self-contained units and independent of the other units, i.e. a failure in one station will not cause any other station to break down. All process logic including equipment safety and control functions are contained in the respective field station controller. Each operator station contains a hard disc with all system configurations and acts as backup for each other during system start-up. System configuration/update can be done on-line without the need of any additional equipment.



Gas handling (compressors – heaters – vaporisers)



Engine room alarm and monitoring



Cargo system alarm and monitoring



Alarm / event recording

Field Stations Eleven Field Stations (FS) are installed in the system. All logic with respect to safety, control and monitoring is located in the field stations. S/



Alarm extension / patrol man system



Power management system



Ballast control system

FS

Type Location

RedunRCU

Line

PS

Remark dancy Dual Profibus to Passage way

FS400CE/E 31

Rm

-

cabinet’s starboard side (FS31-1) R1 NON

Dual

CPU

Cab #1



Trend function



Rapport function

VRC Cargo - Connected to RIO modules located in LV CSBD1,

FS400C E/E

3.1.2 IAS System Lay-Out

32

Rm

2x

-R1

Dual

CPU

NON IS

CTS and FLG - Dual Profibus to Passage way

Seven Operator Stations (OS) are installed in the system. Additionally there are two laptop computers that can be connected to various points in the machinery space and accommodation area. The laptop computers are only intended for monitoring.

cabinets port side (FS33-1) + Connected to RIO Cabinet No.1/2

FS400C E/E 33

Rm

3x

-R1

Dual

CPU

The main tasks of the IAS system as delivered on this vessel are as follows: 

Cargo control system



Propulsion monitoring

IMO No. 9636711 / 1st Draft (2013.09.30)

For VRC Ballast

Cab #3 NON IS

- Serial line communication with

HS / OS

Location

Type

Screen

Printer

WH

Built-in

Single

-

ECR

Built-in

Dual

Remark

VDR, Master Clock, Gas Det. Cent. Panel

31

-

42

ECR

Built-in

Dual

Alarm Printer -

- Connected to RIO modules Installed in ECR console located in LV CSBD2, HV CSBD2 FS400C

Installed in ECR console

E/E 34

51

Redundant networks based on the Ethernet principle are installed as standard. The two nets are installed in different cable paths as far as possible. Each unit is interfaced to both nets and if a failure on one net is detected, the system will automatically use the healthy net.

CSBD1 - Serial line communication with

Operator Stations

41

The IAS supports trend facilities and alarm/event recording. Process events and alarms are stored on hard discs and can be recalled on request.

HV

Cab #2

WCI

A sophisticated login/password system protects the system against maloperation.

+ Connected to RIO Cabinet For

IS

-

CCR

Built-in

Dual

52

-

CCR

Built-in

Dual

53

-

CCR

Built-in

Single

54

-

CCR

Built-in

Single

97

HS

CCC

NA

NA-

3-3

Alarm Printer

- Serial line communication with

Rm

5x

-R1

Dual

CPU

Cab #4

N2 unit, No.2 N2 unit, IGG and Loading Computer

Installed in ECR console Alarm Printer

FS400C

CTS E/E CTS

-

Fire Det. Central Panel, IGG, No.1

NON IS

Installed in ECR console

35

Rm -R1

-

Dual Cab #5

CPU

- ESDS Cabinet

NON IS / IS

Part 3 Integrated Automation System (IAS)

Cargo Operating Manual

CORCOVADO LNG S/ FS

Type Location

Line

Redun-

S/

RCU PS

Remark

FS

dancy

41

4x

STBD

located in HV MSBD1 and LV

Passage

- Serial line communication with Dual

CPU

connected to PS48.

#1

43

1x

ECR IAS FS400C -R1 Cab #3 NON IS

-

Dual

CPU

2

Matrix

Remark

Alarm/Event

-

-

Hard copy

ECR

Colour

OS41 and

LaserJet

(Network) OS42

IS

Cab

3

OS51

CCR

OKI ML280

Matrix

Alarm/Event

Default for

HP 4

-

CCR.

Hard copy

OS51,

(Network)

OS52 and

Colour OS31

FS400

Remote

IS

Includes Stahl remote IS modules

For the Matrix line printer it is possible to print Alarm, Events or both Alarm and Events by changing the printer filter.

Cab

E/E

OMD System

Room PS

- Connected to RIO modules

NDU

located in HV MSBD2 and LV

A1

Compres

FS400C

sor1

-R1

NDU

For LD1/HD1/MV/HT1 No1. Dual

CPU

NON IS

Dual

(22) Extension Alarm Panels (EAP), for unmanned engine room applications are installed in the system.

Network A and Power distribution E/E cabinets

A1/PDU

Refer to 3.2.1 Alarm Extension System Overview. E/R Personnel Alarm System

A1

CPU UCP 3 and UCP 4. This is

NON IS

E/E connected to PS49. Room PS - Serial line communication with

NDU

GCU

B1/C

-

For LD2/HD2/FV/HT2 No2.

FS400C

Compres

-R1

sor2

NON IS

Dual

CPU

Network B/C and Power

ECR IAS Dual

CPU

Only two start panels are supplied from Kongsberg Marine (KM). A software start panel is also available on the VDUs. Reset panels are located around the machinery space area.

distribution E/E cabinets

FS400C -R1

OKI ML280

HP

- Serial line communication with

Cab #4

-

ECR.

Printer

Extension Alarm Panels

- Serial line communication with

ECR IAS

45

/Matrix

Default for

Way

IS

Ship Performance system

MSBD2 -R1

Printer

#2

FS400C 3x

OS41

Colour

LaserJet

-

44

1

Type Location

Passage

- Serial line communication with CPU

S / Line

dancy

PORT

33-3 Dual

Remote IS

Boiler.

1x

Printer

Includes Stahl remote IS modules

UCP 1 and UCP 2. This is

No.1 Aux Boiler and No.2 Aux

42

Remark

FS400

Way -

- Serial line communication with

ECR IAS FS400C -R1 Cab #2 NON IS

PS

- Connected to RIO modules

31-1

RedunRCU

Line

MSBD1. ECR IAS FS400C -R1 Cab #1 NON IS

Type Location

DMA Panel

Interfaced to FS

Location

Type Panel

Remark

1

44

ECR Console

Start / Stop

-

2

44

Start / Stop

-

NDU B1

-

Cab #5 NON IS

Printers FS400C ECR IAS 46

2x

-R1

Accommodation

- Serial line communication with Dual

CPU

Cab #6

FC1 and FC2 (Propulsion)

NON IS

Upper Deck

Four printers are installed in the system. Two of them are alarm printers and two of them are hard copy printers.

Operator Panel Relay Kit

FS400C ECR IAS 47

-

-R1

Dual

CPU

Cab #7 NON IS

IMO No. 9636711 / 1st Draft (2013.09.30)

Four printers are installed in the system. Two of them are alarm printers and two of them are hard copy printers. The alarm printers will be connected to an operator station through a standard parallel port and serial line while the hard copy printers will be connected to operator stations through the IAS administrative network (C-net).

3-4

All operator stations have the installed a relay kit used for activation of ‘alarm columns’. The relays are triggered in parallel with the panel alarm buzzers. Electrically the relays are interfaced to one of the field stations which again are interfaced to alarm columns.

Part 3 Integrated Automation System (IAS)

Cargo Operating Manual

CORCOVADO LNG 3.1.3 Alarm Control and Monitoring System

different user groups are part of the access and security system.

filters for alarming, configure time series, initiate backup of the PS files, and adjust the time.

1. Alarm & Monitoring The access rights and security levels for the various user groups can be changed by authorised personnel.

The Alarm and Monitoring system is an integrated function within the IAS system. All alarms from the different sub-systems, such as cargo systems, power management, engine room auxiliaries, etc. are pooled via the redundant network to form a uniform alarm system for the vessel.

Idle Timeout It is possible to configure every user group with Idle Timeout. This means that if there is no activity on the OS for the preset Idle Timeout time, the user will automatically switch to default user. (Operator)

Alarms are indicated on the video display units of the IAS operator stations. They will also activate the buzzer in the IAS keyboard. Alarms and events (e.g. pump start/stop, valve open/closed) are logged by the system and can be printed on an alarm/event printer. Such information is also stored in the history station and can be recalled on request. The alarm system supports three priority levels, which are marked with different colours.

By default, the following user groups are defined: User Group Guests

Members can only monitor the system.

Users

Members can monitor and operate the system.

Power Users

Members can monitor, operate and change parameters.

The alarm priority/colour coding is: Low priority alarms High priority alarms Critical priority alarms

Description

3. User group access permissions Members of a specific users group are granted access to a set of permissions. The following security permissions are defined for the different groups.

Gate ID

User Groups Permissions

Description Guests

Global

 With yellow colour  With red colour  With magenta colour

Administrators

Members have full access to the system.

System

For Kongsberg Maritime internal use only.

By default, the following users are created:

HS_Operation

Enable HS Operation.

Global

AlarmShelving_

Permission to shelve or

_OS

ProcessAlarms

unshelve process alarms

Alarm Shelving_

Permission to shelve or

ProcessAlarms

unshelve process alarms

Power

Admini-

Users

strators

X

X

X

X

Users

_HS

X

X

Users without this

Low Priority Alarms

High Priority Alarms

Critical Priority Alarms

permission cannot have

User

Member of user group

OSKCmdCtrl command control. In the

1

2

3

Colour

Yellow

Red

Magenta

Operator

Users

Fire alarms and system related alarms like network error, IO-device failure etc.

Captain

Power Users

CommandControll

“Normal” alarms for cargo and machinery systems.

Alarms that will lead to shutdown / slowdown of equipment (Shutdown and shutdown causes)

Chief

Power Users

OSKCmdCtrl_

Used for

Guests

When logging on to the IAS operator stations, a user name and password must be entered in order to access the system. Each user is a member of a user group, where access rights and user privileges are defined. The following table illustrates how users belong to user groups and the

X

the OS is regarded as dead. OSKCmdCtr_

X

ManuallyOverride

2. Log-In and Access System

IMO No. 9636711 / 1st Draft (2013.09.30)

X

sense of Command Control

Number

Guest

X

Acquire

Users without this permission cannot take

X

X

X

TakeForced

MaranGas

Power Users

Administrator

Administrators

command controlled forced. In order to configure equipment system, the user OSKEquipment_ must have this permission

X

Configure and the OS must be in

When starting the operator station the user is Operator by default. Password is by default the same as user name. This can be changed by members of “Administrators”, and additional users and user groups can be added.

configuration mode. OSKOS_

Needed to be allowed to set

Configure

the OS in configure mode.

X

Will disable the Logoff OSKOS_ button in the Change User

X

DisableLogOff dialog.

The main difference between Users and Power Users is that the power user can change parameters, delete and add alarms, change various SW

3-5

Part 3 Integrated Automation System (IAS)

Cargo Operating Manual

CORCOVADO LNG Gate ID

User Groups Permissions

Description Guests

Gate

Power

Admini-

Users

strators

Users

ID

Users without this OSKOS_Exit

permission cannot exit the

X

X

X

OS.

User Groups Permissions

Description Guests

VersionControl_

Restore and import files

RestoreImport

from the PCU configuration

PCU

archive.

Gate

Power

Admini-

Users

strators

Users

the OS in test mode.

ViewConfiguration

User without this permission

Events

X

X

delete panels, and allocate

X

X

access control settings for ConfigureOSes each OS. OskAccess_

Global

Needed to add, modify and

X

Configure remove permissions.

_ReadParameter

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

in module parameter view.

_ReadTerminal terminal view dialog. ModuleOperation

WatchCall_

Permission to operate the

Operate

watch call system.

_WriteParameter

Basic operation on IO system

Free

X

X

Write free parameters in module parameter view.

IO_BasicOperation

_PCU

X

module parameter view.

View

panels to officers.

Needed to modify the local

_ReadParameter

Permission to view module

X

ManagePanels

OskAccess_

X

ModuleOperation

WatchCall_

permissions they control.

X

Restricted

Permission to add and

X

remove gates and which

X

module parameter view.

Read restricted parameters

X

of officers.

ConfigureGates

strators

ModuleOperation

X

Configure

Needed to add, modify and

Admini-

Users

Limited

attributes and qualifications

OskAccess_

_ReadParameter

Read limited parameters in

WatchCall_

Defined Trend images.

Power Users

ModuleOperation

X

Permission to change

X

cannot create and edit User UserDefined

Guests

Read free parameters in

X

configuration events dialog.

OSKTrend_

Description

Free

Permission to view

X

Permissions ModuleOperation

VersionControl_

Needed to be allowed to set OSKOS_Test

ID

User Groups

X for loop checking purposes.

ModuleOperation Write limited parameters in _WriteParameter

Permisions

module parameter view.

OskAccess_

Needed to add, modify and

Configure

remove usergroups and

Usergroups

their relationships to gates.

IO_ExtendedOper

Extended operations on IO for

ation

parameter change purpose.

X

X

IO_Operation

X

remove users and their ConfigureUsers relationships to usergroups. OskAccess_ Needed to inspect the

IO_Service

X

Observe access control configuration.

PCU_Backup

A user needs this

X

X

X

X

X

system alarm. A user needs this OskEvent_

X

permission in order to

A user needs this

X

Mode

dialog.

Permission to toggle

OSKOS_Exit

X

X

User without this permission cannot exit the OS.

Permission to overrule error objects.

X

A user needs this permission in order to select

X

a filter.

X

Permission to switch Master

X

X

Stations dialog.

X

X

X

SelectFilter a filter.

Module

AlarmLimits_

Edit access to the Alarm

EditAlarmConfig

Limit dialog.

AlarmLimits_

Permission to view the

ReadAlarmLimits

Alarm Limits dialog.

AlarmLimits_Write

Permission to change LH

AlarmLH

Alarm Limits.

AlarmLimits_Write

Permission to change LLHH

AlarmLLHH

Alarm Limits.

ModuleOperation

Write access to Module

_Operate

Operation dialogs.

X

Gate 000

A user needs this OskEvent_

X

permission in order to UserLockFilter change a filter. Create Time series with TS_Configure

X

X

X

X

X

X

limited life span.

IMO No. 9636711 / 1st Draft (2013.09.30)

from the Module Modes

configuration mode.

PCU in the Redundant

A user needs this

change time zone.

Permission to write changes

_WriteModule

OverruleObjects

SwitchMaster

TimeZone

ModuleOperation

Redundancy_

grid.

Needed to be allowed to

X

Filter

Redundancy_

change system time.

X

Permission to backup PCU

PCU Operation dialog.

configure the event image

X

Module Modes dialog. Mode

OskEvent_Select

Configure

TimeSystem_Set

Permission to view the _ReadModule

exceptional modes in the

permission in order to

Time

ModuleOperation

between the different

OskEvent_

Needed to be allowed to

X

system that may affect

Modes

X

change a filter.

TimeSystem_Set

module terminal view dialog.

PCU_TogglePCU

ChangeFilter

permission in order to select

View

Mode

X

AckSystemAlarm

OskEvent_

Service operations on IO

Configuration

A user needs this

Write terminal values in _WriteTerminal

Permission to set PCU

process alarm.

ModuleOperation

control.

PCU_SetPCU

AckProcessAlarm

permission in order to ack a

Restricted

X

that do not affect process

process control.

Configuration

OskEvent_

Write restricted parameters _WriteParameter

Operations on IO system

Needed to add, modify and

permission in order to ack a

ModuleOperation in module parameter view.

OskAccess_

OskEvent_

Limited

X

3-6

X

X

X

X

X

X

X

X

X

Part 3 Integrated Automation System (IAS)

CORCOVADO LNG 4. System Navigation Illustration 3.1.3a Navigation Panel Lay-out

The operator panel comprises 28 navigation buttons for quick access to the most commonly used mimics. The mimics will normally have hotspots for further navigation to related views or sub-views. Each navigation button has an alarm indicator lamp. The lamp will start to blink if an alarm occurs at the mimic linked to the navigation button or to one of the related views. An acknowledged, but still active alarm will cause a steady light. 5. OS Group/Command Group The operator stations are defined in operator station groups. For this system, four OS groups will be defined and they will be set up with command control rights. The OS groups are as follows:    

CCR (OS051, OS052, OS53, OS54) ECR (OS041, OS042) Bridge (OS031) VDU (Only for monitoring purpose)

To form a sensible way of operating the different systems onboard, “command groups” are defined for giving the operators access to different systems where control is defined to be available. A command group can be controlled from one OS group exclusively or it can be shared between several OS groups. A command group can also be transferred between OS groups. Only the OS group in command is granted access to operate equipment and acknowledge alarms that might occur within a command group.

Cargo Operating Manual This system will be set up with the following command groups: 0. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18.

The Command Group will be displayed in the command control overview dialog box.

Common Power Propulsion Machinery Ballast Cargo Bilge Fire & Gas ESDS System Fire Pumps N2 Generator HD Compressor Heat FO Transfer Gas Handling IG Generator GCU Navigation CTS

Id The Command Group will be given an internal identifier just to separate the different command groups. That is, these identifiers are only for internal purposes and are not required to understand this system. Shared The Command Group is available for several OS Groups at the same time. When a command transfer is done, this will be indicated on all operator stations in the ‘Message Manager’ box. Table showing relations between OS Groups and Command Groups: OS group

Each OS group is defined with a set of command group rights. The following definitions define these rights: D - Default Control The Command Group will by default be given to this OS Group when powering on the system. If two operator stations are defined in an OS Group and one of the operator stations is powered off, the command control will be decided by the remaining operator station. That is, if the command control is transferred to another location (OS Group) and the second operator station is powered on again, nothing will be done regarding control location of the transferred command group.

Command

T - Take-able Control

3-7

ECR

CTS

D

T

D

D

A

A

D

T

A

Common

0

True

X

X

X

X

X

X

X

X

X

Power

1

False

-

-

X

X

X

-

-

-

D

T

A

-

-

-

-

Propulsion

2

False

-

-

X

X

X

X

-

-

-

-

-

-

Machinery

3

False

-

-

X

X

X

-

-

-

-

-

-

-

Ballast

4

False

-

-

-

-

X

-

X

X

X

-

-

-

-

X

X

X

-

-

-

X

X

X

-

-

-

-

-

X

-

-

-

Cargo

5

False

-

-

-

-

-

Blige

6

False

-

-

-

-

X

Fire & Gas

7

False

X

X

-

-

-

X

ESDS

8

False

X

X

-

-

X

X

-

-

X

-

-

-

System

9

False

X

X

X

X

X

X

X

X

X

-

-

-

Fire pumps

10

True

X

X

X

X

X

X

X

X

X

-

-

-

N2 generator

11

False

-

-

-

-

X

-

X

X

X

-

-

-

12

False

-

-

-

-

X

-

X

X

X

-

-

-

13

False

-

-

X

X

X

-

-

-

X

-

-

-

14

False

-

-

-

-

X

X

X

X

X

-

-

-

IG generator

15

False

-

-

-

-

X

-

X

X

X

-

-

-

GCU

16

False

-

-

X

X

X

-

-

-

X

-

-

-

Comp

FO transfer Gas Handling

A - Acquirable Control

CCR

Shared

heat

The Command Group can be taken directly when this is initiated from an OS Group granted such privilege.

Bridge Id

groups

HD

The Command Group is available for the actual OS Group, but not without acceptance from the OS Group in command. IMO No. 9636711 / 1st Draft (2013.09.30)

O - Display Command Groups

Navigation

17

False

X

X

-

-

X

X

-

-

X

-

-

-

CTS

18

False

-

-

-

-

-

-

-

-

-

X

X

X

Part 3 Integrated Automation System (IAS)

CORCOVADO LNG D – Default Control T – Takeable Control A – Acquirable Control If all operator stations within an OS group are “offline”, i.e. stopped application or without net communication, the system will report an alarm specifying that a command group is without command control. The system will not automatically transfer the command control to a different OS group. This must be done manually by the operator by simply taking the control via the command control dialog boxes. 6. RCU Redundancy All Field stations have redundant set of RCU’s. There is one main controller (master) with a hot backup controller (Slave). Both computers read the same input from the I/O cards, but only the active one can set output signals. The slave controller is continuously updated with the same data as the master controller (I/O, network, operation and parameter changes). If the master controller fails, the slave controller will automatically take over as the active controller without any disturbance of the process. All redundant field stations have dual power supply. Two 230 V feeders (from UPS) are fed to two (100 %) 24 V DC power supplies. During normal conditions, the power supply units shares the load. In case one of the UPS supplies or a power supply fails, the remaining power supply will take the whole load. The status of the power supplies and the 230 V UPS supply is monitored and the alarm is read digital input RIO modules. Each RCU has double net interface. One single failure of the network will not affect the network for the RCU pair. 7. RCU Servers When a RCU is powered up or reset, it will have to load a set of files before it’s able to start process control. First the RCU will load the stdfile (operative system), and next the executable files (.ps and .io files). The std-file can be loaded from any OS available in the system. Executable files are loaded from operator stations set up as RCU servers. When doing online configuration changes on a RCU, changes are saved by saving the executable files on the same RCU server’s hard disk

IMO No. 9636711 / 1st Draft (2013.09.30)

Cargo Operating Manual Executable file Load RCU Number All

(RCU Servers) OS 31, 41, and 51

Std File Load OS31 to OS52

8. Event System Event and alarm history will be stored in a database at operator stations set up to run the “Event Store” application. Event history can however be retrieved from any OS. If the OS does not have event history database stored locally at the hard disk, it will be set up with a remote connection to database stored elsewhere. Database Location

OS with Remote net Connection

HS97

OS31, OS41, OS42, OS51, OS52

12. Trend Pictures The IAS trend system enables the operator to observe the development of process variables and components states over time. The trend system is easy configurable and other trend could be made by the operators after ship delivery. For all control loops there is a predefined trend view with the appropriate time series (historical) defined

9. History Station History station HS3000 (HS97) is in CCC. 10. Report System The report system has possibilities for the following types of reports: Daily report This report uses dynamic process variables from the field station. It can be printed either cyclic or on request. Hour count reports This report is used to show running hours on equipment. It accumulates the running hours. Following Measurements included: • Electrically driven equipment controlled from IAS • Generators There will be four prepared reports: • • • •

Ballast Report Cargo Log Noon ER Log Noon Running Hours 3-8

Part 3 Integrated Automation System (IAS)

Cargo Operating Manual

CORCOVADO LNG 3.2 Extension Alarm System

Can/ EAP

Type

LCD

Managing

Location Bus

EAP

Type

Group

Yes

-

Public panel type setup

Yes

-

Public panel type setup

Yes

-

Public panel type setup

Yes

-

Public panel type setup

Yes

-

Public panel type setup

1. Extension Alarm System Overview Chief Engineer’s 9

10

Office (306)

Cabin

Captain’s Office

Watch

Yes

Illustration 3.2a Extension Alarm System (1/2) 11

Watch

Yes

The following illustration shows the principles of the alarm extension system.

(305)

Cabin

Conference

Watch

Room (304)

Cabin

Yes

Ships Office / Watch 12

Yes

Admin. Office Cabin (302)

13

3

Cargo Critical (*3, 31, 32)

4

Cargo Non-Critical (*4)

5

Fire Alarm (*5)

6

Personnel Alarm (*6)

7

*Repeat Alarm

8

Unit Fail

Remark

Spare Office (F)

Watch

(322)

Cabin

Spare Office (E)

Watch

(318)

Cabin

3rd Engineer (B)

Watch

(324)

Cabin

Cargo Engineer

Watch

(320)

Cabin

Yes

*1 = Machinery Critical *2 = Machinery Non Critical *3 = Cargo Critical *4 = Cargo Non Critical *5 = Fire *6 = Personnel Alarm *31 = HD 1 Alarm *32 = HD 2 Alarm *33 = LD 1 Alarm *34 = LD 2 Alarm *Repeat Alarm Indicate only at WBU Illustration 3.2b Extension Alarm System (2/2)

14

15

16

The below are alarm extension panel details:

Yes

Yes

Yes

Yes

-

Public panel type setup

Yes

ECR

Cabin panel type setup

Yes

-

Public panel type setup

Yes

ECR

Cabin panel type setup

Yes

-

Public panel type setup

Yes

-

Public panel type setup

Electric Engineer Watch Can/

Type

EAP

LCD

Location Bus

17

Managing

Yes (308)

Remark EAP

Type

Cabin

Group Coffee Bar / Duty Watch

Watch 1

Yes

Wheelhouse

Yes

-

Main Panel

18

Yes

Cabin

Bridge

2

3

4

5

Yes

Yes

Chief Officer Dayroom (410)

(119)

Watch Yes

CCR

Watch

Chief Engineer

Watch

Officer’s

Cabin panel type setup

Cabin

2nd Engineer Dayroom (405)

Watch 19

Yes

Cabin Yes

ECR

Cabin panel type setup

Cabin

3rd

Watch

Yes

Watch -

Public panel type setup

20

Yes

Yes

3rd Officer (427)

Yes

-

Public panel type setup

Yes

-

Public panel type setup

Cabin

ECR

Cabin panel type setup

21

Yes

CCR

Cabin panel type setup

Cabin

22

Crew Mess

Watch

Room (110)

Cabin

Officer’s Mess

Watch

Room (106)

Cabin

Yes

Watch Yes

Recreation Room (101)

Engineer(A)(429) Cabin

6

2. Functional Description

Crew’s Yes

Dayroom (401)

Recreation Room (105)

Cabin

Yes

Mess Room

Yes

Yes

-

Public panel type setup

2nd Officer’s Day Watch 7

Yes

Yes Room (418)

CCR

Cabin panel type setup

Cabin

Yes

CBT Room (338)

Panel text

alarm indicator

Watch 8

Extension panel

Yes

-

Cabin

IMO No. 9636711 / 1st Draft (2013.09.30)

Public panel type setup

1

Machinery Critical (*1, 33, 34)

2

Machinery Non-Critical (*2)

3-9

The Extension Alarm System (EAS) is a Monitoring- and Officer Call system for Engine - and Cargo Alarms which allows for unmanned Control Rooms (CR) during normal operation. Unmanned CRs are obtained through the use of distributed Extended Alarm Panels (EAP) as each of these displays alarms and information about the condition for each qualification (i.e. Engine- and Cargo), hence the EAS system is an extension of the KChief 700’s Alarm & Event Systemwhich performs all signal handling and initiation of alarms, and combined with an officer call facility.

Part 3 Integrated Automation System (IAS)

Cargo Operating Manual

CORCOVADO LNG Bridge

By pressing the Silence button on the front of a Public panel turns OFF the sound only on the panel operated. The alarm indicator continues to flicker until alarm is acknowledged, and then change to a steady light. When the alarm condition is no longer present, the indicator will switch OFF.



By pressing the Silence button on the front of the On-duty engineers Duty panel turns OFF the sound on the duty panel and public panels. The Main panel on the Bridge must be silenced separately. The alarm indicator continues to flicker until alarm is acknowledged, and then change to a steady light. When the alarm condition is no longer present, the indicator will switch OFF.



By operating the Ack function on the K-Chief OS in ECR (for machinery alarms) or the K-Chief OS in CCR (for cargo alarms), silences all panels and give a steady alarm indication. When the alarm condition is no longer present, the indicator will switch OFF.

Cabin

Cabin

EAPMain

 EAPDuty

EAPDuty

OS-ECR

EAS Local Area Network ( Single or Dual )

OS-ECR

Engin e Contro l Room EAPPublic

EAPPublic

Publi c area

Publi c area

EAPDuty

Illustration 3.2c Transfer to Bridge Watch Mode

Cabin Loca l Area Network A- and B-Net

EAP

EAP Configure d as Duty Pane l (Duty ) or Public Pane l (Public)

OS-ECR

Operato r Station – Engin e Contro l Room

EAP

EAP Configure d for Bridg e Unit (Main)

The EAS system can use either single- or redundant TCP/IP networks for interfacing the system units. In a redundant alarm network, all EAP panels are interfacing the OS in a star topology whereas it in a single alarm network, the panels are connected in series as shown in “EAS Layout”. The EAP panels are typically located in officer cabins, public spaces and on the navigation Bridge.

2)

Select the On duty officer. The duty indicator for the selected officer(s) is indicated in green on both the OS and the EAPs.

3)

Transfer watch responsibility from ECR, CCR or NCR to the Bridge by selecting the Watch button and the To Bridge in the Watch Transfer dialog box. The qualifications indicator for Bridge turns green. While in Bridge Watch mode, deselecting the qualification On-duty officer is not allowed. In order to change the On-duty officer (Chief Engineer in), another Officer in the qualification must first be selected, before removing the initial On-duty officer.

4)

If an EAS alarm is activated, the alarm is announced on the Bridge, the On-duty officers EAP and all Public EAPs in the qualification.

Alarm Acknowledge when in ECR/CCR Watch Mode When in ECR/CCR Watch mode, by default, the EAP panels display the alarm status but no sound device is set off. However the following alterations are available: 

The EAS is designed to meet the international convention for the Safety of Life at Sea (SOLAS) and all major classification society’s requirements for periodically unattended machinery areas is adhered.

For the Main- and Duty panels, the operator can choose whether or not the alarm status is to be shown when No people are Onduty. These settings are done through the UI on the K-Chief OS in ECR (for engine machinery alarms) and CCR (for cargo alarms).

3. Operation Selection of On-Duty Officer/Engineer Alarm Acknowledge when in Wheelhouse Watch Mode Bridge Watch Mode When in Wheelhouse Watch mode, the initial alarm sounds on the Main panel on the Bridge, the On-duty engineers Duty panel and on the Public panels. The following happens when acknowledging the alarm at the different locations:

In order to transfer watch responsibility from the ECR, CCR or NCR to the Bridge (Bridge Watch mode), please follow the steps below: 1)



By pressing the Silence button on the front of the Main panel turns OFF the sound only on the Bridge panel. The alarm indicator continues to flicker until alarm is acknowledged, and then change to a steady light. When the alarm condition is no longer present, the indicator will switch OFF.

IMO No. 9636711 / 1st Draft (2013.09.30)

From the EAS UI on the K-Chief OS in the ECR, CCR or NCR, verify that an officer is set to On duty in the Officers page. If no officer in the qualification has watch responsibility as shown in Illustration 3.2c, at least one must be appointed.

3 - 10

Part 3 Integrated Automation System (IAS)

Cargo Operating Manual

CORCOVADO LNG Harbour Watch Mode In order to enter Harbour Watch mode), proceed as follows: 

Select an On duty engineer from the EAP, but do not transfer watch responsibility to the Bridge. All alarms are now routed to the On duty engineers panel as well as public panels. Repeat alarms and Personal alarms are activated as normal during when in Harbour Watch mode.

Engineer/Officer Call from ECR/CCR/WH

If the On duty engineer fails to acknowledge the alarm within the Repeat Alarm II limit, normally three minutes (LIMIT 2 – adjustable), all engineers with the qualification are called upon on all EAPs.

Illustration 3.2d Personnel Alarm System Machinery Alarm, Brigde Watch ON

System ON

OFAS alarm Start/Reset timer

When an OFAS alarm is activated, all officers within the qualification are called. The Public panels also call for the officers. Reset button activated?

The EAS supports two types of Call functions; Call Duty and Call All as described in the sections hereafter.

NO

Call Duty The Call Duty function activates the buzzer/panel on the designated Onduty engineers panel and the on public panels. 



By acknowledging the call on the designated On-duty engineer panel, silences all panels.

Timer>13 minutes?

4. Operator Fitness System YES

The Personnel alarm system can be activated in three different ways. 1)

From one of two start panels located at the ECR console and accommodation upper deck. In this case, the stop function can be activated from the start panel or from the VDU software panel.

2)

From one of the reset panels (yard supply), located around the machinery space. As above, the stop function can be activated from the start panel or from the VDU software panel.

By acknowledging the call on a public panel, silences that panel only and indicators continues to flicker on all panels.

Call All` The Call All function is normally used only for emergency situations and activates the buzzer/panel on all EAPs installed on the vessel. 

By acknowledging the call, silences that specific panel only regardless of whether it is a Duty panel or a Public panel.

Repeat Alarm A Repeat alarm I is triggered in the Operation page on all EAPs if an active EAS group alarm has not been acknowledged from an OS within a pre-defined time. By default, the pre- defined time is set to three minutes (LIMIT 1 - adjustable).

3)

Automatically when a machinery alarm occurs at extension panels during bridge watch. In this case, the alarm must be silenced at operator station before stop can be activated from start panel or VDU software panel.

Personnel alarm will be set off 15 minutes after activation. A pre-warning will be activated at 13 minutes. A pre-warning signal is interfaced to the alarm column which will start flashing the pre-warning lamps. See the flowchart below for more details. If the system is switched off before the pre-warning or personnel alarm is initiated, the sequence will terminate and switch off the system on lamp.

IMO No. 9636711 / 1st Draft (2013.09.30)

NO

3 - 11

Set warming light in machinery area

Reset button activated? NO

Timer>15 minutes?

NO

YES

Activate Personnel Alarm

Activate Extention Alarm system, Personnel Alarm

Part 3 Integrated Automation System (IAS)

CORCOVADO LNG Part 4 : Cargo System 4.1 Cargo Piping System ...................................................................4 - 2 4.1.1 Cargo Piping Systems ......................................................4 - 2 4.2 Cargo Tank Pressure Control System ..........................................4 - 4 4.2.1 Gas Management System .................................................4 - 4 4.2.2 Cargo Tank Pressure Control ...........................................4 - 4 4.2.3 Operation Modes ..............................................................4 - 6 4.2.4 GCU Control .................................................................... 4 - 8 4.2.5 Forcing Vaporiser Control................................................4 - 9 4.2.6 Cargo Tank Vent Control .................................................4 - 9 4.3 Cargo Pumps ............................................................................. 4 - 12 4.3.1 Main Cargo Pumps ......................................................... 4 - 12 4.3.2 Stripping/Spray Pumps ................................................... 4 - 22 4.3.3 Fuel Gas Pump ............................................................... 4 - 30 4.3.4 Emergency Cargo Pump ................................................. 4 - 38 4.4. Compressor ............................................................................... 4 - 44 4.4.1 HD Compressors ............................................................ 4 - 44 4.4.2. LD Compressors ............................................................ 4 - 51 4.5 HD Heater .................................................................................. 4 - 60 4.6 LNG Vaporiser........................................................................... 4 - 64 4.7 Forcing Vaporiser ...................................................................... 4 - 68 4.8 In-Line Mixer and Mist Separator ............................................. 4 - 72 4.9 Vacuum Pumps .......................................................................... 4 - 76 4.10 Custody Transfer System ......................................................... 4 - 80 4.10.1 Custody Transfer System ............................................. 4 - 80 4.10.2 Float Level Gauge ........................................................ 4 - 92 4.10.3 Trim/List Indicator ....................................................... 4 - 98 4.10 Nitrogen Production System.................................................. 4 - 102 4.11 Inert Gas and Dry Air System ................................................ 4 - 108 4.12 Gas Detection System............................................................ 4 - 118 4.13 Cargo and Ballast Valve Control ........................................... 4 - 126 4.13.1 Cargo Valve Control System ...................................... 4 - 126 4.13.2 Ballast Valve Remote Control System ....................... 4 - 130 4.15 Emergency Shutdown System ............................................... 4 - 134 4.15.1 Main Components and System Interface .................... 4 - 134 4.15.2 Operator Interface....................................................... 4 - 136 4.15.3 Failure Handling ......................................................... 4 - 138 4.16 Ship Shore Communication System ...................................... 4 - 140 4.16.1 Ship Shore Link .......................................................... 4 - 140 4.15.2 Mooring Load Monitoring System ............................. 4 - 146 4.17 Relief Systems ....................................................................... 4 - 149 4.17.1 Cargo Tank Relief Valves .......................................... 4 - 149 4.17.2 Insulation Space Relief Valves................................... 4 - 150 4.17.3 Cargo Tank and Insulation Space Relief Valves Operating Principle ................................................................................ 4 - 151 IMO No. 9636711 / 1st Draft (2013.09.30)

Cargo Operating Manual 4.17.4 Pipe Relief Valves ..................................................... 4 - 153 Illustrations 4.1a Cargo Piping System ................................................................. 4 - 1 4.2.2a Pressure Table for Vapour Header Pressure ........................... 4 - 4 4.3.1a Main Cargo Pump ................................................................ 4 - 11 4.3.1b Characteristic Curve of Cargo Pumps .................................. 4 - 13 4.3.2a Stripping/Spray Pump .......................................................... 4 - 21 4.3.2b Characteristic Curve of Stripping/Spray Pumps .................. 4 - 23 4.3.3a Fuel Gas Pump ..................................................................... 4 - 29 4.3.3b Characteristic Curve of Fuel Gas Pumps ............................. 4 - 31 4.3.3c Fuel Gas Pump Load and Pressure Control ......................... 4 - 33 4.3.4a Emergency Cargo Pump....................................................... 4 - 37 4.3.4b Characteristic Curve of Emergency Cargo Pump ................ 4 - 39 4.4.1a HD Compressor.................................................................... 4 - 43 4.4.1b HD Compressor Performance Curve ................................... 4 - 45 4.4.2a LD Compressor - Four Stage (1/2) ....................................... 4 - 49 4.4.2b LD Compressor - Four Stage (2/2) ...................................... 4 - 50 4.4.2c LD Compressor Performance Curve .................................... 4 - 52 4.5a HD Heater ............................................................................... 4 - 59 4.6a LNG Vaporiser ........................................................................ 4 - 63 4.7a Forcing Vaporiser .................................................................... 4 - 67 4.8a Mist Separator ......................................................................... 4 - 71 4.9a Vacuum Pumps ........................................................................ 4 - 75 4.9b Notice for Drain ...................................................................... 4 - 78 4.10.1a Custody Transfer System ................................................... 4 - 79 4.10.1b Cargo Tank Level & Temperature ...................................... 4 - 81 4.10.1d CTS Flow Diagrams .......................................................... 4 - 89 4.10.2a Float Level Gauge System ................................................. 4 - 91 4.10.2b Float Level Gauge .............................................................. 4 - 95 4.10.3a Trim/List Indicator System (1/2) ........................................ 4 - 97 4.10.3b Trim/List Indicator System (2/2)........................................ 4 - 99 4.10a Nitrogen Generator ............................................................. 4 - 101 4.11a Inert Gas and Dry Air System (1/2)..................................... 4 - 107 4.11b Inert Gas and Dry Air System (2/2) .................................... 4 - 109 4.11c Oxygen Analyser ................................................................. 4 - 112 4.12a Cargo Area Gas Detection System ...................................... 4 - 117 4.12b Gas Detection System (1/2) ................................................ 4 - 119 4.12c Gas Detection System (2/2) ................................................ 4 - 121 4.12d E/R Gas Detection System .................................................. 4 - 123 4.13.1a Cargo Valve Hydraulic Lines ........................................... 4 - 125 4.13.2a Ballast Valve Hydraulic Lines .......................................... 4 - 129 4.15a Emergency Shutdown System............................................. 4 - 133 4.16.1a Ship-Shore Link ............................................................... 4 - 139 4.17.1a Cargo Tank Relief Valves ................................................. 4 - 149

4.17.2a Insulation Space Relief Valves ......................................... 4 - 150 4.17.4a Cargo Pipe Relief Valve (REC131-S1(E))........................ 4 - 153 4.17.4b Cargo Pipe Relief Valve (REC131-S1(N)) ....................... 4 - 153

Part 4 Cargo System Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.1a Cargo Piping System

Key

(400)

CL805 CL801 H #

CL806 CL802 H #

CS805 CS806

CG802

(80)

CS802 CS803

(400)

(400)

CS808 CS809

CG801 H #

(400)

CL807 CL803 H #

(700)

(600)

(100)

(700)

Crossover

Liquid

Strip./Spray

- HD Heater : 3,700 kW

(700)

FM

CG001 H *

(400)

CL701 CL705 #H

CS703 CS702

CL702 CL706 #H (400)

CG702

(400)

(500) (80)

(65)

Strip./Spray Header

(600)

(450)

Liquid Header

(400)

CS001

(40)

(65)

(450)

CL107

CG107

(400)

(400)

(200)

(65)

(450)

(200)

(450)

CS706 CS705

(80)

CS709 CS708

(400)

CL703 CL707 #H

CS712 CS711

CL704 CL708 #H (400)

CS003

CG604

CG605

CG701 #H

(100)

(700)

A

H

CL602

Gas Header Vapour Header

4-1

CS105 CS109 H *

CG102 (25)

CS106

CS107

(40)

(80)

FM

CS101 H * CS102

CG101

CL105 CL106

(400)

CL100 H *

(25)

(65)

No.1 Cargo Tank (80)

Em'cy Pump Column (600)

CL104

C2

CG105

CG106 H *

CL110 H *

C1

Filling Line

S

CF101

CF102

(400)

(400)

(400)

CL103

(65)

No.2 Cargo Tank (80)

Em'cy Pump Column (600)

CL102 H *

(65)

CF202

(400)

C2

CL101 H *

CG201

(300)

(80)

CS206

CS207

CS201 H * CS202

(40)

CL205 CL206

CG202

CS205 CS213 H *

CL210 H * (400)

CL200 H *

CL202 H * (400)

(400)

C1

F

CL204

(40) (65)

CL203

(65) (80)

S

SP-1

(25)

)

CL304

No.3 Cargo Tank

(200)

(25)

50

Em'cy Pump Column (600)

(400)

CF302

CF201

(3

Filling Line

(65)

SP-2

No.1 Vent Mast

(300)

)

CL303

CL201 H *

CG301

CS306

CS307

(40)

(300)

(80)

CG302

CS305 CS313 H *

CS314 CS317 H * CS318

CS301 H * CS302

CL305 CL306

(400)

(40)

(65)

CL310 H * (400)

(400)

(25)

(25)

CS104 H *

50

C2

(200)

CS108

(40)

No.2 Vent Mast

(3

(40)

CF301

)

(65)

SP-3

50

(65)

(300)

(3

IMO No. 9636711 / 1st Draft (2013.09.30)

C1

CS319 H *

CS208

(40)

No.3 Vent Mast

)

(80)

(750)

CS204 H *

50

C1 No.1 Cargo Pump C2 No.2 Cargo Pump S Strip./Spray Pump F FG Pump

)

Em'cy Pump Column (600)

- Forcing Vaporiser : 810 kW

(200)

(3

50

CL404

CL300 H *

(300)

(65)

No.4 Cargo Tank

F

CL302 H *

(25)

CF402

S

(200)

(25)

(3

Filling Line

CL301 H *

CG401

(40)

CS406

CS407

CS315 CS316 H

CG402

CS405 CS409 H * (80)

CS414 CS417 H * CS418

CF401

(400)

(400)

SP-4

CS308

(40)

(300)

)

)

)

CL403

CS002 (600)

No.4 Vent Mast

50

50

50

C2

- LNG Vaporiser : 4,100 kW

CS704

(25)

(600)

(600)

CS304 H *

(3

(3

(3

C1

CS401 H * CS402

CL405 CL406

(400)

CL400 H *

(300)

CL402 H *

CL401 H * (400)

(65)

CS419 H *

- Low Duty Compressor : 5,120 m3/h

(300)

(600)

(40)

(65)

CL410 H *

CS415 CS416 H

CS408

(200)

- High Duty Compressor : 35,000 m3/h

SP-5

(40)

CS404 H *

- Stripping/Spray Pump : 60 m3/h - Fuel Gas Pump : 12 m3/h

(80)

(300)

(400)

(450)

(80)

CS707

(300) (550)

(80)

(40)

CL601

(400)

(200)

(400)

(80)

(300)

CG602

CG601

(200) (80)

CS603

- Cargo Pump : 1,850 m3/h

(25)

A

CS524

Drain Pot

SP-6

CS004

CS811 CS812

(400)

Mist Separator

A

A

(25)

N2 Purge

FM

CN588 H CN589

(600)

CS601

CL808 CL804 H #

(250)

CS525

To N2 System for Insul. Space

CG530

CS529

H

(250)

In-line Mixer

(250)

SP-7

In-line Mixer

(300)

FM

Crossover

2

Cargo Equipment Capacity

CG507 CG505

CG508

Nitrogen Line

CS804

Vapour Crossover

P

Crossover

CG562 Inter CLR

CS523

A

A

CG603

(40)

CS532

CS520

CG561

LNG Vapour Line

(550)

Filling Line

CS531

CS528

LNG Vaporiser

(80)

(600)

P

(25)

CS532

A

(25)

CG563

A

CG540

In-line Mixer

(80)

CS807

H

(250)

(200)

AFT Water Cooler

CS502

(50)

FM

CS533

A

(300)

FM

(400)

CS501 H

1

(80)

CG532

CG503

Liquid

(200)

CG504

(25)

Forcing Vaporiser CS503

P

CS530

(200)

A

(40)

(40)

(80)

CG535

CG529 H

CG552 Inter CLR

CG501

(200)

CS505

CS504 CG415 H #

A

AFT Water Cooler LD Compressor (4-stage) CG506

CG542

To D / F Engi ne

CG551

A

FM

A

P

FM

(200)

CG502

CS506 (25)

CG553

FM

(200)

CG528

(200)

(80)

CG406 A *

CG405 H #

CG513 H

2

FM

(80)

CG407 A *

CG536

(200)

(700)

(200)

CG538 H *

(250)

(400)

CG515 CG516

(80)

To Gas C o m b us t i o n Un i t ( GCU)

A

(300)

CG534

CG636 H #

(700)

(600)

FM

CG514 CG002 H *

(500)

CG521

(250)

(500)

H

1

HD Compressor

SP-8

H

(400)

CG511 CG512

(65)

CG517

CG509

CS521

A

HD Heater

(300)

CG518

CG520

(600)

CG410

Fro m Ine rt Gas Sys t e m ( E/ R)

CG527

(500)

A

(400)

(25)

CG519

IG022 IG023

A

(300)

(450)

(250)

LNG Liquid/ Stripping/Spray Line

CG510

(600)

Cargo Compressor Room

S

Part 4 Cargo System

CORCOVADO LNG Part 4 : Cargo System 4.1 Cargo Piping System Description The cargo piping system is illustrated in a simplified drawing showing only the principal features of the system (see illustration 4.1a). Liquid cargo is loaded and discharged via the two crossover lines at midships and is delivered to and from each cargo tank liquid dome via the liquid header which runs fore and aft along the trunk deck. Each crossover line at midships separates into two loading/discharging connections, port and starboard, making a total of four loading/discharge connections on each side of the ship. The cargo tank vapour domes are maintained in communication with each other by the vapour header running fore and aft along the trunk deck. The vapour header also has a cross connection at the midship manifold for use in regulating tank pressures when loading and discharging. The vapour header connects the vapour domes on each tank for directing the boil-off gas to the engine room for gas burning, via the LD compressors and heater. In an emergency vapour header is used to vent the excess boil-off to the atmosphere via the No.1 LNG vent mast. When loading, the vapour header and crossover, together with the HD compressors, are used to return the displaced gas from the tanks back to the shore installation. When discharging, the vapour header is used in conjunction with either the vapour crossover, or a vaporiser, to supply gas to the tanks to replace the outgoing liquid cargo. The stripping/spray line can be connected to the liquid crossover lines and can be used to drain LNG via stripping/spray header and sprayers after completion of loading or to cool down each cargo tank, to produce vapour through LNG vaporiser and to cool down liquid header. The vapour header and stripping/spray headers are both connected to the vapour dome of each tank. The vapour domes also house the tank safety valves, gas detector, press transmitter, pressure pick up and five sample points. The spray line on each tank consists of two spray assemblies inside the tank at the top to distribute the incoming liquid into several spray nozzles. These spray assemblies assist in evaporation and thus achieve a better cooldown rate. The stripping/spray, liquid and vapour headers have branches to and IMO No. 9636711 / 1st Draft (2013.09.30)

Cargo Operating Manual from the cargo compressor room with connections to the compressors, heaters and vaporiser for various auxiliary functions. Removable bends (spool pieces) are supplied for fitting where necessary to allow crossconnection between the various pipe works for infrequent uses such as preparing for dry dock and recommissioning after dry dock. The vapour header connecting the vapour domes also allows the removal of boil-off gas from the cargo tanks when at sea. In normal circumstances this is done by leading the boil-off gas to the engine room as fuel for the main generator engine or burn in the GCU. In emergency situations the boil-off gas can be vented to the atmosphere via the forward vent mast riser. The inert gas and dry air system, located in the engine room, are used to supply inert gas or dry air to the cargo tanks via piping which connects with the main cargo system through the double non-return swing valves. These valves avoid gas returning to the engine room. All of the cargo liquid piping is welded to reduce the possibility of joint leakage. Both liquid and vapour systems have been designed in such a way that expansion and contraction are absorbed in the piping configuration. This is done by means of expansion loops and bellows on liquid and vapour piping respectively. Fixed and sliding pipe supports and guides are provided to ensure that pipe stresses are kept within acceptable limits. All sections of liquid piping that can be isolated, and thus possibly trapping liquid between closed valves, are provided with safety valves which relieve excess pressure to the nearest vapour dome. This is a safety measure, although normal working practice is to allow any remaining liquid to warm up and boil off before closing any such valves. All major valves such as the midships port and starboard manifold valves (also called ESD Manifold Valves) and individual tank loading and discharge valves, are remotely power operated from the IAS. This allows all normal cargo operations to be carried out from the Cargo Control Room (CCR). When an ESD is activated the manifold valves are closed, discontinuing loading or unloading operations. A non-return valve is fitted at the discharge flange of each cargo pump. A 6 mm hole is drilled in the valve disc to allow the tank discharge lines to drain down and be gas freed. Non-return valves are also fitted at the discharge flange of the compressors. The stripping/spray pump, fuel pump and emergency cargo pump discharge lines have non-return valves

4-2

located directly after the hydraulically operated discharge valves. A small 6 mm diameter spray nozzle is also fitted at the top of each cargo pump discharge line inside the tank to cool down the pump tower leg in order to maintain a cold temperature through the complete discharge.

4.1.1 Cargo Piping Systems To facilitate inerting and aeration of the system during a refit, blank flanges and sample points have been fitted at certain points along the liquid line. Outside of the cargo tanks, all sections of the liquid line are insulated with rigid polyurethane foam and covered with moulded Glass-Fibre Reinforced Polyester (GRP) which acts as a resilient, water and vapour tight barrier.

1. Liquid Lines The system comprises a 700/600/450/400/300A butt welded, cryogenic stainless steel pipeline connecting each of the four cargo tanks to the loading/discharge manifolds at the ship’s side by means of a common line. At each tank liquid dome there is a manifold which connects to the loading and discharge lines from the cargo tank to allow for the loading and discharge of cargo. This manifold connects to the tank discharge lines from the port and starboard cargo pumps, the loading line, emergency pump well and the spray line.

2. Vapour Lines The system comprises a 600/550/500/400A cryogenic stainless steel pipeline connecting each of the four cargo tanks by means of a common line to the ship side vapour manifold, the compressor room and the forward vent mast. The line to the cargo compressor room allows for the vapour to be used in the following manner: 

During cargo loading, the vapour to be sent to shore by means of the HD compressors in order to control pressure in the cargo tanks.



During ballast/loaded voyages, boil-off gas to be sent to the engine room via the LD compressors and heater for use as fuel Part 4 Cargo System

CORCOVADO LNG gas in the main generator engines. 

Before repair periods to circulate warm gas from HD compressors and HD heaters to vaporise any remaining heel and warm the tank structure to ambient temperatures before inerting and aerating.

The line to the forward vent mast acts as the emergency tank pressure control during normal operations. As methane is a pollutant this should be avoided if at all possible.

Cargo Operating Manual vessel’s movement. Under normal conditions the boil-off gas is used as a means of fuel in the ship’s main generator engines. The gas vapour is taken from the vapour header and passed through the mist separator and then on to the LD Compressors. It then passes through the after water cooler before going to the ship’s main generator engines where it is burnt as fuel. The fuel gas pipe to the engine room is 200A and is fitted with the fuel gas master valve (CG405/CG415).

6. Vent Lines 3. Stripping/Spray Lines The system comprises a 100/80/65/40A butt welded, cryogenic stainless steel pipeline connecting the stripping/spray pump to the stripping/spray header to serve the following functions by supplying LNG to: 

Two spray rails in each tank, used for tank cooldown and gas generation



Supply of LNG to vaporisers for gas generation to compressors and heaters

During normal operations the pressure in the tank is controlled by the use of the boil-off gas in the main generator engines as fuel, or in the gas combustion unit. As a last resort the pressure control system in the common vent line to the forward vent mast will control the tank pressure. Each cargo tank is also fitted with an independent means of venting, comprising two 250A lines from the vapour dome into their own pilot operated relief valves. From here the gas passes through a 300A and 450A line into its own vent mast where it is vented to atmosphere. All vent masts are protected by the N2 purge fire smothering system (CP178/284/384/484).

4. Gas Lines (One Tank Operation) The system comprises a 300/200A pipeline which can be connected to the vapour line and the forward vent mast for use when ‘One Tank Operation’ is required. The use of this line enables a single tank to be isolated and repair work carried out without having to warm up and inert the remaining cargo tanks.

7. Inerting/Aeration Lines The system comprises a 450A flanged line which supplies inert gas or dry air to the cargo tanks and pipelines for inerting and drying during refit periods. The inert gas or dry air is supplied from the inert gas generator situated in the engine room.

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

The line is connected to the gas header and the liquid header by means of a blind flange valve and spool piece.

During single tank operations it is possible to connect to the inert gas generator by means of a blind flange valve.

By selective the use of the spool pieces and spectacle flanges, it is possible to inert/aerate all or any single cargo tank.

Spectacle flanges are provided as shown in the cargo piping diagram in order to give physical segregation for one-tank operation.

The vapour return line and the cargo compressor room lines can also be purged with air or inert gas using a spool piece and isolation valve on the line. The compressor room can also be inerted using its own inert gas supply line with a fixed elbow and two isolation valves.

5. Fuel Gas Lines During transportation of LNG at sea, gas vapour is produced due to the transfer of heat from the outside sea and air through the cargo tank insulation; energy is also absorbed from the cargo motion due to the IMO No. 9636711 / 1st Draft (2013.09.30)

Additionally, the ballast spaces can also be connected to the inert gas system via an isolation valve and spool piece to the ballast main.

4-3

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 4.2 Cargo Tank Pressure Control System 4.2.1 Gas Management System



Fuel supply control to GCU according to tank pressure



Vent control



Forcing vaporiser control

2)

To protect the cargo tanks from being under pressurized the DF engines will at certain point be switched to FO mode. Forcing vaporiser will be started before fuel mode is changed to FO mode.

1. General Description Inter Cooler

The cargo tank pressure is controlled by calculating the NBO by means of the “tank pressure controller”, in principle realized with a PI controller. The PI controller working in a direct mode, meaning that if the tank pressure is higher than set point, the output will increase. When the PV is below the set point the controller output will be reduced.

GCU In-Line Mist Mix Seperator

Illustration 4.2.2a Pressure Table for Vapour Header Pressure

CG636

After Cooler CG407

M

Pressure Setting Table in LNGC Mode Vapour Header Pressure

CG406

CG551

LD Compressor No.1

Inter Cooler

Forcing Vaporiser

The Gas Management System will try to keep the cargo tank pressure within normal operation limits. It also includes safety function if tank pressure becomes outside of the normal operation limits. An optimal operation function is included. The system allows flexible selections on NBO/FBO, fuel mix/gas only modes, and GCU/DFE mode of compressors.

Under Pressurizing

DFE 1-2 CG405

After Cooler

350 mbar Safety Relief Vent Open (by Safety Valve) DFE 3-4

CG415

M 330 mbar Vent Valve Open (by IAS)

LD Compressor No.2

CG001

320 mbar Safety Relief Vent Close (by Safety Valve) 310 mbar Vent Valve Close (by IAS)

The calculated NBO signal is used to calculate the DF engines gas loading. In program mode the electric propulsion load is calculated depending on tank pressure. The LD compressors are controlled to keep the fuel gas pressure for DF engines constant. The overpressure valve (return to cargo tank) is used by the GMS to protect the DF engine fuel gas supply plant from high pressures during huge load reductions. The forcing vaporiser is used to generate FBO. This may be used in case “gas only mode” is required, or in case operator wants to obtain more suitable gas loading for the DF engines. The GCU is used as a help to control the tank pressure if for some reason pressure should be above normal range. A final tank pressure control is to open the vent valve to mast. This control is also included within the GMS. 2. Main Tasks The main tasks for the Gas Management System are follows: 

Tank pressure control



Overall Fuel mode controls



Fuel supply control to DF engines according to demand

IMO No. 9636711 / 1st Draft (2013.09.30)

PAHH

Key

Cargo Tank 4

Cargo Tank 3

Cargo Tank 2

Cargo Tank 1

Vapor Line Cargo Line

300 mbar Close LNGInlet Control Valves of LNG&Forcing Vaporizers

290 mbar GCU Start (by IAS, Adjustableby Operator) SP for High Cargo Tank Press Controller

270 mbar Forcing Vaporiser StopRequest Alarm

1290 mbar A

The above shows the arrangement of the main equipment controlled by GMS.

4.2.2 Cargo Tank Pressure Control 220 mbar Tank Press Control SP (by IAS) Laden Mode

Normal Range

1. General Description

210 mbar GCU Tank Pressure Control SP

1)

Over Pressurizing 190 mbar GCU Stopby IAS (Adjustableby Operator)

To protect the cargo tanks from being over pressurized due to natural boil off, the gas has to be consumed by the DF engines, burned by the GCU or vented to atmosphere. The LD compressors will supply the natural boil-off gas to the DF engines and GCU as fuel gas to keep the vapour header pressure stable.

1063 mbar A

50 mbar GCU StopRequest Alarm (Manual) 40 mbar Forcing Vaporiser StartRequest Alarm

If the DF engines require less fuel gas than what is naturally boiling off, the vapour header pressure will increase. To prevent an increase in the pressure the GCU must be activated to burn the remaining NBO.

(Manual) / GCU Stop

30 mbar DFE Sequental Changeover to MDO Mode.

(Local) SlowInterval ( 5 min delay) + Low Alarm

20 mbar DFE Sequental Changeover to MDO Mode. (Local) Fast Interval ( 30 sec. Del ay)+ LowLow Alarm

0

5 mbar TPS1 -10 mbar Safety Valve Open (Local)

4-4

Part 4 Cargo System

•

•

FV auto start: Tank pressure is lower than SP of low cargo tank pressure controller. FV auto stop: Output of low cargo tank pressure is zero and tank pressure is higher than (SP of low cargo tank pressure controller +10 mbarg) Vent Valve (When Vent Mode is Selected) Open: Tank pressure is greater than (SP of high cargo tank pressure controller +10 mbarg) (laden/ballast)

PT PT xxx xxx

PT xxx

2. Telegraph Operation The tank pressure controller calculates the NBO which is the “recommended Gas Load” for the DF engines in gas mode. The recommended gas load will be shared symmetrically between the gas mode engines, the remaining load will be shared between FO engines. Minimum load reference for the engines in FO is limited to 15 %. If electrical load is reduced when FO engines are at minimum, the gas mode engines will reduce while the FO mode engines will remain at 15 % load i.e. tank pressure controller is bypassed (tank pressure increased). Maximum load reference for the FO mode engines is limited to 100 %. If load is increased when FO mode engines are at 100 %, the gas mode engines will be increase while the FO mode engines will remain at 100 % load i.e. tank pressure controller is bypassed (tank pressure decreased).

Op Sel Ballast

Op Sel Laden Abs Master PV (slow) PIC xxx

120mbar, Setpoint Ballast 70mbar, Setpoint Laden

SP

1083mbar, Setpoint Laden Abs

Out 0-10000kg/h Step value 200kg/h Recommended BOG Calc

Gas Heating Value Gas Mode Engine Efficiency

Recommended BOG (kW) Recomended gas Load is shared between engines in gas mode, limited to “Max load for gas engines” (90%). FO engines share the remaining load. In case FO engines are at 100% load, the remaining load is added to gas mode engines.

Close Laden: Tank pressure is less than SP of high cargo tank pressure controller.

In gas only mode all power is shared between gas engines.

The tank pressure controller is equipped with 3 different modes: 

Ballast gauge



Laden gauge (Controller is using the gauge pressure transmitter)



Laden absolute (Controller is using the absolute pressure transmitter)

Max Load for Gas Engines Total Power Consumtion

•

GCU auto stop: Output of high cargo tank pressure is zero and tank pressure is lower than (SP of GCU start set pressure -5 mbar, but adjustable)

Vapour HDR Press barA

DFE4 Connected DFE4 Gas mode

•

GCU auto start: GCU start set pressure is 5 mbar (default, but adjustable) below than cargo tank pressure high.

Vapour HDR Press barG

DFE3 Connected DFE3 Gas mode

•

LD compressor is always used to keep the Fuel Gas pressure constant for the DF engines or GCU. This means that tank pressure controller output is sent to PMS for load sharing control.

DFE2 Connected DFE2 Gas mode

Note:

Cargo Operating Manual

DFE1 Connected DFE1 Gas mode

CORCOVADO LNG

DFE1 load SP

In ballast voyage the controller compares the vapour header pressure in mbar with the operator set point.

DFE2 load SP

DFE3 load SP

DFE4 load SP

3. Tank Pressure Control Mode In laden voyage the operator can select between absolute sensor or gauge sensor. The controller compares the measured pressure and set point and calculates the output.

IMO No. 9636711 / 1st Draft (2013.09.30)

In Tank Pressure Control Mode vessel speed can be adjusted by a corrective signal. This selection is only available in Gas Only mode.

4-5

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Gas Only Mode

4.2.3 Operation Modes

The vessel speed will be adjusted in order to keep electrical load in accordance with the “recommended gas load”. This function can be selected/deselected from the bridge console.

The considered modes are follows:

The function will be deactivated when the set point for the Telegraph is changed.

Fuel Mix NBO

SP

   

Tank Press Controller Recommended BOG

Variable 5.4 bar

PIC PIC

Gas Only, NBO + FBO Gas Only, NBO Fuel Mix, NBO Fuel Mix, NBO + FBO

Inter Cooler

XXX XXX Out

F ee

dF

wd

DFE Efficiency

Recommended DG Loadn (Kw) Calc Calc Gas Firing DFE Actual Load (Kw)

Heat Value

PMS Loadsharing Logic

PV

In-Line Mist Mix Seperator

PT

After Cooler

XXX

Govemor Control

M

Gas Mode Eng Nominal Power

TrcSe

PID XXX Out

Cargo Tank 3

Cargo Tank 2

CG406

Vapor Line Cargo Line

Cargo Tank 1

MDO / HFO Mode

&

MGE 3 Fuel Gas Mode

&

CG001

Key

Cargo Tank 4

MGE 4 Fuel Gas Mode

PV Gas Only Mode Program Mode Select From EPS

LD Compressor No.2

MDO/HFO mode means that no engines are using gas mode. In addition MDO mode will be the result in case of a gas supply trip.

MGE 2 Fuel Gas Mode

DB +/-200kW

Logic

XXX

M

MGE 1 Fuel Gas Mode -

PIC Recycle Valve

After Cooler

1. MDO/HFO

Lo Sel

Tank Pressure Control Available to EPS

Inter Cooler

CG551

Recomended Gas Load(kW)

Gas Mode Engines Actual Load

In addition to these overall operational modes the use of GCU and Venting will affect the operation within each mode.

DFE

LD Compressor No.1

SP

0

Lim H Lim L

Max Power Correction Min Power Correction

Step value 25 kW 0

2. Fuel Mix In this configuration at least one engine is supplied with fuel gas and at least one engine is supplied with fuel oil. Then the number of engines on each fuel can be selected or be based on predefined modes.

NOTE Heating value of the Gas and efficiency is manually input from the operator.

MGE 1 Gas Mode MGE 2 Gas Mode MGE 3 Gas Mode

Logic

kW kW Corrective Signal for EPS 1 & EPS 2

OR

MGE 4 Gas Mode &

MGE 1 MDO/HFO Mode MGE 2 MDO/HFO Mode

The basic configuration for mixed arrangement the NBO will be consumed by the engine(s) on fuel gas. The tank pressure controller will give a set point and this value will be converted to a kW demand signal based on composition (heating value) and efficiency, for the PMS. The LD compressor will operate in discharge pressure control de-coupled from the tank pressure controller. The feed forward function from the engine load should still apply since the engines are operating in speed droop and a big load change will change the load on all engines (independent of fuel mode).

Fuel Mix Mode

All remaining engine(s) will operate on fuel oil (MDO or HFO) and consume all load variations in the power system. NOTE The GCU is not shown in the figure, but the GCU control may be activated in case of tank pressure high.

OR

MGE 3 MDO/HFO Mode MGE 4 MDO/HFO Mode

IMO No. 9636711 / 1st Draft (2013.09.30)

4-6

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Fuel Mix NBO+FBO Variable 5.4 bar

Tank Press PV SP

PIC

Wanted DG Load in %

Calc Calc

Recommended DG Load (kW)

PMS Loadsharing Logic

DFE Actual Load (kW)

SP

XXX

PIC PIC

Out

Inter Cooler

SP PV

3. Gas Only

XXX XXX Out

Gas only means that all connected DFE’s are running on gas supply.

Feed Fwd PV

MGE 1 Gas Mode

FIC XXX

OR

MGE 1 CB Connected

Out

In-Line Mist Mix Seperator

PT

After Cooler

XXX

Govemor Control

M CG406

LD Compressor No.1

CG551

Forcing Vaporiser

Inter Cooler

DFE PIC

Logic

XXX

OR

Recycle Valve

After Cooler

&

MGE 3 Gas Mode

M

Gas Only Mode

OR

MGE 3 CB Connected

LD Compressor No.2

Decreasing tank pressure will finally lead to tank protection controller activation. At this point GMS sends a signal to the PMS to change one of the engines to MDO mode.

MGE 2 Gas Mode MGE 2 CB Connected

DFE in gas only mode supplied by the LD compressor should normally be used together with tank pressure control Mode and telegraph mode. Because LD compressor is controlling DFE fuel gas pressure and the electrical load cannot be transferred to/from FO engines. The only way to control cargo tank pressure is then to control the PM speed.

CG001

Increasing tank pressure will at certain point lead to GCU start or opening of vent valve. NBO – Speed Control (Cruise Control)

MGE 4 Gas Mode Key

Cargo Tank 2

Cargo Tank 1

Vapor Line Cargo Line

In this configuration the LD compressor will control the fuel gas (FG) pressure at constant value while the forcing vaporiser (FV) will produce the difference between DFE FG consumption and the NBO. A set point for wanted DFE loading in % of gas mode engines nominal power can selected by the operator. The Gas mode engines will be load at this value if the electrical load allows.

Cruise Control Mode Select from Propulsion Cargo Tank Press

Variable 5.4 bar

>30 Calc mbar

Mix Fuel Order DFE Actual Load (kW)

PIC PIC

XXX XXX

Inter Cooler

d Fee

F wd

PMS Loadsharing Logic

Calc Calc

DFE Efficiency

1013 mbar, Normal Atmospheric Pressure

Op Sel Laden Abs PV

Gas Only Mode

SP

&

TreSel

PID XXX

PV>SP

Out

Lim H Lim L

0

Max Power Correction Min Power Correction

Heat Value

PV

Out

Step Valuve 100kW In-Line Mist Mix Seperator

PT

After Cooler

XXX

Govemor Control

M Inter Cooler

DFE

LD Compressor No.1

PIC

Logic

XXX

Kw/ %

Calc

Recycle Valve

After Cooler

M

Corrective Signal for Proulsion Motor

LD Compressor No.2

CG001

Key

IMO No. 9636711 / 1st Draft (2013.09.30)

PT XXX

Cruise Control Mode Available to Propulsion

NBO

In case the total power demand is very low and the engines operating in gas mode is getting near the limit where they will switch to fuel oil, the engines in MDO(HFO) mode should be stopped (if not already). If this is not sufficient one (by one) engine on gas has to be stopped. In this situation the NBO will be higher than the power demand. The tank pressure will increase and the GCU may have to be operated to maintain the tank pressure. NOTE The GCU is not shown in the figure, but the GCU control may be activated in case of tank pressure high.

PT XXX

-

SP

If the power demand decreases to below minimum load for the engines in MDO (or HFO) mode, engines in MDO (or HFO) mode should be stopped. The load on the engines in gas mode will also be decreased if this is not sufficient.

Vapour Hdr Press barA

OR

CG406

Cargo Tank 3

CG551

Cargo Tank 4

Vapour Hdr Press barG

OR

MGE 4 CB Connected

Cargo Tank 4

Cargo Tank 3

Cargo Tank 2

Cargo Tank 1

4-7

Vapor Line Cargo Line

Since the tank pressure cannot be controlled in NBO mode, an interface to the propulsion control is added in order to adjust the propulsion speed. The speed is adjusted according to the tank pressure. In case of a high tank pressure the speed is increased, and if the tank pressure is low the speed is decreased. This function is taken care of by a separate speed adjustment controller. This controller looking at the tank pressure a gives recommended Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG kW signal. The output of this controller is a kW signal. This controller is working as a deviation controller. If the recommended kW load is equal to the actual kW load on the engines the control output is zero. If the tank pressure is increasing, the main tank pressure controller will increase the recommended load. In order to meet the recommended load a positive speed offset signal is given to the propulsion system and this will increase the actual load on the engines. In case of a low tank pressure a negative speed offset signal will be given to the propulsion system.

For very low consumption over a longer period the tank pressure will increase and the GCU has to be started (or venting). The GCU will in this case be used to control the tank pressure, with an initial set-point slightly higher than the normal tank pressure controller. If GCU is started the FV will be stopped automatically Variable 5.4 bar

Tank Press PV SP

PIC

PIC PIC

Out

Inter Cooler

SP

In order to enable this speed control the propulsion system must be set in a mode to accept this speed offset signal (Power mode).

Recommended DG Load (kW)

Calc Calc

PMS Loadsharing Logic

DFE Actual Load (kW)

SP

XXX

PV

Wanted DG Load in %

XXX XXX Out

GCU Mode Auto GCU Start Limit (290 mbar)

a

Vapour Header Pressure

b

a

PV

XXX

a 1.92 Wait 30 Min Le vel > 1.92 Wait 30 Min Le vel < 1.92 Level Valve in Auto

No

Yes Valve Pos. > 5% within Time Lim it

Open Discha rge Valve = 22% CLn01/2

No

First Pump in Tank? First Pump in Tank?

No Yes

Yes Valve Pos. > 95% within Time Lim it

Open Ca rgo TK Filling Valve = 100% CLn00

No

Hold/Chime Operator Input to CONTINUE

No

Yes

Yes Give Power Available to SWB D. Feedback Pump Running

Start Selected Pump

Valve Pos. > 95% within Time Lim it

No

Valve Pos. < 5% Within Time Lim it

Close Ca rgo TK Filling Valve = 0% CLn00

4 - 16

No

Yes

End

IMO No. 9636711 / 1st Draft (2013.09.30)

No

Yes

Yes Release Cont roller for Discha rge Valve.

Open Ca rgo TK Liquid ISO V/V CLn10

Stop Sequence

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 2) Stop One Cargo Pump

3) Start Two Cargo Pumps

For each pump there is an operator defined stop level. When tank level is lower than target level the pump is automatically stopped. The pump discharge valve is closed when pump is stopped. Tank liquid isolating valve is closed at the time all corresponding pumps are stopped.

For starting both cargo pumps in the same cargo tank the following sequence will be performed. This start sequence is often called “4 step” start sequence. Four (4) Step Start Sequence

Eight (8) Step Stop Sequence Stop One Cargo Pump

Start

Stop Button in view OR By Unloading Target Level

Condition For Next Step

Close Cargo Tk. No Discharge Valve = 15% CLn01/2

Alarm Sequence Abnormal

Valve Pos. < 5% within Time Limit

Stop Pump

Trip Cargo Pump

No Feedback Pump Running

Valve Pos. > 5% within Time Limit

Open Discharge Valve = 22% CLn01

Last Pump in CT To Stop

Terminate Sequence

No

Release Controller No

Yes Valve Pos. > 95% within Time Limit

No

Open Cargo TK Filling Valve = 100% CLn00

Feedback Pump Running No

Open Cargo Tk. Filling Valve = 100% CLn00

Controller in Man. Release Controller

Alarm Sequence Abnormal

Start Cargo Pump STBD

Hold/Chime Operator Input to Continue

No Give “Power Available” to SWBD. for Pump 1

Yes

Yes Close Cargo Tk. Liquid ISO V/V CLn10 Yes

Valve Pos. > 5% within Time Limit

Open Discharge Valve = 22% CLn02

Start Cargo Pump PORT Yes

No

Yes Close Discharge Valve = 5% CLn01/2

Valve Pos. < 5% Within Time Limit

- Sequence running - Pump STBD running - Pump PORT running - Start pump STBD button - Start pump PORT button - Waiting time or Level low STBD - Waiting time or Level low PORT - Valve in Auto

Yes

Yes Feedback Pump Stopped

Close Cargo TK Liquid ISO V/V CLn10

Start Button in view OR By Unloading Sequence

Start Permissive

Controllers in Auto Force Controllers

Controller in Auto Force Controller

Valve Pos. < 17% Within Time Limit

4 Step Start Cargo Pump

Start

No

Valve Pos. > 95% within Time Limit

Yes

No

Yes

Release Controller Valve Pos. < 5% within Time Limit

Terminate Sequence

Close Cargo Tk Filling Valve = 0% CLn00

No

Yes

Hold/Chime Operator Input to Continue Yes

Open Cargo TK Liquid ISO V/V CLn10

Give “Power Available” to SWBD. for Pump 2

End

Stop Sequence

End

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 17

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 4) Stop Two Cargo Pumps

10. Cargo Pump Safety System To protect the Cargo Pumps and the Cargo Tanks, the pumps will be shut down

Stop Two (2) Cargo Pumps

and a stop sequence activated if any of the shutdown signals are activated. In Stop Two Cargo Pumps

Start

the table below, the shutdown conditions are listed.

Stop Button in view OR By Unloading Target Level

Description Manual Emergency Stop

Force Controller

Overload

Valve Pos. < 17% Within Time Limit

Close Cargo Tk. Discharge Valve = 15% CLn01

No

Alarm Sequence Abnormal

Low Current

Yes

Cargo Tank Protection System Activating

Stop Cargo Pump Stbd

Trip Cargo Pump

Emergency Shutdown System Activating

Motor VCB trip by protection Force Controller

Valve Pos. < 17% Within Time Limit

Close Cargo Tk. Discharge Valve = 15% CLn02

Terminate Sequence

No

Alarm Sequence Abnormal

Valve Pos. < 5% Within Time Limit

Close Cargo Tk. Liquid ISO V/V CLn10

Motor Vacuum Circuit Breaker Trip and blocked No

Alarm Sequence Abnormal

Yes

Stop Cargo Pump Port

Close Cargo Tk. Discharge Valve = 5% CLn01

Trip Cargo Pump

Valve Pos. < 95% Within Time Limit

Yes

CP003.13, CP004.13 CP001.14, CP002.14, CP003.14, CP004.14 CP001.17, CP002.17, CP003.17, CP004.17 CP001.17, CP002.17, CP003.17, CP004.17 CP001.18, CP002.18, CP003.18, CP004.18 CP001.22, CP002.22, CP003.22, CP004.22

Motor Preferential Trip 3 Cargo Pumps Port

CSBD

Motor Insulation Low (On Line) Terminate Sequence

Motor VC Trip and Blocked Terminate Sequence

CP001.13, CP002.13,

CSBD

Motor Insulation Low (Off Line, Start Blocking)

Check Valve Pos.

Cargo Tank Level Low Trip

Yes

Close Cargo Tk. Discharge Valve = 5% CLn02

No

Local

Motor Preferential Trip 2 Cargo Pumps Stbd

Yes Open Cargo Tk. Filling Valve = 100% CLn00

Instrument No.

CP001.33, CP002.33, CP003.33, CP004.33 CP001.34, CP002.34, CP003.34, CP004.34 CP001.22, CP002.22, CP003.22, CP004.22 CP001.35, CP002.35, CP003.35, CP004.35

Controllers In Man. Release Controllers Yes

End

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 18

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 11. Start Prevention of Cargo Pump

12. Block Restart of Cargo Pump

The following conditions will prevent a remote start of the cargo pump.

The following re-starting restrictions from maker are implemented in IAS.

Cargo Pump Confirmed Running

NOT

Discha rge Valve > 5% and < 25% Filling Valve >95% Liquid ISO Valve > 95%

Cargo Tank Liquid Level from Tank Bottom >1.87 + △Lm (1.78 + 0.09 + △L = 18.7 + △Lm :Subject to Tripod Shrinkage △Lm

AND

OR

Cargo Tank Valve > 0.762 m

AND

NOT

OR

Start Block to SWBD

AND

Cargo Pump Restart Logic

Description Low level alarm

Set value 0.762 m

TAG

Remark Uncompensated

Pump Available

Pump Available Yes

Cargo Tank Liquid Level from Tank Bottom 0.69 + △Lm (1.78/0.6 + 0.09 + △L = 18.7/0.69 + △Lm :Subject to Tripod Shrinkage △Lm

Whenever More than 5 Hours Have Passed After Last Stopping

1 Start Allowd

1 Start Allowd

Running < 5 min.

Running < 30 min.

level

Discharge valve > 5 % and < 25 %, and Filling or Liquid ISO. valve > 95 %

Running < 30 min. 1 Start Allowd

Running < 5 min.

No

No

Yes

Wait 30 min. After Stopping

Yes

Wait 30 min. After Stopping

1 Start Allowd

Yes

Wait 15 min. After Stopping Running < 30 min.

No

Yes

Wait 30 min. After Stopping

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 19

Part 4 Cargo System

CORCOVADO LNG

Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 20

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.3.2a Stripping/Spray Pump

Discharge

230

32

+3.2 0

169

Upper Ball Bearing Terminal Box

823

Stator Core Rotor Core

Lower Ball Bearing

140

Min. Liquid Level for Start Up

NPSH Datum Line (Inducer Inlet)

403

Balance Seat Impeller Inducer Stop Level

40

30 Suction Φ320

27.5±2.5

Tank Bottom

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 21

* Unit : mm

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 4.3.2 Stripping/Spray Pumps

2. General Description

1. Specification Pump Maker:

Shinko Ind. Ltd.

Pump model:

SM65

Capacity rated flow:

60 m3/h

Number of sets:

4 (1 set per cargo tank)

Total head:

140 m

Design temperature:

-163°C

Design pressure:

10 bar

Liquid spec. gravity:

0.5

Shaft power :

24.9 kW

Efficiency:

The pumps are in principle similar to the main cargo pumps and a similar operating procedure should be used. The spray pumps are intended for the cooldown of cargo tanks before loading after a ballast voyage.

46 %

Direction of rotation:

Clockwise viewed from motor

Discharge flange:

ANSI 150 LB– 80A FF



Minimum starting level:

0.14 m + 0.0275m + pump tower

To cool the cargo tank during ballast voyages prior to arrival at the loading terminal by discharging LNG to the spray rails in the tanks

shrinkage (from tank bottom) 0.030m + 0.0275m + pump tower shrinkage (from tank bottom)

0.4 / 0.2 m 0.2 / 0.1 m

Minimum flow: Rate flow: Maximum flow :

24 m3/h 60 m3/h 72 m3/h



3. Preparation for Operation (Starting Condition) 1) The overall insulation resistance should be more than 1 ΜΩ. 

Vertical submerged Induction

Rated output:

30 kW

Synchronous speed:

3600 rpm

Electric power source:

AC 440V / 60Hz

Rated current:

60 A

Starting current:

380 A

Insulation class:

Class F

Min. starting voltage:

80 %

Min. resistance starting:

value

for

1 MΩ

IMO No. 9636711 / 1st Draft (2013.09.30)

To enable the tanks to be stripped

For the stripping, the stripping/spray pump should be started early enough to avoid possible starting problems due to very low liquid levels

Motor Type:



3-phase

 



After turning off the power switch provided in the starter, insulation resistance between the power cable terminal in the starter and the grounding should be measured and recorded, using a 500 V megger. If the measurements are less than 1 ΜΩ, the motor coil may be damaged, so do not start the motor. The insulation resistance which has been once dropped lower than the requirement may recover by leaving the motor coil for a long time. Therefore, the insulation resistance of the motor coil should be measured again before unloading without fail. The insulation resistance value of 1 ΜΩ is the minimum value for starting the motor. The proper insulation value is more than 50 ΜΩ, so it is recommendable to trace the cause of deterioration of insulation resistance and carry out the countermeasures after the pump operation when the

4 - 22

Approx. 0.14 metre or higher from the bottom end of suction strainer.

3) Pump and motor to be cooled sufficiently.

The instances when these pumps can be used: To cool down of the liquid header prior to discharging.

NPSHR / Pump down level: At rated flow: At minimum flow:

2) The liquid level in the cargo tank should be higher than the following in any case:

The pumps are started and stopped from the CCR via the IAS. In an emergency, all pumps will be stopped by activation of the Emergency Shutdown System (ESDS) trip.



Stop level:



A stripping/spray pump is installed in each cargo tank for cooling, stripping tanks and forced vaporisation of LNG. It is rated at 60 m3/h and at 140 m head of LNG.

measured value is below that minimum value. In case the insulation resistance has lowered too much comparing value measured at last running, it is recommendable to trace the cause of deterioration of insulation resistance and carry out the countermeasures after the pump operation.

At least one and half (1.5) hours must be passed after the pump was submerged in LNG. (Never operate the pump within one and half (1.5) hours.) CAUTION 1) It is necessary to cool down each part of the pump and motor sufficiently before pump operation. In case the pump is operated at the condition of insufficiently cooling down, there is a possibility that the contact if the parts of fine clearance or damage to the bearing may happen. 2)

The speed of cooling down must be less than 50 ˚C/h until the temperature of cargo tank inside becomes lower than -130 ˚C. After the pump temperature reached -130 ˚C, there is no limitation for the cooling speed. In case the cooling down is too fast, the each part will shrink irregularly, resulting in damage of the parts and ball bearing due to the partial excessive heat strength. 4) The pump discharge valve should have a slight opening. In order to reduce the water hammer at start-up the discharge valve opening should be set at about 15~25 %. However, this valve opening should be modified as required to reflect actual operating conditions in order to make water hammer as small as possible.

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.3.2b Characteristic Curve of Stripping/Spray Pumps

Characteristic Curve of Total Head H (m)

Pump Efficiency E (%)

Shaft Horse Power P (kW)

(Height from inducer inlet)

NPSHR Hs (m) Pump Down Hd (m)

Stripping/Spray Pump

190

H

170 150 50 130 40 110

E

30 20 10 30

1.0

20

0.5

10

0

P Hs

0

Hd 0

20

10

30

40

50

60

70

Capacity Q (m3/h)

Pump Capacity Total Head Liquid Name Temperature Specific Gravity Minimum Flow

IMO No. 9636711 / 1st Draft (2013.09.30)

Motor : : : : : :

60 m3/h 140 m LNG -163℃ 0.5 24 m3/h

Output Synchronous Speed Electric Source

4 - 23

: 30 kW : 3600 rpm : AC 440 V, 60 Hz

Part 4 Cargo System

CORCOVADO LNG 4. Start

Cargo Operating Manual b) For starting after stopping continuous running

1) Confirm that all the preparatory conditions described above are met. 2) Depress the start button to start the motor.  

 

Cavitation operation must not be carried out. Do not restart the pump if low current trip has been activated in the low liquid level lower than the minimum starting liquid level. The pump must not be operated during purging, gas switching or the like. The pump must not be operated with the discharge valve fully shut.

CAUTION 1) In order not to activate the low current trip & high current trip device during pump starting, the delay timer must be installed separately for start-up and continuous running. 2) If the discharge pressure does not rise to the required value (approx. 4 barG) or greater within approx. 10 seconds after the start in direct on line starting, stop the motor immediately and examine possible causes. 3) The excessively low discharge pressure means that the pump may be rotating in the reverse direction. In that case, the two of three phases should be changed each other. 3) Starting the motor should be carried out only one time whenever possible. In the case of unavoidable restart, the frequency of starting should be, according to the liquid level in the tank, as follows: (Following height is applied under the condition that ship is stable condition.) For 0.61 meters or more from the bottom end of suction strainer

For 0.14~0.61 meters from the bottom end of suction strainer

a) For starting at the time of the first unloading The motor may be started and stopped by inching continuously twice. The third starting should be carried out after more than 15 minutes have passed after the second stopping.

The second starting should be carried out after more than 30 minutes have passed after the first stopping.

IMO No. 9636711 / 1st Draft (2013.09.30)

If the motor is stopped after operating for more than 30 minutes, the motor can be restarted immediately. However, if the motor is stopped after operating for less than 30 minutes, the following starting should be carried out after more than 30 minutes have passed. If the pump does not start without any problems in 3 seconds after pushing the start switch, the starting should be carried out after the problem has been rectified and more than 30 minutes have passed. The operation other than inching should be regarded as “Continuous Running.” Inching means that the operating time is less than 5 minutes. The motor will be reverted to the cold state after 5 hours have passed after motor stop.

NOTE Level 0.61 m is the level that the upper ball bearing is submerged in LNG CAUTION 1) Since the shock working upon the bearing at the time of starting decreases the service life of the bearing, attention must be paid so that the frequency of starting may be minimum whenever possible. 2) Each time the motor is started, the temperature of the motor rises due to generation of heat. If the temperature of the motor is high at the time of starting, gas occurs in the motor, so that there is a fear of the bearing being damaged or the coil being burnt. Therefore, the starting frequency of the motor should be minimum whenever possible. 3) The temperature of the motor which has been subjected to continuous running and restrained running (impossible start) is high, it is necessary to set the cooling time of the motor until the next starting as described above.

CAUTION The bearing may be damaged by cavitation, vibration, excessive thrust, or the like, at the excessive large range (higher than max. flow rate) and at the excessive small range (lower than min. flow rate). Therefore, long running at any of other ranges than the above flow range must be avoided. At the time of starting, carry out discharge valve slight opening operation as short as possib1e, and after the completion of starting (stable discharge pressure and current), open the discharge valve immediately and increase the discharge amount to approximately rated flow rate. 3) When the liquid level in the cargo tank has become considerably low, the operator should operate the pump while monitoring the discharge pressure and electric current. When the discharge pressure or electric current becomes unstable and begins to fluctuate or lower, it means that cavitation has generated or the pump is being operated in a gas inc1usion condition. To prevent such states, the operator shall close down the discharge valve gradually to decrease discharge flow until the discharge pressure and electric current have become stable or have increased. Each time the discharge pressure and electric current fluctuate or lower, repeat throttling the discharge valve. 4) For the pump which has started once, carry out discharge valve operation carefully so as to carry out continuous running without stopping all the way until the completion of stripping. (During stripping operation, repeat discharge valve throttling operation mentioned in the above section 3) well, and take great care not to occur automatic pump stopping by low current trip of the motor due to large decrease in discharge pressure and electric current.)

5. Running 1) When discharge pressure and electric current are stable after starting, therefore, the discharge valve should be opened little by little immediately, and unloading operation should be carried out as close to the rated discharge flow as possible. 2) Even when running in a close condition to the rated flow is difficult, the flow rate should be always within the following range: 4 - 24

5) When the residual liquid in the cargo tank becomes extremely low even if discharge valve operation as described above is repeated, it becomes impossible to prevent large decrease of discharge pressure due to cavitation or gas inclusion. In such a case, unloading by the pump is impossible, so the pump should be stopped by hand immediately. When the liquid level in the tank has reached a prescribed minimum level, the pump should be also stopped by hand. Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 6) Do not operate the pump with the discharge valve fully closed. c)

d)

Be careful that the discharge valve may be fully closed immediately before the completion of stripping. If the pump is operated with its discharge valve almost fully closed or approximately fully closed, the liquid in the pump and motor may be heated and gasified. This may result in seizure of bearings, rotating and stationary parts, damage to the motor coil or some other accidents. It may generate excessive thrust, which may also lead to damage to the bearings. It should be noted that these accidents may not occur during the operation with the discharge valve fully closed immediately, however they become potential causes for accidents during subsequent operation.

Therefore, take a measure for not generating idle rotation due to gas which passes through the pump. 8. Stripping/Spray Pump Load and Pressure Control There is one (1) submerged electrical driven strip/spray pump located in each of the four (4) cargo tanks. Stripping/Spray pumps can be started and stopped manually or remotely from IAS.

The load on the pump is controlled by operation of the stripping/spray pump discharge valve. If discharge valve is greatly opened, flow increases and the load of pump increases and current of pump increases. To maintain constant pressure in the stripping header, there is a pressure controller for the stripping return valve in the IAS.

Each stripping/spray pump is controlled by one PID controller for load control in the IAS.

IAS

Position

Position

Open

Open

Close

Close

IAS

00.0 mbar

3) High current trip If current value exceeds beyond ?? A, the motor stops automatically by high current trip. (Time setting point ............................................. 0 sec.)

Load % =

Error

Current x 100 Rated Current = 60 A

ProMeas

00.0 A

Operator : Auto/Manual

Meas 1

Pressure Controller

Operator : Auto/Manual

Meas 1

Load Controller Error

2) Low current trip If current value becomes less than ?? A (to be confirmed after shop test), the motor should be stopped automatically or manually. (Time setting point for auto stop ........................ 5 sec.)

Con Out

1) Ordinary stop Depress "Stop" button with the discharge valve slightly opened or closed condition to stop the motor. When closing the discharge valve, stop the motor immediately. In principle, the pump should be stopped manually when the liquid level lowered near to the bell mouth bottom end.

Con Out

6. Stop

ProMeas

7. Measures after Stop 1) To prevent mis-operation due to idle operation, be sure to turn OFF the power switch of the starter. 2) When a large amount of gas which passes through the pump and discharge piping in switching cargoes in the tank and other work even if the pump is stopped, the impeller serves as a windmill, and the pump shaft rotates. As a result, the bearing is under a dryoperation condition, which may cause some damages. IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 25

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG

2) Stripping/Spray Pump Stop

9. Stripping/Spray Pump Start/Stop Operation 1) Stripping/Spray Pump Start Before starting the sequence makes sure that the pumps and valves are in auto. Controllers will be set in auto during the sequence. Start Strip Pump

Start

Condition For Next Step

Stop Strip Pump

Start Button In View

Controllers In Auto Force Controllers

Close Discharge Valve = 7% CSn01 Yes

Stop Strip Pump Open Discharge Valve 10% CSn01

Error

Open Spray Return Valve = 100% CSn04

Close Discharge Valve = 0% CSn01 Error

Yes

Pump Running

Start Strip Pump

Release Load Controller Error

Force Pressure Controller Release Strip Pump Current Controller

Error

To avoid serious damages of the Stripping/Spray pumps and the cargo tanks, the pumps will be shut down if any of the shutdown signals are activated. In the table below, the shutdown conditions are listed. Description

Instrument No.

Cargo Tank Protection System Activated (TPS-1)

ESDS

Emergency Shutdown System Activating

ESDS

Motor Low Current

CSBD

Emergency Stop

Local

Motor Insulation Low (Start Blocking)

CSBD

Motor Abnormal

CSBD

Cargo Tank Level Low

Yes

The following conditions will give a stripping pump start block signal to the switchboard: Cargo Stripping Pump Confirmed Running Discha rge Valve > 5% and < 25%

AND

AND

Cargo Tank Valve > 0.168 m

Low level alarm

Release Pressure Controller

End

NOT

OR

AND

Start Block to SWBD

Cargo Stripping Pump Restart Logic

Description

Yes Stop Sequence

NOT

Return Valve > 95%

Open Strip Return Valve = 100% CSn00 Release Strip Line Pressure Controller

IAS

11. Start Block of Stripping/Spray Pump to SWBD

Yes

Yes

Valve Pos. > 95% Within Time Limit

Stop Button In View

Force Current Controller

Valve Pos. < 9% Within Time Limit

Valve Pos. > 7% Within Time Limit

10. Stripping/Spray Pump Safety System

Set value 0.168 m

TAG

Remark Uncompensated level

Discharge valve > 5 % and < 25 %, and Stripping return valve > 95 %

End

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 26

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 12. Block Restart of Stripping Pump The following re-starting restrictions from maker are implemented in IAS.

Cargo Tank Liquid Level from Tank Bottom > 0.64m (0.61 + 0.0275 = 0.6375m)

Pump Available

Pump Available Yes

Cargo Tank Liquid Level from Tank Bottom < 0.64m and > 0.17m (0.61/0.14 + 0.0275 = 0.6375/0.1675m)

Whenever More than 5 Hours Have Passed After Last Stopping

1 Start Allowd

1 Start Allowd

Running < 5 min.

Running < 30 min. Running < 30 min.

1 Start Allowd

Running < 5 min. Yes

No

No

Yes

Wait 30 min. After Stopping

Yes

Wait 30 min. After Stopping

1 Start Allowd

Wait 15 min. After Stopping Running < 30 min.

No

Yes

Wait 30 min. After Stopping

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 27

Part 4 Cargo System

CORCOVADO LNG

Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 28

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.3.3a Fuel Gas Pump

Discharge

230

* Unit : mm

32

+3.2 0

169

Upper Ball Bearing Terminal Box

823

BUCKET Stator Core Rotor Core

140

Min. Liquid Level for Start Up

Lower Ball Bearing

NPSH Datum Line (Inducer Inlet)

403

Balance Seat Impeller Inducer Stop Level

40

30

27.5±2.5

Suction Φ320

75.5

Tank Bottom

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 29

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 4.3.3 Fuel Gas Pump

2. General Description 1) A fuel gas pump is installed in No.3 and 4 tanks. This pump will supply LNG for fuel gas purposes to LNG, forcing vaporiser and In-Line Mixer. To avoid trapping of liquid the fuel gas main pressure control valve will be opened in case both fuel gas pumps are not running. Also the LNG returnvalves to tank from fuel gas main will be lined up to return to own tank and then released after sequence.

1. Specification Pump Maker:

Shinko Ind. Ltd.

Pump model:

SM50

Capacity rated flow:

12 m3/h

Number of sets:

2 (No.3 & 4 cargo tank only)

Total head:

142 m

Design temperature:

-163°C

Design pressure:

10 bar

Liquid spec. gravity:

0.5

Shaft power :

11.6 kW

Efficiency:

20 %

Direction of rotation:

Clockwise viewed from motor

Discharge flange:

ANSI 150 LB– 65A FF

Minimum starting level:

140mm + 75.5mm + pump tower shrinkage (from tank bottom)

Stop level

30mm + 75.5m + pump tower shrinkage (from tank bottom)

NPSHR / Pump down level: At rated flow: At minimum flow:

0.25 / 0.13 m 0.15 / 0.1 m

Minimum flow: Rate flow: Maximum flow :

4.8 m3/h 12 m3/h 14.4 m3/h

3. Preparation for Operation (Starting Condition) 1) The overall insulation resistance should be more than 1 ΜΩ. 

 



 Motor Type:

Vertical submerged Induction

Rated output:

15 kW

Synchronous speed:

3600 rpm

Electric power source:

AC 440 V / 60 Hz

Rated current:

31 A

Starting current:

225 A

Insulation class:

Class F

Min. starting voltage:

80 %

Min. resistance starting:

value

for

1 MΩ

3-phase

After turning off the power switch provided in the starter, insulation resistance between the power cable terminal in the starter and the grounding should be measured and recorded, using a DC 500 V megger. If the measurements are less than 1 ΜΩ, the motor coil may be damaged, so do not start the motor. The insulation resistance which has been once dropped lower than the requirement may recover by leaving the motor coil for a long time. Therefore, the insulation resistance of the motor coil should be measured again before unloading without fail. The insulation resistance value of 1 ΜΩ is the minimum value for starting the motor. The proper insulation value is more than 50 ΜΩ, so it is recommendable to trace the cause of deterioration of insulation resistance and carry out the countermeasures after the pump operation when the measured value is below that minimum value. In case the insulation resistance has lowered too much comparing value measured at last running, it is recommendable to trace the cause of deterioration of insulation resistance and carry out the countermeasures after the pump operation.

2)

CAUTION It is necessary to cool down each part of the pump and motor sufficiently before pump operation. In case the pump is operated at the condition of insufficiently cooling down, there is a possibility that the contact if the parts of fine clearance or damage to the bearing may happen. The speed of cooling down must be less than 50 ˚C/h until the temperature of cargo tank inside becomes lower than -130 ˚C. After the pump temperature reached -130 ˚C, there is no limitation for the cooling speed. In case the cooling down is too fast, the each part will shrink irregularly, resulting in damage of the parts and ball bearing due to the partial excessive heat strength.

4) The pump discharge valve should have a slight opening. In order to reduce the water hammer at start-up the discharge valve opening should be set at about 15~25 %. However, this valve opening should be modified as required to reflect actual operating conditions on order to make water hammer as small as possible.

2) The liquid level in the cargo tank should be higher than the following in any case: 

0.14 metre or higher from the bottom end of suction strainer

3) Pump and motor to be cooled sufficiently. At least one and half (1.5) hours must be passed after the pump was submerged in LNG (Never operate the pump within one and half (1.5) hours.)

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 30

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.3.3b Characteristic Curve of Fuel Gas Pumps

Characteristic Curve of

Total Head H (m)

Pump Efficiency E (%)

Shaft Horse Power P (kW)

(Height from inducer inlet)

NPSHR Hs (m) Pump Down Hd (m)

Fuel Gas Pump

H

160 150 140

30

E

20 10

1.0

15

0

P

10 0.5

5

Hs

0

Hd

0 0

10

20

Capacity Q (m3/h)

Pump Capacity Total Head Liquid Name Temperature Specific Gravity Minimum Flow

IMO No. 9636711 / 1st Draft (2013.09.30)

Motor : : : : : :

12 m3/h 142 m LNG -163 ℃ 0.5 4.8 m3/h

Output Synchronous Speed Electric Source

4 - 31

: 15 kW : 3600 rpm : AC 440 V, 60 Hz

Part 4 Cargo System

CORCOVADO LNG 4. Start

Cargo Operating Manual b) For starting after stopping continuous running

1) Confirm that all the preparatory conditions described above are met. 2) Depress the start button to start the motor.  

 

Cavitation operation must not be carried out. Do not restart the pump if low current trip has been activated in the low liquid level lower than the minimum starting liquid level. The pump must not be operated during purging, gas switching or the like. The pump must not be operated with the discharge valve fully shut.

CAUTION 1) In order not to activate the low current trip & high current trip device during pump starting, the delay timer must be installed separately for start-up and continuous running. 2) If the discharge pressure does not rise to the required value (approx. 4 barG) or greater within approx. 10 seconds after the start in direct on line starting, stop the motor immediately and examine possible causes. 3) The excessively low discharge pressure means that the pump may be rotating in the reverse direction. In that case, the two of three phases should be changed each other. 3) Starting the motor should be carried out only one time whenever possible. In the case of unavoidable restart, the frequency of starting should be, according to the liquid level in the tank, as follows: (Following height is applied under the condition that ship is stable condition.) For 0.61 meters or more from the bottom end of suction strainer

For 0.14~0.61 meters from the bottom end of suction strainer

a) For starting at the time of the first unloading The motor may be started and stopped by inching continuously twice. The third starting should be carried out after more than 15 minutes have passed after the second stopping.

The second starting should be carried out after more than 30 minutes have passed after the first stopping.

IMO No. 9636711 / 1st Draft (2013.09.30)

If the motor is stopped after operating for more than 30 minutes, the motor can be restarted immediately. However, if the motor is stopped after operating for less than 30 minutes, the following starting should be carried out after more than 30 minutes have passed. If the pump does not start without any problems in 3 seconds after pushing the start switch, the starting should be carried out after the problem has been rectified and more than 30 minutes have passed. The operation other than inching should be regarded as “Continuous Running.” Inching means that the operating time is less than 5 minutes. The motor will be reverted to the cold state after 5 hours have passed after motor stop.

NOTE Level 0.61 m is the level that the upper ball bearing is submerged in LNG CAUTION 1) Since the shock working upon the bearing at the time of starting decreases the service life of the bearing, attention must be paid so that the frequency of starting may be minimum whenever possible. 2) Each time the motor is started, the temperature of the motor rises due to generation of heat. If the temperature of the motor is high at the time of starting, gas occurs in the motor, so that there is a fear of the bearing being damaged or the coil being burnt. Therefore, the starting frequency of the motor should be minimum whenever possible. 3) The temperature of the motor which has been subjected to continuous running and restrained running (impossible start) is high, it is necessary to set the cooling time of the motor until the next starting as described above.

5. Running 1) When discharge pressure and electric current are stable after starting, therefore, the discharge valve should be opened little by little immediately, and unloading operation should be carried out as close to the rated discharge flow as possible.

CAUTION The bearing may be damaged by cavitation, vibration, excessive thrust, or the like, at the excessive large range (higher than max. flow rate) and at the excessive small range (lower than min. flow rate). Therefore, long running at any of other ranges than the above flow range must be avoided. At the time of starting, carry out discharge valve slight opening operation as short as possib1e, and after the completion of starting (stable discharge pressure and current), open the discharge valve immediately and increase the discharge amount to approximately rated flow rate. 3) When the liquid level in the cargo tank has become considerably low, the operator should operate the pump while monitoring the discharge pressure and electric current. When the discharge pressure or electric current becomes unstable and begins to fluctuate or lower, it means that cavitation has generated or the pump is being operated in a gas inc1usion condition. To prevent such states, the operator shall close down the discharge valve gradually to decrease discharge flow until the discharge pressure and electric current have become stable or have increased. Each time the discharge pressure and electric current fluctuate or lower, repeat throttling the discharge valve. 4) For the pump which has started once, carry out discharge valve operation carefully so as to carry out continuous running without stopping all the way until the completion of stripping. (During stripping operation, repeat discharge valve throttling operation mentioned in the above section 3) well, and take great care not to occur automatic pump stopping by low current trip of the motor due to large decrease in discharge pressure and electric current.) 5) When the residual liquid in the cargo tank becomes extremely low even if discharge valve operation as described above is repeated, it becomes impossible to prevent large decrease of discharge pressure due to cavitation or gas inclusion.

2) Even when running in a close condition to the rated flow is difficult, the flow rate should be always within the following range: 4 - 32

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG In such a case, unloading by the pump is impossible, so the pump should be stopped by hand immediately. When the liquid level in the tank has reached a prescribed minimum level, the pump should be also stopped by hand. 6) Do not operate the pump with the discharge valve fully closed. a)

Be careful that the discharge valve may be fully closed immediately before the completion of stripping.

b)

If the pump is operated with its discharge valve almost fully closed or approximately fully closed, the liquid in the pump

8. Fuel Gas Pump Load and Pressure Control

7. Measures after Stop 1) To prevent mis-operation due to idle operation, be sure to turn OFF the power switch of the starter. 2) When a large amount of gas which passes through the pump and discharge piping in switching cargoes in the tank and other work even if the pump is stopped, the impeller serves as a windmill, and the pump shaft rotates. As a result, the bearing is under a dryoperation condition, which may cause some damages. Therefore, take a measure for not generating idle rotation due to gas which passes through the pump.

Fuel Gas Pump is controlled by one PID controller for load control in IAS. Load on pump is controlled by operating Fuel Gas pump discharge valve. If discharge valve is greatly opened, flow increase and the load of pump increases and current of pump increases. To remain constant pressure on fuel gas header there is one pressure controller for the fuel gas return valve in IAS.

and motor may be heated and gasified. This may result in seizure of bearings, rotating and stationary parts, damage to the motor coil or some other accidents. It may

Illustration 4.3.3c Fuel Gas Pump Load and Pressure Control

generate excessive thrust, which may also lead to damage to the bearings.

IAS

Position

Position

immediately, however they become potential causes for

Open

Open

accidents during subsequent operation.

Close

Close

It should be noted that these accidents may not occur during

00.0 mbar

2) Low current trip If current value becomes less than 15.5 A (to be confirmed after shop test), the motor should be stopped automatically or manually. (Time setting point for auto stop ........................ 5 sec.)

Load% =

Current x 100 Rated Current = 60 A

ProMeas

00.0 A

Operator : Auto/Manual

Meas 1

Pressure Controller

Operator : Auto/Manual

Meas 1

Load Controller Error

1) Ordinary stop Depress "Stop" button with the discharge valve slightly opened or closed condition to stop the motor. When closing the discharge valve, stop the motor immediately. In principle, the pump should be stopped manually when the liquid level lowered near to the bell mouth bottom end.

Error

6. Stop

Con Out

with the discharge valve fully closed

Con Out

the operation

IAS

ProMeas

3) High current trip If current value exceeds beyond 27 A, the motor stops automatically by high current trip. (Time setting point ............................................. 0 sec.)

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 33

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG

2) Fuel Gas Pump Stop

9. Fuel Gas Pump Start/Stop Operation

10. Fuel Gas Pump Safety System

1) Fuel Gas Pump Start

Stop Fuel Gas Pump

Before starting the sequence, make sure that the pumps and valves are in auto. Controllers will be set in auto during the sequence. Start Fuel Gas Pump

Sequence StartInterlock - Cargo Tank Low Pressure - Shutdown Present - Cargo Tank Level Low Low

Controller in Auto & Track: Load, FG Hdr, FG Supply Line

To avoid serious damages of the fuel gas pumps and cargo tanks, the pumps will be shut down if any of the shutdown signals are activated. In the table below, the shutdown conditions are listed.

Force Load Controller

Fuel Gas Pump shutdown causes Type

Condition for Next Step Valve < 9% 9% Valve Pos. Pos.
7%

Open Fuel Gas Error Discharge Valve 10%

Valve Pos. < 3%

Valve Pos. > 95%

Valve Pos. > 95%

Valve Opened

Open Fuel Gas Hdr Return Valve 100%

Open Fuel Gas LNG Supply Line V/V 100%

Pump Running

Waiting 2 min

Release Load Controller, Left in Manual

Waiting 5 min

Release FG Hdr Controller

Release Fuel Gas Supply Line Controller

Transmitter

Cargo Tank Low Low Pressure

20 mbar

Transmitter

Cargo Tank High High Pressure

320 mbar

Transmitter

Mist Separator Level High High

Transmitter

Mist Separator Outlet Temperature Low Low

CSBD

Motor Insulation Low (Start Blocking)

CSBD

Motor Abnormal

CSBD

Motor Current Low

IAS

Cargo Tank Level Low Low

The following conditions will prevent remote start of the fuel gas pump:

Error

Force FG Supply Line, Pressure Controller

Close Drain Return V/V Error to Other Tank

Release Load Controller

Set Value

11. Fuel Gas Pump Start Prevention (Start Interlock)

Fuel Gas Pump start interlock Type

Description

Transmitter

Open Drain Return V/V Error to Own tank

Start Pump

Error

Error

Valve Pos. > 95% Valve Closed

Close FG Close Discharge Discharge Valve Valve = 9%

Description

- Own or Other Tank is TK3 or TK4. - Operator manual operation possible, but alarm given when both valves are closed or return to wrong tank.

Open CloOpcharge FG Supply Line Valve =valve 9% Control

Error

Cargo Tank Low Pressure

30 mbar

IAS

Cargo Tank Low Low Level (own tank)

0.168 m

IAS

Discharge Valve open > 5 %

12. Fuel Gas Pump Start Prevention to Switchboard

Release FG Supply Line Pressure Controller, Left in Manual

The following conditions will prevent start of the fuel gas pump from switchboard (local start):

Error

Force FG Hdr. Pressure Controller

Error

- Waiting for 5 min to stabilize FG Hdr pressure and allow cooldown for FG supply line. - FG Supply Line pressure setpoint should be lower than FG Hdr Setpoint, this will ensure that FG Hdr. Return valve closes when FG Supply Line Controller is released.

Fuel Gas Pump Start Prevention to Switchboard Type

Valve Pos. > 95%

Open CloOpcharge FG Hdr. Valve =valve 9% Control

Set Value

Error

Description

Set Value

Transmitter

Cargo Tank Low Pressure

30 mbar

IAS

Cargo Tank Low Low Level

0.168 m

IAS

Discharge Valve open > 5 %

Release FG Hdr. Pressure Controller, Left in Manual

End End

Stop Sequence

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 34

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 13. Block Restart of Fuel Gas Pump The following re-starting restrictions from maker are implemented in IAS.

Cargo Tank Liquid Level from Tank Bottom > 0.69m (0.61 + 0.0755 = 0.6855m)

Pump Available Yes

Cargo Tank Liquid Level from Tank Bottom < 0.69m and > 0.22m (0.61/0.14 + 0.0755 = 0.6855/0.2155m)

Pump Available Whenever More than 5 Hours Have Passed After Last Stopping

1 Start Allowd

1 Start Allowd

Running < 5 min.

Running < 30 min. Running < 30 min.

1 Start Allowd

Running < 5 min. Yes

No

No

Yes

Wait 30 min. After Stopping

Yes

Wait 30 min. After Stopping

1 Start Allowd

Wait 15 min. After Stopping Running < 30 min.

No

Yes

Wait 30 min. After Stopping

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 35

Part 4 Cargo System

CORCOVADO LNG

Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 36

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.3.4a Emergency Cargo Pump

Lifting Eye

4300 Min. Clearance Required for Pump Removal

On Deck Cable Cable Gland Junction Box

Column Cover

1,293 Hook Plate Set

On Deck Cable With Protection Tube

Column Liquid Dome Top

Working Level

2,820 x 9 Sets

*Remark: Total 10 sets of guide roller, hang plate and support rope are supplied for installation of Emergency Cargo Pump.

29,816.3

Guide Roller Hang Plate 1,688 Earth Cable

Support Rope

Power Cable

1,851 (NPSH Datum Line Inducer Inlet)

1,694

171 850

(Min. Liquid Level for Start-up)

375 87.5±17.5

Suction

Stop Level

Φ520

Tank Bottom Foot Valve

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 37

* Unit : mm

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 4.3.4 Emergency Cargo Pump

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

1. Specification Pump Maker:

Shinko Ind. Ltd.

Pump model:

SMR200

Capacity rated flow:

550 m3/h

Number of sets:

1

Total head:

150 m

Design temperature:

-163°C

Design pressure:

10 bar

Liquid spec. gravity:

0.5

Shaft power :

156 kW

Efficiency:

72 %

Direction of rotation:

Clockwise viewed from motor

Discharge flange:

ANSI 150 LB– 600A RF

Minimum starting level:

850 mm + 87.5 mm + pump tower 105 mm + 87.5 mm + pump tower

Should a failure of either one or both main cargo pumps in one tank require the use of the emergency pump, the emergency pump is lowered into the emergency pump well after the well has been purged with nitrogen.

After turning off the power switch provided in the starter, insulation resistance between the power cable terminal in the starter and the grounding should be measured and recorded, using a DC 500 V megger.



The weight of the emergency pump overcomes the compression of the springs to open the foot valve.

If the measurements are less than 1 ΜΩ, the motor coil may be damaged, so do not start the motor.



The insulation resistance which has been once dropped lower than the requirement may recover by leaving the motor coil for a long time. Therefore, the insulation resistance of the motor coil should be measured again before unloading without fail.



The insulation resistance value of 1 ΜΩ is the minimum value for starting the motor. The proper insulation value is more than 50 ΜΩ, so it is recommendable to trace the cause of deterioration of insulation resistance and carry out the countermeasures after the pump operation when the measured value is below that minimum value.



In case the insulation resistance has lowered too much comparing value measured at last running, it is recommendable to trace the cause of deterioration of insulation resistance and carry out the countermeasures after the pump operation.

NOTE Before undertaking this operation it is important to reduce the tank pressure to near atmospheric pressure, and to keep it at this level throughout the entire operation.

NPSHR / Pump down level: At rated flow: At minimum flow:

Electrical connections are made to the fixed junction box which is located adjacent to each pump well.

1.4 / 0.7 m (from datum line) 0.5 / 0.3 m (from datum line)

A dedicated starter is available with one circuit breaker which is placed in the cargo switchboard. This starter supplies all 4 fixed junction boxes.

Minimum flow: Rate flow: Maximum flow :

220 m3/h 550 m3/h 660 m3/h

All safety devices are transferred to the emergency pump when the circuit breaker is engaged, as they are the same for the main cargo pumps.

Motor Vertical submerged Induction

Rated output:

200 kW

Synchronous speed:

3600 rpm

Electric power source:

AC 440 V / 60 Hz

Rated current:

355 A

Starting current:

2500 A

Insulation class:

Class F

Min. starting voltage:

80 %

Min. resistance value for starting:

1 MΩ

IMO No. 9636711 / 1st Draft (2013.09.30)

The overall insulation resistance should be more than 1 ΜΩ. 

shrinkage (from tank bottom)

Type:

1)

A small flow of nitrogen should be maintained as the pump is being installed. (See section 7.5 Emergency Cargo Pump Installation)

shrinkage(from tank bottom)

Stop level

3. Preparation for Operation (Starting Condition)

3-phase

NOTE An insulation test of all pumps is to be carried out after leaving the loading port in order to establish that all pumps are operational and to allow time for the installation of the emergency cargo pump should it be necessary. The restart of pumps in normal operation is restricted depending on the liquid level above the submerged electric motor. Pumps may not be restarted when the tank liquid level is below 0.94 m. The motor should be started only once as far as possible. If it is necessary to restart unavoidably, restart the motor after more than 15 minutes has passed since motor stops.

2)

The liquid level in the cargo tank should be higher than the following: 

3)

0.85 metre or higher from the tank bottom end of foot valve.

The opening degree of the pump discharge valve is to be fully closed. In order to reduce the water hammer at start-up the discharge valve opening should be set at about 15~25 %. However, this valve opening should be modified as required to reflect actual operating conditions in order to make water hammer as small as possible.

4 - 38

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.3.4b Characteristic Curve of Emergency Cargo Pump

Characteristic Curve of Total Head H (m)

Pump Efficiency E (%)

Shaft Horse Power P (kW)

(Height from inducer inlet)

NPSHR Hs (m) Pump Down Hd (m)

Emergency Cargo Pump

190

H

170 150 130

E

80 110 60

5 200

40

4 150

20

3 100

0

2

50

1

0

P

Hs Hd

0 0

100

200

Pump Capacity Total Head Liquid Name Temperature Specific Gravity Minimum Flow

IMO No. 9636711 / 1st Draft (2013.09.30)

300

400

500

600

Motor : : : : : :

550 m3/h 150 m LNG -163℃ 0.5 220 m3/h

Output Synchronous Speed Electric Source

4 - 39

: 200 kW : 3600 rpm : AC 440 V, 60 Hz

Part 4 Cargo System

CORCOVADO LNG 4)

At least one and half (1.5) hours must be passed after the pump was submerged in LNG. (Never operate the pump within one and half (1.5) hours.)

CAUTION This cooling down time should be secured so that the pump and motor are to be cooled down to the same temperature with LNG approximately. If cooling down is not enough; it may cause bearing troubles and damages of parts having small running clearance between rotational element and stationery element. 4. Start 1)

2)

Confirm that all the preparatory conditions described above are met. Depress the start button to start the motor. 

Cavitation operation must not be carried out.



Do not restart the pump if low current stop has been activated in the low liquid level lower than the minimum starting liquid level.



The pump must not be operated under an idle condition (normal rotation, opposite rotation) during purging, gas switching or the like.

CAUTION 1) In order not to activate the low current trip & high current trip device during pump starting, the delay timer must be installed separately for start-up and continuous running. 2) If the discharge pressure does not rise to the required value (approx. 4 barG) or greater within approx. 10 seconds (full tank) to approx. 60 seconds (liquid level 2 m) after the start in direct on line starting, stop the motor immediately and examine possible causes. 3) The excessively low discharge pressure means that the pump may be rotating in the reverse direction. In that case, the two of three phases should be changed each other. 3)

Starting the motor should be carried out only one time whenever possible. In the case of unavoidable restart, the frequency of starting should be, according to the liquid level in the tank, as

IMO No. 9636711 / 1st Draft (2013.09.30)

Cargo Operating Manual follows: (Following height is applied under the condition that ship is stable condition.) For 1.6 meters or more from the bottom end of foot valve

5. Running 1)

When discharge pressure and electric current are stable after starting, therefore, the discharge valve should be opened little by little immediately, and unloading operation should be carried out as close to the rated discharge flow as possible.

2)

Even when running in a close condition to the rated flow is difficult, the flow rate should be always within the following range:

For 0.85~0.61 meters from the bottom end of foot valve

a) For starting at the time of the first unloading The motor may be started and stopped by inching continuously twice. The third starting should be carried out after more than 15 minutes have passed after the second stopping.

The second starting should be carried out after more than 30 minutes have passed after the first stopping.

b) For starting after stopping continuous running If the motor is stopped after operating for more than 30 minutes, the motor can be restarted immediately. However, if the motor is stopped after operating for less than 30 minutes, the following starting should be carried out after more than 30 minutes have passed. If the pump does not start without any problems in 3 seconds after pushing the start switch, the starting should be carried out after the problem has been rectified and more than 30 minutes have passed. The operation other than inching should be regarded as “Continuous Running.” Inching means that the operating time is less than 5 minutes. The motor will be reverted to the cold state after 5 hours have passed after motor stop.

CAUTION The bearing may be damaged by cavitation, vibration, excessive thrust, or the like, at the excessive large range (higher than max. flow rate) and at the excessive small range (lower than min. flow rate). Therefore, long running at any of other ranges than the above flow range must be avoided. At the time of starting, carry out discharge valve slight opening operation as short as possib1e, and after the completion of starting (stable discharge pressure and current), open the discharge valve immediately and increase the discharge amount to approximately rated flow rate. 3)

When the discharge pressure or electric current becomes unstable and begins to fluctuate or lower, it means that cavitation has generated or the pump is being operated in a gas inc1usion condition. To prevent such states, the operator shall close down the discharge valve gradually to decrease discharge flow until the discharge pressure and electric current have become stable or have increased.

NOTE Level 1.6 m is the level that the upper ball bearing is submerged in LNG CAUTION Each time the motor is started, the temperature of the motor rises due to generation of heat. If the temperature of the motor is high at the time of starting, gas occurs in the motor, so that there is a fear of the bearing being damaged or the coil being burnt. Therefore, the starting frequency of the motor should be minimum whenever possible. The temperature of the motor which has been subjected to continuous running and restrained running (impossible start) is high, it is necessary to set the cooling time of the motor until the next starting as described above.

4 - 40

When the liquid level in the cargo tank has become considerably low, the operator should operate the pump while monitoring the discharge pressure and electric current.

Each time the discharge pressure and electric current fluctuate or lower, repeat throttling the discharge valve. 4)

For the pump which has started once, carry out discharge valve operation carefully so as to carry out continuous running without stopping all the way until the completion of stripping. (During stripping operation, repeat discharge valve throttling operation mentioned in the above section 3) well, and take great care not to occur automatic pump stopping by low current trip of the motor due to large decrease in discharge pressure and electric current.) Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG

In such a case, unloading by the pump is impossible, so the pump should be stopped by hand immediately. When the liquid level in the tank has reached a prescribed minimum level, the pump should be also stopped by hand. Do not operate the pump with the discharge valve fully closed. a)

b)

Be careful that the discharge valve may be fully closed immediately before the completion of stripping. If the pump is operated with its discharge valve almost fully closed or approximately fully closed, the liquid in the pump and motor may be heated and gasified. This may result in seizure of bearings, rotating and stationary parts, damage to the motor coil or some other accidents. It may generate excessive thrust, which may also lead to damage to the bearings. It should be noted that these accidents may not occur during the operation with the discharge valve fully closed immediately, however they become potential causes for accidents during subsequent operation.

6. Stop 1)

2)

3)

1)

2)

To prevent mis-operation due to idle operation, be sure to turn OFF the power switch of the starter. When a large amount of gas which passes through the pump and discharge piping in switching cargoes in the tank and other work even if the pump is stopped, the impeller serves as a windmill, and the pump shaft rotates. As a result, the bearing is under a dryoperation condition, which may cause some damages. Therefore, take a measure for not generating idle rotation due to gas which passes through the pump

8. Emergency Cargo Pump Control There is one (1) Emergency Pump well for each tank, and one portable electrical driven Emergency Cargo Pump, which can be deployed in any of the four cargo tanks. Emergency cargo pump is controlled by one (1) PID controller for load control in IAS. Load on pump is controlled by operating emergency pump discharge valve. As the discharge valve open, the flow increases and the motor current increases the load on pump. There is one select button for each tank, on IAS mimic display indicating which tank the Emergency Pump is installed in.

Ordinary stop Depress "Stop" button with the discharge valve slightly opened or closed condition to stop the motor. When closing the discharge valve, stop the motor immediately. In principle, the pump should be stopped manually when the liquid level lowered near to the bell mouth bottom end.

Open

IMO No. 9636711 / 1st Draft (2013.09.30)

Instrument No.

Description Cargo Tank Protection System Activated (TPS-1)

ESDS

Emergency Shutdown System Activating

ESDS

Motor Low Current

CSBD

Emergency Stop

Local

Motor Insulation Low (Start Blocking)

CSBD

Motor Abnormal

CSBD

Cargo Tank Level Low

IAS

10. Start Prevention of Emergency Pump The following conditions will prevent local start of the Emergency Cargo Pump: Description Cargo tank Low level alarm Discharge valve position outside the 5~25 % range Liquid ISO valve open less than 95 %

Set value

TAG

1.01 m

Remark Uncompensated level

Load % =

4 - 41

NOT

AND

Liquid ISO Valve > 95%

Load Controller

ProMeas

Comment

9. Emergency Cargo Pump Safety System

Discharge Valve > 5% and < 25%

Close

00.0 A

Effect Controller forced to manual mode.

Emergency Cargo Pump Confirmed Running

Low current trip If current value becomes less than 170 A (to be confirmed after shop test), the motor should be stopped automatically or manually. (Time setting point for auto stop ........................ 5 sec.) High current trip If current value exceeds beyond 355 A, the motor stops automatically by high current trip. (Time setting point ............................................. 0 sec.)

Cause Load signal Error

IAS

Position

Con Out

6)

7. Measures after Stop

Operator : Auto /

Cargo Tank Valve > 1.010 m

AND

NOT

AND

Start Block To Swbd

Meas 1

When the residual liquid in the cargo tank becomes extremely low even if discharge valve operation as described above is repeated, it becomes impossible to prevent large decrease of discharge pressure due to cavitation or gas inclusion.

Error

5)

Current x 10 0 Rated Current = 355 A

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 11. Block Restart of Emergency Cargo Pump The following re-starting restrictions from maker are implemented in IAS. Cargo Tank Liquid Level from Tank Bottom >1.69 + △Lm (1.69 + 0.0875 + △L = 1.5375 + △Lm :Subject to Tripod Shrinkage △Lm

Pump Available

Pump Available Yes

Cargo Tank Liquid Level from Tank Bottom 0.94 + △Lm (1.69/0.85 + 0.0875 + △L = 1.5375/0.9375 + △Lm :Subject to Tripod Shrinkage △Lm

Whenever More than 5 Hours Have Passed After Last Stopping

1 Start Allowd

1 Start Allowd

Running < 5 min.

Running < 30 min. Running < 30 min.

1 Start Allowd

Running < 5 min. Yes

No

No

Yes

Wait 30 min. After Stopping

Yes

Wait 30 min. After Stopping

1 Start Allowd

Wait 15 min. After Stopping Running < 30 min.

No

Yes

Wait 30 min. After Stopping

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 42

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.4.1a HD Compressor TAHH 2A

PAL 11 I1

TI 2B

TAHH 9A

Vent

A

T

A

I2

TAH 2B

TAL 9F

T

TAH 9F

I1

TI 9F A

A

PAL 8 I1

PI 8

PALL 8A T

A

TAL 8A

TI 8A

PALL 8C

TAL 8A A

I1

PAL 8C

T

I1

TAHH 10A

TI 10B T

A

Common Heater Common Trip Trip Alarm

TAH 10B

XA 15.5

A

XA 15.10 T

XA 15.1

ESD

EMS

XA 15.6

XA 15.7

T Hardwire Signal

T

PALL 11

PSLL 11

PSL 11

RTD

T

TE 9A

RTD

CV 11

PI 11

PIT 8

TE 9F

PI 8B

PSLL 8A

PSLL 8C

PSL 8C

RTD

PLLL 8C

RTD

PLLL 8A

4~20 mA

RTD

TLHH 9A

TI 2

RTD

TLHH 2A

RTD

4~20 mA PLLL 11

TLHH 10A

TE 10A

TE 8A

TE 10B

Local EMS Emergency Stop 15

L 15.6 EMS + ESD

Common Alarm

D 5

PCV 11

Local/Remote L 15.5 L 15.10

HS 15.3 Reset

Heater Trip

Seal Gas F 11

PDI 1A

4~20 mA

Surge Control by IAS

HIC 1 ZI 3

Bulkhead

4~20 mA LO

T

PIT 1

Hardwired Signal

PDI 1

PCV 8

Hardwired Signal

PDI 2A

Gear Box

PI 1A

Hardwired Signal

PI 2A

FI 11

PI 2

PIT 2

TE 2A

TE 2B

Electric Motor

Process Gas out RTD TI 1 F 3

S

FY 1

TE 1

4~20 mA

TI 1A

FG 8A

PDIT 1

I/P

PI 1

Instrument Air V 1

ZSL 1

ZSL 1

Open

ZLH 1 ZLL 3

Hardwired Signal I1

I1 V 3

Remote Control Signal

PCV 3

YE 9

PI 3

YET 9

DV 1

ZSL 3

4~20 mA

LO

Key LNG Vapour Line LO Line

Flash Light

C 6

Oil Tank

LSL 5

HS 15.5

CA 15

Lamp Common Trip Test HSH 3

HSL 3

HS 15.6

DV 5

L 15.11

TE 5A

TSHH 5

Instrument Air Line

YLHH 9

XU 15.5

XU 15

Flash Light Stop

Flash Light

XSH 3 IGV Opening

IMO No. 9636711 / 1st Draft (2013.09.30)

XSL 3 IGV Closing

XU 15.6

I2

A LAL 5

EMY 5

TAHH 5 Heater Trip

I2

A

A TAL 5A

TAH 5B

T YI 9A

YAHH 9

A YAH 9

4 - 43

Compressor Local Start

Compressor Remote Start

HSH 15.3

XU 15.3

Compressor Local Stop

Compressor Remote Stop

HSL 15.4

XU 15.4

Compressor Running

Compressor Running

L 15.7

XU 15.7

Main Motor Abnormal

Main Motor Abnormal

L 15.8

XU 15.8

LOP Ready to Start

LOP Fail

L 6.2

L 6.3

LOP HSH Start 6.1 LOP Running LOP Stop

Control System Abnormal

Control System Abnormal

L 15.9

XU 15.9

HSH 6.1A L 6

HSL 6.2

XU 6.2

XU 6.3

HSL 6.2A

LOP Ready to Start

LOP Fail

Remote Stop

PDI 7A

4~20 mA Power on A

PDAH 7A

LO

TCV 6

TI 6B

TI 6A

PI 6B

PI 6A

Water out

Remote Start

F 5B

4~20 mA 4~20 mA

Gas Line Fresh Water Line

YI 9

TE 5B

XU 15.2

Motor Room V 6F

CV 6B

Cryostar

EH 5

Flash Light Stop

L 15.2

Compressor Room

V 6C

F 5A

PDIT 7

DV 6

LO

M 6

TI 5A

HY 3

Compressor Ready to Start

L 15

LG 5

ZI 3

PDI 7B

V 6B

F 5C

P 6A

Compressor Ready to Start

T PDI 7A

LO

PSV PSV 6A 6B Sett. 6.9 bar

ZT 3

CV 6A

V 6A

IGV

FE 1

Closed ZLL 1

F 7

Compressor Room Motor Room

LO

Compressor

XU 15.1

T V 14B

FG 8B

F 1

Process Gas in

TI 8

COL 8

Remote

HS 15.1

EMY 6

XU 6

Water in

Customer Legend

LOP Running

IAS Display

T

Trip Circuit

Local Instrument

A

Alarm Circuit

Local Panel Instrument

I1

Start-up Interlock LO Pump

I2

Start-up Interlock Machine

Part 4 Cargo System

CORCOVADO LNG

Cargo Operating Manual

4.4. Compressor

3. Compressor Systems

4.4.1 HD Compressors

Compressor

1. Specification Specification Maker

Cryostar

Model

CM 400/55

Type

Centrifugal Single Stage Fixed Speed with variable inlet guide vanes

Number of Sets

2

Volume flow

35000 m3/h

Capacity (Mass flow)

63004 kg/h

Inlet pressure

1.06 bar

Outlet pressure

1.96 bar

Inlet temperature

-140 °C

Outlet temperature

-109.7 °C

Shaft speed

11200 rpm

Motor speed

3580 rpm

Rated motor power

6600 V, 60 Hz, 1000 kW

bulkhead seal. This oil is used for the lubrication of the bulkhead/shaft seal and returns back to the oil tank.

The skid-mounted compressor features a plug-in closure assembly, which allows for quick replacement of the rotating portion and adjacent stationary components. The compressor portion of the machine is of axial inflow type, with variable inlet guide vanes. The compressor has been designed to operate over the range of pressures and flow rates. Proximity probe pick-ups are provided to allow the monitoring of the compressor shaft vibration. Seal Gas System The seal gas system is provided to prevent lube oil mist from entering the process stream and to avoid cold gas flow into the gear box. Thus, the seal gas is applied between the gear shaft bearing and the compressor wheel. The seal gas is dry nitrogen produced by the nitrogen generator on board. The seal gas system features a pressure control that is a function of the compressor outlet pressure. Seal gas entering the gear box from shaft seals is returned to the lube oil sump, separated from the oil and vented to the atmosphere. Lube Oil System

2. General Description Two high duty (HD) compressors are installed in the cargo compressor room and are used for compressing the NG vapour for return to the shore terminal during cargo loading, tank purging and tank warming up. The motors are installed in an electric motor room that is segregated from the compressor room by a steel gas tight bulkhead. The drive shaft between the motor and the compressor penetrate the bulkhead via a mechanical seal operated with a pressurised oil barrier. The compressor is a fixed speed compressor, with an inlet guide vane (IGV). The compressor flow rate depends on the IGV position. By controlling the IGV position the vapour header pressure can be maintained at a desired pressure. Surge protection is maintained by the Standard K-Chief Anti-Surge controller in IAS.

IMO No. 9636711 / 1st Draft (2013.09.30)

Oil from the gear box is stored in a vented 400 litre lube oil sump. The oil sump includes an integral steam immersion heater. Set points for the lube oil system controls are listed on the table. Lube oil is supplied from the sump through separate suction strainer screens and two lube oil pumps. The outlets from the lube oil pumps are through check valves to a common lube oil line in order to prevent back-up oil under pressure from entering the non-operating pump lines. The low speed shaft gear drives the main operational pump. Upon failure of the lead pump, the stand-by electric pump is ENERGIZED immediately and a remote alarm indicates that the auxiliary pump is operating. The lube oil passes through the heat exchanger where it is cooled. The thermal bypass temperature control valve prevents overcooling of the lube oil within a limited range (38 to 47 °C) Then the lube oil passes through either of two filters. The position of the changeover valve determines through which filter the lube oil passes. The clogging indicator indicates the pressure drop across the operating filter, and provides an indication of the condition of the filter element. Differential pressure over 2 barA indicates that the filter element needs changing. A flow orifice regulates the oil flow and (oil) pressure to the

4 - 44

A pressure control valve regulates the oil flow to the gear box. Adjustment of this valve sets the supply pressure to the bearings. Excess oil bypasses the machine and returns directly to the reservoir. The pump relief valve acts as back up valves and is set at 8 bar. The lube oil flow is then directed to the gear box where the lube oil is injected into the bearings. Separated pressure switches are provided: One switch activates the alarm and energises the auxiliary lube oil pump and the second is set to shut down the system when the pressure falls below the minimal pressure. The seal gas is applied outboard of the lube oil seal, preventing the lube oil mist from entering the process stream and avoiding cold gas flow into the gear box. Temperature sensors at the main bearings sense the oil outlet temperature of the bearings. Nominal temperature range is 12 to 65 °C for the gear bearings. The high temperature condition (60 °C) will cause actuation of the alarm relays. The lube oil then collects in the lube oil sump. The lube oil contains a mixture of lube oil and seal gas. The seal gas is vented from the reservoir through a mist separator and piped away to the atmosphere. Surge Control System An automatic surge control system has to be provided to protect the machines from inadvertently operating in surge. Compressor surge is characterized by erratic compressor inlet and discharge pressure and (usually audible) flow pulsation. It is caused by flow instability in the compressor. The two compressors are equipped with and automatic surge control system; using a bypass valve responding to a low flow controlled by a process loop. Speed and inlet guide vanes control the flow. Inlet Guide Vanes To achieve the required gas flow, the compressors have inlet guide vanes fitted at the suction ends. The vanes are operated by pneumatic actuators which receive control signals from the flow controller. Rotation of the vanes is possible through an indicated angle of 80˚ to -30˚. The position is indicated both locally and at the cargo control room.

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.4.1b HD Compressor Performance Curve

Operating Points

90

80

80

70

70

40 2.0

(3 )

e rg Su

50 40

1.2

20

20

10

10

Tank Warm up Vapor Return 20 Vapor Cooling Return Tank Warm up Loading Inert Gas -140

1.5

1

0.5

Inlet Guide Vanes Setting

Min.

0

10000

30000 20000 Volume Flow (m3/h)

40000

0

10000

20000

40000

Density (kg/m ) 3

1.5

1

0.5

20

Density (kg/m3)

-40 -60 30

-80

22

-160

IMO No. 9636711 / 1st Draft (2013.09.30)

26 18

14

Molecular Weight [kg/kmol]

Inlet Temperature (℃)

-20

-140

30000

0.5

0

-120

Design

-30˚

0

0

-100

e

0˚

1.6

2

Lin

30

30

2

60

eN ote

50

Adiabatic Head Rise (kJ/kg)

90

60

Discharge Pressure (bar a)

100

Se

100

1

1.5

2

10 Note

20

30

40 50 60 3 Mass Flow (10 kg/h)

1. IGV setting indicative only and subject to change, will be confirmed during testing. 2. The envelop corresponds to the predicted performance of the wheel. Predicated curves, not contractural. 3. Minimum flow from ship when recycle loop is open.

These curves, except Adiabatic head Rise vs Volume Flow curve, are only valid for : Pin = 1.06 bar(a)

4 - 45

Part 4 Cargo System

CORCOVADO LNG HD Shaft Vibration Monitoring The high-speed shaft of the gearbox is equipped with a proximity sensor. Based on the vibration level these actions take place: 

Vibration high level an alarm will be initiated.



Vibration high-high level causes the unit to shut down.

During main driver start-up, from the time when the start command is given to the MCC and to the running feedback is obtained, the vibration alarm is suppressed for 5 seconds and the trip signal is suppressed for 4 seconds. Bulkhead Seal The bulkhead seal oil supply pressure and the bulkhead seal temperature is monitored and the following actions are taken: 

Supply pressure low switch initiates an alarm 3 seconds delayed.



Supply pressure low-low switch cause unit shutdown 3 seconds delayed.



Seal temperature initiates an alarm.



Seal temperature causes unit shutdown.

4. Operation To prepare the HD compressors for operation, proceed as follows. 1) Check the LO level in the compressor sump tank. 2) Start the LO sump heater between 45 minutes and 1.5 hours prior to the expected compressor start-up time. The duration can vary and is dependant on the ambient temperature. 3) Close the seal gas vent line valve. 4) Open the nitrogen seal gas supply manual valve.

Cargo Operating Manual and ensure cooling water is available. 8) Open the control air supply to the control panel.

Shutdown Relay Logic

9) Switch on the power to the control cabinet and reset any alarms.

Dedicated hardwired shutdown signal causes the main driver to shutdown and the anti-surge valve solenoid power to be cut when:

10) At least two alternators should be coupled to the main switchboard so that there is sufficient power available at the cargo switchboards.

1) Select the HD compressor IAS screen mimic for the appropriate operation and make sure that the inlet guide vane position is set to 0 % (start position). 2) Press the compressor’s reset button and check if all of the alarms and trip lamps are off and if the READY TO START lamp is on. 3) Press the compressor START button. The shaft vibration monitoring system is released after approximately 14 seconds. Check that no alarm or trip lamps are on.

The shutdown button (EMS) on the local control panel is activated.



IAS computer abnormal (Watchdog).



Unit shutdown output from the software shutdown logic.

The anti-surge valve solenoid power is cut by a hardwired circuit when: 

The shutdown button (EMS) on the local control panel is activated.



IAS computer abnormal (Watchdog).

Unit shutdown output from the software shutdown logic Shutdown software logic The table below shows all the shutdown signals for the compressor unit.

4) Check the bearing temperatures and the vibration levels, 5) The auxiliary (stand-by) LO pump should stop after the compressor driven pump has run up to speed and is delivering full system pressure. Observe the Following Parameters: 1) The seal gas differential pressure should read 100 to.200 mbar. Adjust the supply reducer if required

Description

Set point

Tag

+100°C

TE 2A

Vibration HH

75μm

YE 9

Temperature oil bulkhead HH

+80°C

TE 10A

Bearing temperature HH

+75°C

TE 9A

Lube oil pressure gearbox LL

0.8 bar(g)

PSLL 8A

Lube oil pressure bulkhead LL

0.2 bar(g)

PSLL 8C

Seal gas pressure LL

0.15 bar(g)

PSLL 11

Discharge gas temperature HH

When one of the trip causes is active the following actions will be taken: 2) The LO supply pressure should read 2 to 2.5 bar. Adjust the supply regulator if required. 3) The LO supply temperature to the gearbox should be above 30 °C.

6) Run the auxiliary LO pump for approximately 30 minutes to warm up the gearbox and bearings. Check the LO system for any leaks.

4) Check the local control panel for alarms.

IMO No. 9636711 / 1st Draft (2013.09.30)



In the Cargo Control Room

5) Open the compressor suction and discharge valves.

7) Open the cooling water inlet and outlet valves for the LO cooler

5. Shutdown

5) Check the complete operating system for oil, seal gas, air, water and product leakage.

4 - 46



Unit shutdown relay output will be opened immediately.



One of the shutdown lamps on the local panel is lit to indicate what caused the shutdown.

Shutdown Reset A reset pushbutton is placed on each IAS compressor mimic. This button has to be activated in order to reset the shutdown logic.

Part 4 Cargo System

CORCOVADO LNG

Cargo Operating Manual

HD Compressor>

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 47

Part 4 Cargo System

CORCOVADO LNG

Cargo Operating Manual

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IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 48

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.4.2a LD Compressor - Four Stage (1/2)

Open Closed Open Closed

Water out

ZIH 11A

Water in

ZIL 11A

ZIH 12A I1

ZI 12A

ZIL 12A

Legend

TAHH 11C

T

A

PI 11A

PCV 11A

SV 11A

ZSH 11A

S

DRTD

ZSL 11A

ZSH 12A

ZSL 12A

ZT 12A

TE 11A

Open ZIH

11B

I1

ZIL Closed 11B

ZSH 11B ZSL 11B

MV 11B

SV 11B

PI 11B

PDT 10

FC

PCV 11B

FCV 12A

TE 12

PCV 12A

Instrument Air

Local Panel Instrument

I2

Start-up Interlock Machine

T

Trip Circuit

I3

Start-up Interlock Full Speed

TE TE 11B 11C

PIT 1B

PIT 2B PIT 2A

PIT 1A

Process Gas in

Compressor FE 10

PI 1B

Start-up Interlock LO Pump

FO

Instrument Air

4~20 mA

PI 1A

PI 12A

I/P

FO

S

E 01

DRTD

TI 11A

SV 12A

FY 12A

4~20 mA MV 11A

S

Alarm Circuit

I1

Local Instrument

Instrument Air

DRTD

TAH 11B

A

IAS Display

T

I1

TE 10

Compressor

C1

F 10

C2 TE 11D

DRTD 4~20 mA

PI 2A

4~20 mA

PI 2B

ZIL 3

PI 3A

I1

TAH 10

PI 3B

A

PI 4A

Instrument Air

PCV 3A

PI 16A

4~20 mA

TI 10

4~20 mA

TI 15

4~20 mA

HY 3

PDI 16

4~20 mA

PIT 4A

4~20 mA

PIT 4B

DRTD 4~20 mA

TI 11D

4~20 mA 4~20 mA

TI 12

Compressor

C4

4~20 mA

TI 11B

L

Compressor

PDI 10

Load & Surge Control by IAS

ZI 3

ACT 3

DRTD

PI 4B

TI 10

PI 3A

ZT 3

ZSL 3

C3

PIT 3A PIT 3B

TE 13

4~20 mA 4~20 mA

TI 13 TI 15A

A

TI 16A

A TAH 16A

ZI 3

TAH 15A

TAHH 15B T

DRTD

TE 15A

DRTD

TE 15B

DRTD

Fresh Water Line

PDIT 16

DRTD

TAHH 16B

Key Vapour Line Instrument Air Line

T

Process Gas out GCU Overpressure LiNE DF Engines Overpressure Line

HSL VDV 1st Stage 3 Decrease

HSH VDV 1st Stage 3 Increase CG 407

CG 406

TE TE 16B 16A

PI 12B

E 02

Instrument Air FE 16 PIT 16A

SV 12B

FCV 12B

FO PCV 12B

FY 12B

S

T

I/P ZT 12B

4~20 mA

ZI 12B

ZSL 12B

ZIL 12B

Closed

ZSH 12B

ZIH 12B

Open

I1

4~20 mA

Water in Water out

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 49

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.4.2b LD Compressor - Four Stage (2/2) PALL 11B

PI 11A

PAL 11A I2

T

PDAL 14A I1

I2

I1

A

PLLL 11B

4~20mA 4~20mA PIT PIT 11B 11A

PDALL 14B T

XAH 9A

YAHH 9B

A

T

YI 9BB

YAH 9B

TAL 9A I1

A

TAH 9A

TI 9A A

A

T

TAH 9M

L

PDIT 14B

PDIT 14A

FI 11

A

TAL 9O

TI 9M

TAHH 9N

T

TAH 9O

T T

T

A YAH 9D

T

A

XAHH 9C

XAH 9C

A

TAL 9I T

TAH 9I

T T

RTD

TE 9M

RTD

TE 9N

TI 9O

RTD

TLHH 9P YI 9DD

TAH 9K

T

TAHH 9L

T

A

YAHH 9H

YAH 9H

TAL 9E A

T

4~20 mA PLLL 14B

H

XET 9A

4~20 mA XI 9A

YET 9B

XE 9A

RTD RTD

YI 9B

TE 9A

YE 9B

RTD

TLHH 9B

TE 9B

TE 9C

RTD

I1

XAHH XI 9E 9EE A

T

XAH 9E

YAHH YI 9F 9FF

A

T

4~20 mA

RTD RTD TLHH 9D

XI 9E

TLHH 9F

TE 9D

TE 9F

YAH 9F

TI 9G I1

A

TAH 9G

TAL 9G A

TAHH 9H A

PDAL 12A I2

T

PDALL 12B I1

4~20 mA YI 9F

XET 9E

TE 9E

RTD

XI 9CC

TI 9I

4~20 mA

YET 9D

4~20 mA

XET 9C XI 9C

RTD RTD

TLHH 9J

TI 9K

H

XE 9E

TLHH 9H

YE 9F

TE 9G

L

4~20mA

PLLL 12B

4~20 mA PDIT 13B

PLLL 13B

L

4~20mA

TE 9H

H

PDIT 12A

L

H

PDIT 13A

L

FI 13

CA 15 Flash Light

L 15 Power On

HSH 15.2 Compressor Local Start

HS 15.3 Reset

PDCV 13

PLLL 8 L

HS 15.1 Local/ Remote

Common Trip

L L 15.3 15.4 Compressor Compressor Ready to Start Running HS 15.4 Lamp Test

HSL 15.2 Compressor Local Stop

4 Stage LD Compressor (1 stage)

L 15.5 Common Alarm

DV 1

4 Stage LD Compressor (2 stage) VD V

V 8B

DV 2

LO

PIT 8

PCV 8

Bulkhead

PALL 8 4~20mA A

I1 TLHH 10B

Electric Motor by Customer

TE 10B

RTD

TE 10A

RTD

T TAHH 10B

A

DV 3

DV 4

4 Stage LD Compressor (4 stage)

PI 8 PAL 8

V 8C

L L 15.8 15.9 Main Motor Control System Abnormal Abnormal

Local Control Panel

T

PSLL 8

TAH 10A

PLLL 8

4 Stage LD Compressor (3 stage)

COL 8

TI 10A

T

PSLL 8C A

PALL 8C PAL 8C

PSL 8C I1 RTD

TI 8 FG 8A

FG 8B

TI 8A

I1

V 8A

TSL 8A TAH 8A

A YE 9D

PDI 7

D 5 F 5A

XE 9C 4~20 mA

PIT 5

PSV 6A

F 5C

TE 9J LG 5 KE Keyphasor 9.2

TE 9L

XE 9G XET 9G

TE 5A

YE 9H

IMO No. 9636711 / 1st Draft (2013.09.30)

CV 6A

LO

T

A

XAHH 9G

XAH 9G

XI 9GG

A

PI 5 PAH 5

A I2

TAH 5B

Aux. Oil Pump F 5B

Oil Tank

LOP Running

TAL 5A

T

EHY 5 TAHH Start/Stop 5 Order Heater Trip

Customer

4 - 50

A

I2 LAL 5

LOP Stop

EMY 6

XU 6 LOP Running

F 7 TCV 6

TI 6A

TI 6B

PI 6A

PI 6B

LO V 6F

Motor Room

LOP LOP Ready LOP Start to Start Failure

HSL 6.2

Cryostar A

I2

P 6B M 6

L 6.1

DV 5 RTD

C 6 CV 6B

LO

LSL 5

TSHH 5A

PSV 6B Sett. 6.9 bar

V 6B

Sett. 6.9 bar

TI 5

TE 5B

XI 9G

RTD

YI 9H

Main P Oil Pump 6A

V 6A

TE 9I

RTD

YET 9H

T

H

FI 12

TE 9P

TE 9K

4~20 mA

I1 A

4~20 mA PDIT 12B

PDALL 13B

TE 8A

RTD

TLHH 9L YI 9HH

I2

T

RTD

YET 9E

PDAL 13A

H

YI 9D

TAHH 9J

TAL 9K

TAH 9E

TE 9O

RTD

A A

TI 9E

A

hardwired Signal

KET I1

TAHH 9F

T

A

L 15.6 Flash Light EMS+ESD Stop Emergency Stop L EMS 15.10 15 Heater Trip

A I1

A

A

TAHH 9D

PDCV 14

HS

TLHH 9N

TAHH 9P

YAHH 9D

TI 9C

FI 14

A

A I1

I1

T

A TAL 9M

TAH 9C

PDCV 12 PCV 11

T

A

TAL 9C

F 11

Compressor XU Local Stop 15.2 Compressor XU Local Start 15.2 Remote XU Mode 15.1 Lamp Test XU 15.4 Flash Light XU Stop Flash Light XU 15 Compressor XU Ready to Start 15.3 Compressor XU Running 15.4 Main Motor XU Abnormal 15.8 Control System XU Abnormal 15.9 Common XA Alarm 15.5 Heaters XA Trip 15.10 Common XA Trip 15.1 XA ESD + EMS 15.6

I1

TAHH 9B

4~20 mA

L

Seal Gas

XI 9AA

T

A

4~20mA

XAHH 9A

HSH 6.1 Remote Stop HSL 6.2A

L 6.2

XU 6.2 HSH LOP 6.1A Ready Remote to Start Start

Compressor Room

L 6.3

Key XU 6.3 LOP Failure

Water Out Water In

LO Line Seal Gas Line Fresh Water Line

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG

If the LD compressor is selected for DFE Fuel Gas pressure control, the supply pressure upstream the DFE will be controlled by the compressor DGV control. In addition the compressor recycle valve is used for pressure/over pressure control.

4.4.2. LD Compressors 1. Specification Specification Maker

Cryostar

Model

CM 4-200

Type

Centrifugal, Four stage, Single speed with variable diffuser vans on first stage only

Number of Sets

2

Volume flow

5120 m3/h

Capacity (Mass flow)

6215 kg/h

Inlet pressure

1.06 bar

Outlet pressure

6.5 bar

Inlet temperature

-90 °C

Outlet temperature

96.8 °C

Shaft speed

26648 / 34262 rpm

Motor speed

3580 rpm

Rated motor power

6600 V, 60 Hz, 940 kW

2. General Description Two Low Duty (LD) compressors are installed on the cargo compressor room. The compressors are used for compressing and transferring normal NBO/FBO from the cargo tanks to the dual fuel engines or to the Gas Combustion Unit (GCU). The motors are installed in an electric motor room that is segregated from the compressor room by a steel gas tight bulkhead. The drive shaft between the motor and the compressor penetrate the bulkhead via a mechanical seal operated with a pressurised oil barrier. The LD compressor is four stages, single speed and the flow through the compressor is regulated by varying the Diffuser Guide Vane (DGV) position. The DGV position is depending on the discharge gas pressure when the discharge pressure is controlled by IAS. Surge protection is maintained by the Anti-Surge/Recycle controllers in the IAS. The LD compressor discharge pressure control has two modes. One for Fuel Gas pressure control and one for GCU pressure control. Change between the two modes is only possible during compressor stand still.

IMO No. 9636711 / 1st Draft (2013.09.30)

If the LD compressor is selected for GCU supply pressure control, the pressure upstream the GCU will be controlled by the compressor DGV control. In addition the compressor recycle valve is used for pressure/over pressure control. The LD compressors are two-speed. During normal operation the compressor is running in high speed. Low speed is used during start-up of the compressors.

Proximity probe pick-ups are provided to allow the monitoring of the compressor shaft vibrations. The machine is driven by an electrical motor through a gearbox. The gearbox is coupled with the motor by a coupling composed by:   

Two hubs assembled on the motor and gearbox shafts. One spacer (intermediated part) which links the hubs. Two stiff plate packs placed between the hubs and the spacer. The assembling screws of these packs are positioned in an alternate way on the hubs side and on the spacer side. These packs accept little deformations so that they can partially compensate the misalignment of the shafts.

3. Compressor Systems

Seal Gas System

The four-stage compressor system is skid-mounted. The P&I diagram presents a complete flow schematic of the compressor system. The system consists of an integrally-geared compressor with the following subsystems:

The seal gas is provided by an external source to the skid. The seal gas system ensures that the lube oil is not entering the process and avoids process gas flow into the gearbox.

          

Local control panel for the operation and the monitoring of the unit (installed next to the skid). Compressor variable diffusor vanes. Seal gas system. Self-contained lube oil system for the lubrification of the gears and the rotor bearings in the gearbox. Oil demister. Lube oil immersion heater. Lube oil cooler. Double oil filter. Electrical auxiliary lube oil pump. Gear-driven main lube oil pump. Coupling (installed on the low speed shaft of the gearbox).

Electrical connections are available for the extension of the control wiring to external points of the compressor system. Compressor Each compressor stage features a plug-in closure assembly, which allows a quick replacement of the rotating portion and the adjacent stationary components. The compressor is of an axial inflow type, with Variable Diffusor Vanes at the first stage. The VDV are positioned by an electro-pneumatic actuator in order to control the flow through the compressor. The compressor first stage suction is protected by a conical-shaped filter.

4 - 51

The seal gas is applied through a carbon rings system at a higher pressure than a reference pressure linked with the compressor first stage suction pressure. In order to guarantee a supply pressure higher than the compressor inlet pressure, the seal gas system includes a pressure control valve for stage 1 and a differential pressure control valve for each of stages 2, 3 and 4. The part of the seal gas entering the gearbox from the shaft seals is returned to the lube oil tank. Then it is separated from the oil and vented to the atmosphere through an oil demister. The other part of the seal gas mixes with the process gas flow. Lube Oil System The gearbox lubrication oil is stored in a vented tank. The lube oil level can be checked by a sight glass. When specified by the customer, and in order to prevent the leak of the tank when the glass is inadvertently broken, the level gauge can be equipped with two self-closing valves. So, to check the lube oil level, both self-closing valves should be pushed. The oil tank includes an integral immersion heater. Set points for the lube oil system control are listed in the set point list. The lube oil is supplied from the tank to the different subsystems with either the electrical or the mechanical lube oil pump. The main operational pump (mechanical pump) is driven by the low speed shaft gear. In case of failure of this main pump, the standby electrical pump is energized immediately and a remote alarm indicates that the auxiliary pump is operating. Relief valves are protecting the pump discharge lines. Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.4.2c LD Compressor Performance Curve

1st Stage 100

100

90

90

80 70 60 50 40 30

70 60 50 40 30

20

20 VDV 0%

10

VDV 25 %

VDV 50 %

VDV 75 %

VDV 100 %

10

0

0 0

2000

4000

6000

8000

0

2000

Volume Flow (m 3/h)

6000

8000

3000

4000

4th Stage

100

100

90

90

80

80

70

70

Adiabatic Head Rise (kJ/kg)

Adiabatic Head Rise (kJ/kg)

4000 Volume Flow (m 3/h)

3rd Stage

60 50 40

60 50 40

30

30

20

20

10

10

0

0 0

1000

2000

3000

4000

Volume Flow (m 3/h)

IMO No. 9636711 / 1st Draft (2013.09.30)

Operating Points

80

Surge Line Adiabatic Head Rise (kJ/kg)

Adiabatic Head Rise (kJ/kg)

2nd Stage

0

1000

2000 Volume Flow (m 3/h)

4 - 52

Part 4 Cargo System

CORCOVADO LNG The lube oil is cooled by a heat exchanger unit. The thermal bypass temperature control valve prevents the overcooling of the lube oil and maintains the lube oil temperature within a limited range. The lube oil flows through a double filter. The position of the double filter changeover valve determines which filter is used. The clogging indicator as well as the pressure differential indicator inform of the pressure drop across the operating filter and provide an indication of the filter element condition. A differential pressure higher than 2 bars indicates that the filter element cleaning or changing is necessary. A pressure control valve is regulating the oil flow/pressure to the consumers. The excess oil is bypassing the machine and returning directly to the oil tank. Two low pressure switch levels are provided: the first one is activating the low pressure alarm and energizing the auxiliary lube oil pump and the second one is shutting down the system when the pressure falls below the minimum pressure. Temperature sensors are monitoring the gearbox high speed shaft bearing temperature and activate an alarm and a trip if needed. Following the gearbox lubrication, the lube oil, which contains a mixture of oil and seal gas, is collected in the lube oil tank. The seal gas is vented from the tank through an oil demister and piped away to the atmosphere outside the machine room. Please ensure that the access to the atmosphere vent remains uninterrupted. Bulkhead/Shaft Seal The bulkhead shaft oil seal is a cavity, filled with oil and sealed by two mechanical rotating seals. Its function is to isolate the motor room from the compressor room by stopping all gases. The oil cavity is overpressurised to ensure the sealing. The oil temperature and pressure are monitored with alarms and trips. On the motor side, the oil droplets leaking from the bulkhead seal are gathered by an oil collector which shall be drained. The oil leaks on the compressor side return back to the oil tank. The bulkhead shaft seal and the bulkhead are linked by an axial compensating bellow which is accommodating for the bulkhead deformation due to its welding on the vessel wall. This bellow is also an additional isolation between the motor room (increased safe equipment EExe) and the compressor room (intrinsically safe equipment EExi).

IMO No. 9636711 / 1st Draft (2013.09.30)

Cargo Operating Manual Flow and Surge Control System

4. LD Compressor Controls

The compressor outlet flow is controlled thanks to the variable diffusor vanes on the discharge side of the first compressor stage, according to the compressor performance curves.

LD VDV (Variable Diffuser Vane) Control

An automatic surge control system is provided to prevent the machine from inadvertently operating in surge conditions. Surge is characterized by erratic compressor suction and discharge pressures and by usually audible flow pulsations. It is caused by flow instability in the compressor due to inadequate inlet flowrate at the given operating speed. It is remedied by increasing the compressor inlet flowrate and/or by reducing the differential pressure between the suction and the discharge of the compressor. These both actions are carried out automatically by the surge control system by opening the anti-surge valve (compressor bypass). The surge control system is monitoring the compressor flowrate thanks to a flow orifice installed on the compressor suction line. CAUTION

Severe compressor surge causes shaft vibration and may result in severe damage to the compressor.

The flow through the compressor is regulated by varying the VDV position between 0 to 100 %. There is one VDV for each stage of the compressor. VDV

Position

Flow

0%

Fully closed

Min. flow

100 %

Fully open

Max. flow

The compressor can be operated in local or remote mode by the compressor Local/Remote switch on the local control panel at the compressor skid. Local mode When the compressor is switched to local mode, the VDV position is locally controlled with the VDV1 increase and decrease buttons. However, the load sharing will be active still. The flow controller will be in Tracking Mode to give bump less transfer from local to remote.

Control Instruments

Remote mode

The system includes monitoring instruments and transmitters for bearing temperature control, vibration control, lube oil control, seal gas control… These instruments are providing alarm and shutdown functions for the safe operation of the machine

When the compressor is switched to remote mode, the flow controller in the GMS will control the VDV position. In addition, the VDV in stage 2 of the compressor will have a load sharing controller contribution on the VDV command from the IAS.

Control Logic

LD Compressor Anti Surge control

The machine is controlled by the integrated automation system (IAS) of the vessel. This control is done through the local control panel.

To protect the compressor from surge, a surge controller will be implemented.

This panel is installed next to the compressor skid. It contains the remote I/O modules through which the compressor intrinsically safe instruments and components are cabled (sensors,…).

By controlling the bypass valve position, the compressor will be protected from surge. The surge protection will always be active, independent of the remote/local switch position in the local control panel.

The remote I/O modules dialog with the IAS on a fieldbus communication line. The local control panel also carries local displays and indicators as well as interface elements for the local orders (start, stop, flow control).

4 - 53

LD Main Drive Control When none of the interlocks are active and the motor control centre is available, the main driver can be started. A dedicated compressor status page is available from each compressor mimic.

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG It is possible to start/stop the motor from the local control panel when switched to local mode by the Local/Remote switch. When switched to local mode, the motor is not available for remote control from the IAS system.

Surge valve stage 1 position

Open

ZSH 12A

Surge valve stage 2 position

Open

ZSH 12B

When switched to remote mode the driver can be automatically started/stopped by the vapour handling control system sequences. The driver is not interlocked when it is running.

In addition there is a high speed start interlock. When the compressor has been running in low speed for more than 5 minutes with the gas inlet temperature below -100°C, the high speed start interlock is removed. If the condition is met and the compressor is stopped, the interlock will be active again after 10 minutes.

Failure to get running feedback 10 sec. after start is applied will stop the main drive and an alarm will be initiated.

LD Lube Oil and Seal oil Control

Start Interlock Logic

Lube Oil Reservoir

The table below defines start interlocks for the main driver (the driver will not be stopped based on these conditions once it is running).

The Lube oil reservoir level and temperature are monitored. The reservoir is steam heated with local TCV, and thus not controlled from IAS. These switch signals initiate IAS alarms:

Description

Set point

Tag

Lube oil pressure gearbox Low

1.6 bar

PIT 8

Lube oil pressure bulkhead Low

1.4 bar

PSLL 8C

Seal gas pressure 1st stage Low

0.2 bar

PIT 11A

Differential seal gas pressure stage 2 Low

0.2 bar

Differential seal gas pressure stage 3 Low

0.2 bar

PDIT 13A

Differential seal gas pressure stage 4 Low

0.2 bar

PDIT 14A

+15°C

TE 9A

+15°C

TE 9C

+15°C

TE 9E

+15°C

TE 9G

+15°C

TE 9I

+15°C

TE 9K

+15°C

TE 9M

Low speed shaft axial bearing temp. Low High speed shaft radial bearing stage 1 temp. Low High speed shaft radial bearing stage 2 temp. Low Low speed shaft axial bearing temp. Low High speed shaft radial bearing stage 4 temp. Low High speed shaft radial bearing stage 3 temp. Low Low speed shaft radial bearing temp. Low

PDIT 12A

Low speed shaft radial bearing temp. Low

+15°C

TE 9O

Temperature oil system Low

+20°C

TE 8A

10 %

ZT 3

Closed

ZSL 11A

Open

ZSH 11B

VDV position ZE 3 WIC inlet valve position WIC bypass valve position

IMO No. 9636711 / 1st Draft (2013.09.30)



The aux. lube oil pump shutdown is delayed 120 sec. after the main drive shutdown.



Failure to get running feedback 10 sec. after start is applied will stop the aux. LO pump and an alarm will be initiated.

The auxiliary lube oil pump is forced to auto mode when the main driver is started. It is not possible to put it back in manual mode before the compressor has been stopped. Lube Oil Pump Start Interlocks The lube oil pump start interlocks are listed in the table below. But when the compressor gives a running feedback and 120 seconds after, there is no start interlock of the lube oil pump. The lube oil pump is not interlocked when it is running. Description

Set point

Tag



LO-tank low level switch 20 sec. delayed

Lube oil tank pressure High

0.5 bar

PIT 5



LO-tank low temperature switch

Seal gas pressure 1st stage Low

0.2 bar

PIT 11A



LO-tank high temperature switch

Differential seal gas pressure stage 2 Low

0.2 bar

PDIT 12A

Differential seal gas pressure stage 3 Low

0.2 bar

PDIT 13A

Differential seal gas pressure stage 4 Low

0.2 bar

PDIT 14A

Temperature oil tank Low

+20°C

TSL 5

-

LSL 5

Lube Oil Pumps The lube oil system consists of two pumps. The main pump is mechanically coupled to the gearbox and runs when the compressor’s main driver is running. The auxiliary pump is electrically driven and controlled by the IAS system.

Lube Oil Filters

When the Local/Remote switch is set to local mode operation of the pump is only possible from the local panel.

Differential pressure across the lube oil filters is monitored. DPAH initiates an alarm 5- sec. delayed.

When the Local/Remote switch is set to remote mode operation of the pump can be performed manually or automatically from the IAS system. The following automatic functions are included:

Bulkhead Seal



Standby start when the main driver is running and gear lube oil supply pressure is low.



Standby stop 30 sec. after gear lube oil supply pressure is normal if the main driver is running.



Standby start when the main driver is stopped or tripped and standby stop 30 min. thereafter to ensure post lube.



Blackout restarts if the pump or the compressor was running before power blackout. Stop of the lube oil pump after a blackout restart is a manual operation. Blackout restart delay is set to 10 sec.



Oil tank level L

Bulkhead seal oil supply pressure and bulkhead seal temperature is monitored and the following actions are taken: 

Supply pressure low switch initiates an alarm 3 sec. delayed.



Supply pressure low-low switch causes unit shutdown 3 sec. delayed.



Seal temperature initiates an alarm.



Seal temperature causes unit shutdown.

Gearbox Lube Oil Gearbox lube oil supply pressure and high-speed non-drive end bearing temperature is monitored causing the following actions to take place:

The vapour handling system logic performs Start. 4 - 54

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 

Supply pressure low level alarm.

5)

Open the compressor suction and discharge valves.



Supply pressure low-low switch causes unit shutdown 3 sec. delayed.

6)

Run the auxiliary LO pump for approximately 30 minutes to warm up the gearbox and bearings. Check the LO system for any leaks.



Temperature low level initiates an alarm.



Temperature low-low level causes unit shutdown.

7)

LD Seal Gas Monitoring Seal gas is supplied from the vessel nitrogen system. Seal gas pressure is monitored with the following functions: 

Pressure low switch initiates an alarm



Pressure low-low switch causes the unit to shut down.

8)

Open the instrument air supply to the control panel.

9)

Switch on the power to the control cabinet.

Vibration high level an alarm will be initiated.



Vibration high-high level causes the unit to shut down.

2)

During main driver start, the start from the start command is given to the MCC and the running feedback is obtained. The vibration alarm is suppressed for 5 sec. and the trip signal is suppressed for 4 sec. 5. Operation NOTE Cargo compressor room exhaust fans and the gas sampling system must be in operation prior to and during any cargo operations which involve LNG and GNG entering the cargo compressor room pipework system. The compressors are started on low speed and then switched over to high speed once the operating conditions have stabilised. To prepare the LD compressors for running proceed as follows. 1)

Check the VDVs are closed and switch to automatic mode.

2)

Start the LO sump heater between 45 minutes and 1.5 hours prior to the expected compressor start up time. The duration can vary and is dependent on the ambient temperature.

3)

Close the seal chamber vent line valve.

4)

Open the nitrogen seal gas supply manual valve.

IMO No. 9636711 / 1st Draft (2013.09.30)

Dedicated hardwired shutdown logic opens a relay contact to cause the main driver to shutdown when: 

The Shutdown button (EMS) on the local control panel is activated.



The IAS computer is abnormal (As a watchdog).



The unit receives shutdown output from the software shutdown logic.

The anti surge valve solenoid power is cut by a hardwired circuit when:

LD Shaft Vibration Monitoring



Shutdown Relay Logic

In the cargo control room. 1)

The high-speed shaft of the gearbox is equipped with a proximity sensor. Based on the vibration level these actions take place:

Open the cooling water inlet and outlet for the LO cooler and confirm there is cooling water available

6. Shutdown

3)

Select the IAS screen (LD compressor) for the appropriate operation. To start the compressor, press the compressor RESET button and check that all of the alarms and trip lamps are off. Confirm also that the READY TO START lamp is on. Press the half speed or the full speed start button. If the half speed start button is pressed, the full speed start button has to be pressed to increase the compressor to full speed conditions. This can be done once the inlet gas temperature has been reached. Check that no alarm or trip lamps are on and check the bearing temperatures and vibration levels. The auxiliary (standby) LO pump should stop after the compressor driven pump has run up to speed and is delivering full system pressure.

Observe the Following Parameters: 1)

The differential gas pressure between the seal gas inlet and the compressor reference pressure should read 1bar. Adjust the supply reducer if required.

2)

The LO supply pressure should read 1.5bar. Adjust the supply regulator if required.

3)

The LO supply temperature to the gearbox should be above 30°C.

4)

Check the local control panel for alarms.

5)

Check the complete operating system for oil, seal gas, air, water and product leakage.

4 - 55



The shutdown button on the local control panel is activated.



The IAS computer is abnormal (As a watchdog).

Unit shutdown output from the software shutdown logic. Shutdown Software Logic The table below shows all the shutdown signals for the compressor unit. Set point

Tag

Lube oil pressure gearbox LL

1.4 bar

PSLL 8

Lube oil pressure bulkhead LL

1.2 bar

PSLL 8C

Discharge gas pressure HH

7.5 bar

PIT 16B PIT 16C

Seal gas pressure 1st stage LL

0.15 bar

PIT 11B

0.15 bar

PDIT 12B

0.15 bar

PDIT 13B

0.15 bar

PDIT 14B

+115°C

TE 9B

+125°C

TE 9D

+125°C

TE 9F

+115°C

TE 9H

+125°C

TE 9J

Description

Differential seal gas pressure stage 2 LL Differential seal gas pressure stage 3 LL Diff. Pressure between seal gas and blow down stage 4 LL Low speed shaft axial bearing temp. HH High speed shaft radial bearing stage 1 temp. HH High speed shaft radial bearing stage 2 temp. HH Low speed shaft axial bearing temp. HH High speed shaft radial bearing stage 4 temp. HH

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG High speed shaft radial bearing stage 3 temp. HH Low speed shaft radial bearing temp. HH Low speed shaft radial bearing temp. HH Temperature oil bulkhead HH Process gas outlet temperature stage 1 HH Process gas outlet temperature stage 4 HH Discharge gas temperature HH High speed shaft stage 1 displacement HH High speed shaft stage 2 displacement HH High speed shaft stage 4 displacement HH High speed shaft stage 3 displacement HH

+125°C

TE 9L

+115°C

TE 9N

+115°C

TE 9P

+80°C

TE 10B

+120°C

TE 11C

+200°C

TE 15B

+130°C

TE 16B

53 μm 53 μm 49 μm 49 μm

XET 9A YET 9B XET 9E XET 9F XET 9C XET 9D XET 9G YET 9H

When one of the trip causes is active the following actions will be taken: 

The unit shutdown relay output will be opened immediately.



One of the shutdown lamps on the local panel is lit to indicate what caused the shutdown.



Lube oil pump shutdown is 120 seconds delayed.

Shutdown Reset A reset pushbutton is placed on each IAS compressor mimic. This button has to be activated in order to reset the shutdown logic.

IMO No. 9636711 / 1st Draft (2013.09.30)

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Part 4 Cargo System

CORCOVADO LNG

Cargo Operating Manual

LD Compressor

IMO No. 9636711 / 1st Draft (2013.09.30)

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Part 4 Cargo System

CORCOVADO LNG

Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30)

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Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.5a HD Heater

Key Vapour Line Condensate Line Instrument Air Line Steam Line

IAS

CCR

DEF Fuel Change to MDO or FO

Condensate TALL Temp. LL BH017.1

Condensate LAHH Level HH BH017.2

Manual Trip Alarm BH017.3

Gas HTR Out Temp. HH TAHH BH017.4

XA

Extenal Trip XA

Split Range Temp. Control

HH : 100 ℃ Gas HTR Out Temp. HL H : 85 ℃ L:0℃

20mA

XA BH023 Common Trip

TIAHL BH016

4 0

HS

CG5 18

19 CG5 100%

50% Valve Opening

Reset

Condensate Temp. BH013

Condensate Level H. BH015

OR

TIAL

LAH

XA BH022

L : 70 ℃ Condensate Temp. EXE BH013.1 TEX

OR

Gas HTR Out Press. H/L PI BH012

Steam Common Inlet Alarm Press. PI BH010

Position BH016.4 ZI XS HTR Out Temp. EXT BW016.1 TEX

Remote BH016.6 XL

TC

Temp. Cont. Position BH016.5 BH016.2 ZI BW

Trip BH018

Remote BH016.7 XL

Temp. Cont. BH016.3 TC

Inlet Press. PI BH011

Inlet Temp. TI BH029

Inlet Temp. Extension TEX BH029.1

Trip BH019

CG517 Open Close HS HS BH020.1 BH020.2 Close ZLL BH020.4

Open ZLH BH020.3

VRC Panel

Common Alarm

TSHH 2

PIT 2

PI 2

CI534

TE 2

HS

XA

TI 2

POT

HS

POT

PI

PIT 1

TI 1

Common Trip

To GCU CG520

To Vapor Header

ZT

s

HY 1

CG519

CG527

CG528

SC313

0~16 bar

Cargo Compressor Room

Local

Emergency Stop

Steam

XA

-200~100 ℃

PIT 3.1

-150~100 ℃

HS

PI 3

0~16 bar

TI 4

-150~100 ℃

SVB

From IGG

0~200 ℃ TSLL 4

Condensate Drain

TE 4

LSH 302

LSHH 301

Gas Heater

To Gas Header From Forcing Vaporiser From LNG Vaporiser

LG

CD310 SC311 SC312

ZT

s

TE

CI535 CG518

SC310

HY 1

ZSH ZSH

H

CG517

From No.1 & 2 VR Compressor From IGG

IMO No. 9636711 / 1st Draft (2013.09.30)

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Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG

Nozzle (inlet) Nozzle (outlet)

4.5 HD Heater 1. Specifications Maker: Model: Type: Number of sets: Tube Side (Process Fluid)

Cryostar 65-UT-38/34-3.8 BEU 1

Unit

Beg WU

Process fluid

velocity

m/s

13.2

26.4

3.6

m/s

0.49

0.97

0.13

2. General Description

CAUTION When returning heated vapour to the cargo tanks, the temperature at the heater outlet should not exceed +80°C to avoid possible damage to the cargo piping insulation and safety valves. The temperature control of the heater will work in a split range configuration.

The main purpose of the vapour heaters is to heat the boil-off to be used for tanks warm-up prior to a dry docking when preparing tanks for inspection purposes or for using of GCU to burn the inert gas/natural gas mixture.

Operating Case Design

velocity

End WU

Methane

When a tank has to be warmed up, the vapour heaters are used to heat the gas. The gas rate is substantially larger during this mode, and both heaters have to be used simultaneously to provide the required duty. The control strategy is in principal the same as for the boil-off gas mode. At the design case the heaters will operate at maximum duty and no cold gas will be bypassed.

Mass flow

kg/h

28100

45000

21200

Inlet volume flow

m3/h

17447

16442

16955

3

m /h

29818

53676

31869

°C

-30

-130

40

°C

83

7

121

°C

80

-

80

bar

1

1

1

bar

-

-

-

When starting the heater, the bypass valve is fully opened and the inlet valve will be fully closed.

bar

0.7

0.2

0.2

bar

0.19

0.37

0.13

Controller output

Inlet valve position

Bypass valve position

m/s

38.6

36.3

37.5

0

0.0

100.0

45

82

100

m/s

29.3

52.7

31.3

50

91

91

kW

1957

3906

537

55

100

82

100

100.0

0.0

Outlet volume flow Inlet temperature Outlet temp. (uncontrolled) Outlet temp. (controlled) Supply inlet pressure Inlet pressure (heat exchanger) System outlet pressure Pressure drop (calculated) Nozzle velocity (inlet) Nozzle velocity (outlet) Heat exchange (actual) Shell Side (Saturated Steam)

Unit

Steam consumption

Two control valves control the temperature. One control valve is located on the heater inlet and the other valve is on the bypass line.

Operating Case Design

Beg WU

End WU

kg/h

3436

6858

943

Inlet temperature

°C

169

169

169

Outlet temperature

°C

Approx. 164

-

-

Inlet pressure

bar

7

-

-

Outlet pressure

bar

7

-

-

IMO No. 9636711 / 1st Draft (2013.09.30)

On heater trip, the controller will be interlocked with 0 % output. When the trip is reset, the controllers will start in manual.

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Part 4 Cargo System

CORCOVADO LNG

Cargo Operating Manual

HD Heater

IMO No. 9636711 / 1st Draft (2013.09.30)

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Part 4 Cargo System

CORCOVADO LNG Control Valves in Local Mode It is possible to put the control valves in local mode from the local station and the valve positions can then be varied locally. 3. Operating Procedure in Warming-Up Configuration

Cargo Operating Manual On completion of the operation; 14) Switch the auto-control to manual. 15) Close the gas supply valve CG517 on the HD heater. 16) Close the steam supply valve SC313 to the HD heater when the temperature at the heater outlet is above 0 °C.

WARNING Prior to and during any cargo operations which involve LNG entering the cargo compressor room pipework system, the cargo compressor room exhaust fans and the gas sampling system must be confirmed to be in operation.

4. Controls and Settings

To set up the HD heater for warming-up configuration, proceed as follows:

The gas outlet temperature is controlled by controllers CG518 and the bypass valves CG519 of the HD heater.

1)

Open the shell side vent valve.

2)

Open the shell side condensate valves and check the drains.

3)

Crack open the manually operated steam supply valve SC313 to warm through and vent the heater.

4)

5)

6) 7)

When all the air has been expelled from the shell, shut the vent valve. When water has been drained from the shell, shut the drain valve. Slowly open up the steam inlet valve SC313. Set the vapour lines as detailed for the operation and put the cargo heater in use.

8)

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

9)

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

10) Check the condensate level in the sight glass. 11) Set the temperature and level controller to the correct settings for the operation being undertaken (first stage: 0 °C, second stage: +80 °C for warming up operation with vapour, 50 °C for warming up and inerting operation with inert gas). 12) Open the hydraulically operated gas inlet valve CG517 and manually operated outlet valve CG520. 13) Monitor the gas vapour outlet and condensate temperatures.

17) Open the steam side vent, then open the drain when all the steam has vented.

11) Set the temperature and level controllers to the correct settings for gas burning of +80 °C. 12) Monitor the gas vapour outlet and condensate temperatures. On completion of the operation 13) After the gas compressor has been shut down and the gas supply valve to the engine room shut, close the inlet valve to the HD heater CG517. 14) Shut the steam inlet valve SC313.

The steam condensate from the heater is returned to the drains system via the cargo steam drains cooler and the cargo escape tank, the latter of which is fitted with a gas detector sampling point. 5. Boil-off Gas Heating Configuration

15) Open the steam side vent and open the drain valve when all the pressure is off the heater. 6. Heater Shutdown Shutdown relay logic The temperature control valve solenoids power is removed by a hardwired circuit when:

The vapour lines will be set for using the LD compressor to deliver vapour to the gas heater.



Shutdown button on local control panel is activated.



IAS computer abnormal (Watchdog).

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



Unit shutdown output from software logic.

1) Open the shell side vent valve.

Shutdown software logic These effect causes unit shutdown.

2) Open the shell side condensate valves and check the drains.



Gas outlet temperature high-high switch

3) Crack open the manually operated steam inlet valve SC313 to warm through and vent the heater.



Condensate level high-high switch



Condensate temperature low-low switch



Emergency shutdown pushbutton on local panel

4) When all the air has been expelled from the shell, shut the vent valve. 5) When all water has been drained from the shell, shut the drain valve. 6) Slowly open the steam inlet valve SC317 7) Set the LNG vapour lines as detailed for the operation to be taken. 8) Open the vapour outlet valve CG520 and the vapour inlet valve CG517. 9) In the CCR, set the controls for the HD heater on the IAS.

When one of the trip causes is active the following actions will be initiated: 

Unit shutdown relay output will be opened immediately.



The common trip indicator on the local panel is powered.



The inlet valve CG518 will close.



The bypass valve CG519 will open.

Shutdown reset A reset pushbutton is placed on the IAS mimic. This button has to be activated in order to reset the shutdown logic, and to get power back on the control valve solenoids.

10) Open the control air supply to the HD heater controls. IMO No. 9636711 / 1st Draft (2013.09.30)

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Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.6a LNG Vaporiser

Current Flow Accumulator FI Flow LV010.5

Flow Calculator DPI LV010.2

IAS

CCR

Condensate Temp. LL LL : 50℃

TALL LV014.1

LAHH Condensate LV014.2 Level HH

XA Manual Trip Alarm LV014.3

FIC LV010.4

PI LV010.3

TI LV010.1

HS

0~ 200℃

Vap. HTR Out -150~ Press. 100℃ PI LV011 HTR Out Temp. L EXE TEX LV009.1

Common XS Alarm LV015

From Vapor Main

Common Trip XS LV016 Exsternal Trip

Vap. HTR Out Temp. H : -30℃ L : -60℃ TIAHL LV009

OR

Vapour HDR Press. H. GH019 XS

OR

Reset

Condensate LAH Level H. LV013 Condensate Temp. TIAL L:70℃ LV012 Condensate Temp. EXE 0~ EXE 200℃ LV012.1

From Emergency Cargo Pump

Key Vapour Line Liquid Line Condensate Line Steam Line Instrument Air Line

Primary Insu. Sp Press. HH NP002.02 XS

0~ 100 mbar

XS

800~ 2000 mbar

Position

-150~ 100℃

ZI LV005.3

Remote XS LV005.4

Flow ZC Control LV005.2

XL LV005.1

Trip

Position ZI LV007.3

Inlet Press. PI LV011

Remote XS LV007.4

XL LV007.1

Trip

TC LV007.2

Inlet Temp. TI LV003

Inlet Temp. Extension TEX LV003.1

Temp. Cont.

CS501 Open Close HS LV013.1 ZLL LV013.4

HS LV013.2 ZLH LV013.3

VRC Panel

SVB

EMS

Common Alarm

PI 2

PI 3

SC308

PIT 2

TE 2

Steam In-line Mixer

XA

HS

Common Trip

CS502

TI 2

POT

XS

POT

PI 1

PIT 1

TI 1

CS503

To Mist Separator

CG542

XA

CI530

HS

SC309

Cargo Compressor Room

CG530

DPT

APT

PT 100

CG528 CI501 CI502 CI505

To H/D Heater

ZT

s

HY 2

Inst. Air CS503

LSH 4

LSHH 4

TE 4

LI

LNG Vaporiser

CD309 SC306 SC307

ZT

s

CI530

HY 1

Inst. Air CS502

SC305

IMO No. 9636711 / 1st Draft (2013.09.30)

-200~ 100℃

TE 1

0~200℃ TSLL 4

Condensate Main

0~16 bar

Local

TI 4

4 - 63

ZSH ZSH

H

CS501

From Strriping & FG Pump

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 4.6 LNG Vaporiser

2. General Description

1. Specification

The LNG vaporiser is a steam heated shell and tube type heat exchanger located in the cargo compressor room.

Maker: Type: Model:

Cryostar BEU 65-UT-38/34-5.9

Tube Side (Process Fluid)

Purge

EMCY unload

EMCY forcing

Inert N2

2)

The outlet temperature is controlled by a controller, which reads the outlet temperature and manipulates the bypass valve. Recommended output temperature in emergency forcing mode is -25 °C

Gassing up the cargo tanks with vapour after inerting with inert gas and prior to cooldown. LNG is supplied from the shore to the LNG vaporiser via the spray line. The vapour is produced at the required temperature of +20 °C and is then passed to the cargo tanks.

3)

LN2 vaporisation for inerting the cargo tank and insulation spaces. Supply the cargo tanks with vaporised nitrogen using liquid nitrogen supplied by the terminal, in the event of the vessel’s inert gas generator being inoperative. This operation would only be carried out at the initial inerting of cargo tanks or at the first loading terminal after dry dock. The vaporiser outlet temperature must be controlled at +20 C during the inerting operation.

kg/h

10930

26209

4900

2330

Inlet volume flow

m3/h

24

58

11

3

Outlet flow

m3/h

13638

14844

4862

1667

°C

-163

-163

-163

-196

°C

32

-34

78

121

°C

20

-140

-40

20

Inlet pressure

bar

4

4

2.5

2.5

Outlet pressure

bar

0.2

02

0.2

0.2

Pressure drop (calculated)

bar

0.12

0.79

0.03

0

m/s

2.2

5.27

0.99

0.26

m/s

30.1

32.8

10.7

3.7

Local Control Valves

kW

2817

4100

1.077

288

It is possible to, locally, put the control valves in local modus and vary the valve position locally. The control shall, upon this action, read the actual valve position in order to ensure bumpless transfer when the valves are returned to remote.

Inlet temperature Outlet temp. (uncontrolled) Outlet temp. (controlled)

Nozzle velocity (inlet) Nozzle velocity (outlet) Heat exchange (actual) Shell Side (Saturated Steam)

Operating Case Unit Purge

EMCY unload

EMCY forcing

Inert N2

kg/h

4946

7200

1891

5.5

Inlet temperature

°C

169

169

169

169

Outlet temperature

°C

Approx. 164

-

-

-

Inlet pressure

bar

7

-

-

-

Outlet pressure

bar

7

-

-

-

m/s

19

27.7

7.3

1.9

m/s

0.7

1.02

0.27

0.07

Steam consumption

Nozzle velocity (Inlet) Nozzle velocity (Outlet)

IMO No. 9636711 / 1st Draft (2013.09.30)

If the shore is unable to supply vapour return, LNG can also be fed to the vaporiser using one spray pump or by bleeding from the liquid main.

The flow through the LNG Vaporiser can be controlled either by a flow controller or by a pressure controller. The flow controller reads the rate downstream of the vaporiser and manipulates the inlet valve. The pressure controller reads the pressure in the vapour manifold and manipulates the same valve. Switching between pressure control and flow control is bumpless and can be done at any time.

Mass flow

volume

If the back pressure in the discharge piping to shore is not sufficient to have a minimum of 3 bar at the inlet to the vaporiser, a spray pump will be used to supply liquid to the vaporiser.

During unloading the volume of unloaded LNG has to be replaced, either from shore via the vapour crossover header or by utilising the LNG Vaporiser. The LNG vaporiser is also used for vaporising N2 for the purging of tanks.

Operating Case Unit

at 1100 mbar during the entire discharge operation. Additional vapour is generated by the tank spray rings; with the LNG being supplied by the spray pump.

Shutdown At shutdown, all controllers will be interlocked with 0 % output. When the shutdown is reset, the controllers will go to manual mode.

NOTE

Alarms are provided for outlet gas temperature and for condensate water high level and low temperature. The gas outlet temperature and the condensate low temperature alarms are both inhibited when the LNG vaporiser is shutdown.

Due to its very low temperature, liquid nitrogen will damage living tissue and any spillage on the ship’s deck will cause fractures and failures the same as for LNG. 4)

Emergency forcing by manual operation: The LNG vaporiser can function as the forcing vaporiser in case the forcing vaporiser has failed.

The LNG vaporiser is used for the following operations: 1)

Discharging cargo at the design rate without the availability of a vapour return from the shore. The vapour produced leaves the vaporiser at approx. -140 °C and is then supplied to cargo tanks through the vapour main. Vapour pressure in the cargo tanks will normally be maintained 4 - 64

Part 4 Cargo System

CORCOVADO LNG

Cargo Operating Manual

LNG Vaporiser

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 65

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 3. Operating Procedure to Bring the LNG Vaporiser into Service WARNING Prior to and during any cargo operations which involve LNG entering the cargo compressor room pipework system, the cargo compressor room exhaust fans and the gas sampling system must be confirmed to be in operation. Set the LNG pipelines as detailed for the operation and prepare the LNG vaporiser for use as follow: 1)

Ensure that the deck steam and instrument air supplies are available to the LNG vaporiser.

2)

Open the condensate drain valve and the steam side shell vent valve.

3)

Set up the downstream vapour lines for the required operation and vaporiser outlet valve CG530, to allow for gas expansion during the warming up stage.

12) As soon as a flow has been established, set the correct value for the desired operation on the temperature controller; -140 ºC for volumetric replacement during cargo discharge, or +20 ºC for cargo tank purging after refit and LN2 vaporisation for insulation spaces or tank purging duties. 13) Gradually increase the flow rate up to the desired value and change the mode to AUTO. 14) Monitor the condensate level until full gas flow has been achieved on in the vaporiser to ensure stable operations. 15) Continue to monitor the vaporiser for leaks, the vapour outlet temperature, the condensate level and the drains temperature throughout the operation.

• • •

Shutdown button on local control panel is activated. IAS computer abnormal (Watchdog). Unit shutdown output from software logic.

Shutdown Software Logic These effect causes unit shutdown. Set point 330 mm

Cryostar ID LSHH4

Condensate temperature low-low

+80 ºC

TSLL4

On Completion of the Operation:

Emergency shutdown pushbutton on local panel

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

2)

When the drains are blowing clear open the drain trap outlet and inlet valves and shut the drain. The temperatures, pressures and condensate levels of the heater should be allowed about 30 minutes to stabilise.

Switch the flow control valve CS502, and temperature control valve CS503 to manual, and manually open the valves to allow any remaining LNG to vaporise naturally.

3)

When the heater outlet temperature is well above 0 ºC and there is no indication of any frosting anywhere on the heater, shut the main steam valve.

7)

Slowly open the main steam valve SC309 and close the bypass valve SC308.

4)

Open the steam side shell vent valve.

8)

Monitor the condensate level in the local level gauge.

5)

When steam stops exhausting from the vent open the condensate drain valve and shut the inlet valve to the drain trap.

9)

In the CCR, set the flow control for the vaporiser to the ON position on the IAS, select MAN mode and ensure that the set point is for zero flow.

6)

When the vaporiser has cooled down to ambient temperature, shut the vapour outlet valve CG530 and secure the rest of the system as required.

6)

The temperature and flow control valve solenoid power are removed by a hardwired circuit when:

Description Condensate level high-high switch

1)

5)

Shutdown Relay Logic

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

Crack open the vaporiser steam bypass valve SC308 to warm through and vent the heater.

4)

4. LNG Vaporiser Shutdown

Close the hydraulically operated liquid line isolating valve CS501.

HS5

When one of the trip causes is active the following actions will be initiated: • •

Unit shutdown relay output will be opened immediately. The common trip indicator on the local panel is powered.

Shutdown Reset A reset pushbutton is placed on the IAS mimic. This button has to be activated in order to reset the shutdown logic, and to get power back on the control valve solenoids.

10) Confirm that the spray header is pressurised and then open the hydraulically operated liquid line isolating valve CS501. 11) In MAN mode, crack open the flow control valve and admit LNG to the vaporiser. Physically monitor all the vaporiser flanges and joints for any signs of leakage.

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 66

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.7a Forcing Vaporiser

Key

Vapour HDR Press. H. GH019 From Cargo Tank/ Insulation Spaces & Atomosphere Pressuere

Condensate Temp. LL LL : 50℃

TALL FV014.1

Condensate LAHH Level HH FV014.2

Steam Line Instrument Air Line

Vapour Line Liquid Line Condensate Line

Manual Trip XA FV014.03 Alarm

From H/D Heater

Reset HS OR

IAS

CCR

External XA Trip Condensate Condensate Temp. Level H. TIAL LAH L : 70℃ FV013 FV012

FIC FI PIAL FV010.4 FV010.5 CP035 Current Accumulator F. Gas HDR Flow Flow Press.

Common Trip XA FV016

Vap. HTR Out Temp. Cont. TICAHL H : -100℃ FV009 L : -140℃ Trip : -145℃

Flow Calculator CS504 Open Close

OR

0~ 200℃

Condensate Temp. EXE

Steam Steam Press. Temp. Low H : 220℃ L : 5 bar TIAL PAL FV017 FV018

Common Alarm XS FV015

Outlet Press PI FV011

HTR Out Temp. L EXE EXE FV009.1

Position Trip FV030

TE 1A

ZIC FV005.3

Flow Remote Cont.

XS FV005.4

XL FV005.1

Position FV007.03 Trip

ZC FV005.2

ZI

XS FV007.4

Inlet Press. PI FV004

Remote XL FV007.1

TC FV007.2 Temp. Cont.

TEX FV012.1

HS FV015.1

Inlet Temp. TI FV003

ZLL FV015.4

EXE FV003.1

TICAHL FV010.1

PI FV010.3

DPI FV010.2

HS FV015.2

TI CP036

ZLH FV015.3

VRC Panel

SVB

0~ 10 bar HS

XA

Emergency Stop

Common Alarm

PI

PIT

TI 2

Steam

TSLL 4

Condensate Main

0~200℃

POT

CS505

HS

POT

PI

PIT

TI 1

CS506

Vapour Header

ZT

s

CG540 Inst. Air

0~16 bar

CG532

0~16 bar

CI532

TE 1A

-200~100℃

CG 542

TE 2

FV In-line Mixer

0~100 mbar

TI 0~300℃

CS528

TE 4

Common Alarm

LNG Vapouriser

HTI 03

SC304

To LNG Vaporiser

HS

-200~100℃

HI505 PT 100

XA

0~16 bar

PI

PS

0~200℃

Cargo Compressor Room

Local

TI 4

Mist Sep.

0~ 300℃

CS527

CS520 LSH 4

LSHH 4 LG 4

Forcing Vaporiser

To Cargo Tank

ZT

HY 2

PT

Inst. Air ZT

s

HY 1

CS506 Inst. Air

CD308 SC302 SC303

CI 533

TE 1

CS505

4 - 67

ZSH ZSH

H

PT 100

APT

CI 511

PI

CPI47 PT

100

DPT

CI 504

CS504 To LNG Vaporiser

SC301

IMO No. 9636711 / 1st Draft (2013.09.30)

s

CI 503

CTI41 CI311

TI

From Stripping Head

Inline Mixer

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 4.7 Forcing Vaporiser

2. General Description The forcing vaporisers are situated in the cargo compressor room and the LNG is supplied from the fuel gas pumps or the stripping/spray pumps. LNG flow is controlled by an automatic inlet feed valve which receives its signal from the flow controller.

1. Specification Maker: Model: Type:

Cryostar 34-UT-25/21-3.2 BEU Tube side

(Process fluid)

Operating case Unit

Process fluid

Sizing

Forcing

Methane

Methane

Mass flow

kg/h

4900

4900

Inlet volume flow

m3/h

11

11

Outlet volume flow

m3/h

4862

3610

°C

-163

-163

°C

-15

-15

°C

-40

-100

Inlet pressure

bar

4

4

Outlet pressure

bar

0.2

0.2

bar

0.6

0.6

Nozzle velocity (Inlet)

m/s

2.74

2.74

Nozzle velocity (Outlet)

m/s

27.5

20.4

kW

1077

891

Inlet temperature Outlet temperature (Uncontrolled) Outlet temperature (Controlled)

Pressure drop (Calculated)

Heat exchange (Actual)

Shell side (Saturated steam)

The temperature control is based on a preset table and the temperature controller will only adjust the temperature on a long time base in the case that there is an error in the preset table. The temperature set point is fixed at -100°C, but can also vary between -20 and -100 °C. The forcing vaporiser and its controllers maintain the vapour header pressure at its set point by supplementing the natural boil-off rate from the cargo tanks by vaporising part of the LNG cargo when operating in fuel gas only (100 % gas) mode. On the ballast voyage, the natural boil-off rate is reduced, so the forcing vaporiser will be required to supply larger flow rates to force vaporised gas depending on the amount of spray cooling into the cargo tanks. 3. Operating Procedure to Bring the Forcing Vaporiser into Service NOTE Cargo compressor room exhaust fans and the gas sampling system must be in operation prior to and during any cargo operations which involve LNG and GNG entering the cargo compressor room pipework system.

Operating case Unit Sizing case

Forcing

kg/h

1891

1564

Inlet temperature

°C

169

169

Outlet temperature

°C

164 approx.

-

Inlet pressure

bar

7

-

Outlet pressure

bar

7

-

Nozzle velocity (Inlet)

m/s

29.1

24

Nozzle velocity (Outlet)

m/s

0.27

0.22

Steam consumption

The forcing vaporiser is used for vaporising LNG liquid before the mist separator and LD compressors, and to supply the engines with additional fuel gas when the natural boil-off pressure is insufficient to maintain the demand when the engines are operating in fuel gas mode and to increase the tank pressure in dual fuel mode.

IMO No. 9636711 / 1st Draft (2013.09.30)

5)

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

6)

When the drains are blowing clear open the drain trap outlet and inlet valves and shut the drain. The temperatures, pressures and condensate levels of the heater should be allowed about 30 minutes to stabilise.

7)

Monitor the condensate level in the local level gauge.

8)

In the CCR, set the flow control for the vaporiser to the ON position on the IAS, select MAN mode and ensure that the set point is for zero flow.

9)

Confirm that the spray main is pressurised and then open the manually operated liquid line isolating valve CS504.

10) In MAN mode, crack open the flow control valve and admit LNG to the vaporiser. Physically monitor all the vaporiser flanges and joints for any signs of leakage. 11) In the CCR, set the controls for the forcing vaporiser on the IAS mimic. 12) When vapour is produced, switch the control for the liquid valve to remote and automatic. 13) Monitor the condensate level until full gas flow has been achieved on the vaporiser in order to ensure stable operations. 14) Continue to monitor the vaporiser for leaks, the vapour outlet temperature, the condensate level and the drains temperature throughout the operation CAUTION

1)

Ensure that the deck steam and instrument air supplies are available to the forcing vaporiser.

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

2)

Open the condensate drain valve and the steam side shell vent valve.

On completion of operation;

3)

Set up the downstream vapour lines for the required operation and vaporiser outlet valve CG532, to allow for gas expansion during the warming up stage

4)

Slowly open the vaporiser steam valve CS304 to warm through and vent the vaporiser.

4 - 68

1)

Close the manually operated liquid line isolating valve CS504.

2)

Switch the flow and temperature controllers to manual and manually open the valves (flow control valve: CS505, temperature control valve: CS506) to allow any remaining LNG to vaporise naturally.

Part 4 Cargo System

CORCOVADO LNG

Cargo Operating Manual

Forcing Vaporiser

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 69

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 3)

When the heater outlet temperature is well above 0 ºC and there is no indication of any frosting anywhere on the heater, shut the main steam valve.

4)

Open the steam side shell vent valve.

5)

When steam stops issuing from the vent open the condensate drain valve and shut the inlet valve to the drain trap.

6)

When the heater has cooled down to ambient temperature, shut the vapour outlet valve CG532 and secure the rest of the system as required.

Forcing Vaporiser Running State

Shutdown Software Logic

The forcing vaporiser running state is indicated in the mimics. The running state is depending on the following parameters:

These effect causes unit shutdown.



Forcing vaporiser inlet pressure > 4.0bar, and

Description Condensate level high-high switch

Set point 330 mm

Cryostar ID LSHH4



Flow control valve opening > 5%, and

Condensate temperature low-low

+80 ºC

TSLL4



Forcing vaporiser inlet valve opened, and

Emergency shutdown pushbutton on local panel



No shutdown active

HS5

When one of the trip causes is active the following actions will be initiated:

Shutdown 4. Forcing Vaporiser Control To ensure stable operation of the forcing vaporiser a minimum flow is required through the forcing vaporiser.

At shutdown both flow controller and the temperature controller will be interlocked with 0 % out. When the shoutdown has been reset the controller is set to manual.

There are two control valves for the forcing vaporiser, one for temperature control and one for flow control.

The following conditions will cause the forcing vaporiser to shutdown (in addition to the protection of the forcing vaporiser):

Pressure Control

Master gas valve trip

In order to stabilise the system as much as possible, the forcing vaporiser will be pressure controlled.



ESD



Propulsion trip

The forcing vaporiser pressure controller will receive its set point from the GMS converted into steps (with ramp).



Heater trip

Temperature Control The temperature control is primarily based on the position of the flow valve. A curve between flow valve position and temperature valve position will be used. In addition there is a temperature controller to correct deviations from the pre-determined temperature table. The output value from the flow/temperature table is added with the output from the temperature controller.

• •

Unit shutdown relay output will be opened immediately. The common trip indicator on the local panel is powered.

Shutdown Reset A reset pushbutton is placed on the IAS mimic. This button has to be activated in order to reset the shutdown logic, and to get power back on the control valve solenoids

Control Valves in Local It is possible to put the control valves in local modus and vary the valve position locally. The control shall, upon this action, read the actual valve position in order to ensure bump less transfer when the valves is returned to remote. 5. Forcing Vaporiser Shutdown Shutdown Relay Logic

This method will let the FV gas outlet temperature “float” around the TIC manual set point and give minimum disturbance to the flow control. A Feed Forward function will come into action when the temperature is outside ±10 ºC. This feed forward will bias the output by ±1 % respectively. In case the temperature is outside ±20 ºC the feed forward function will bias the output by ±2 % respectively.

IMO No. 9636711 / 1st Draft (2013.09.30)

The temperature and flow control valve solenoid power are removed by a hardwired circuit when: • • •

Shutdown button on local control panel is activated. IAS computer abnormal (Watchdog). Unit shutdown output from software logic.

4 - 70

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.8a Mist Separator

Condensate Purge Control CS504

Press Control

ZI FV030.3

ZC FV030.2

CS530

Open Close Temp. Cont. FV026.2

Position

CS525

Set Value

ZC

Position FV026.3 XS ZI

XL

Remote Trip FV026.1 FV026.4

POT 1 CS521

HS FV055.1 TE 1B FV 029

TT 2

ZLL FV055.4

HS FV055.2

Drain Pot Level

ZLH FV055.3

HS FV024.1

ZLL FV024.4

ZLH FV024.3

HS FV023.1

ZLL FV023.4

ZLH FV023.3

HS FV033.1

ZLL FV033.4

ZLH FV033.3

LIC FV022

ZLH FV023.3

ZLL FV032.4

HS FV032.2 ZLH FV032.3

ZLL FV031.4

VRC Panel

HS FV031.2 ZLH FV031.3

VRC Panel

SVB

SVB

Mist Separator

PDT 1B

ZT s

s

ZLL ZLH

CS524 H

ZLL

s

ZLL ZLH

CS521

N2 Gas for Purging

CS525

ZLH

CN589

CS530

To No.4 Vent Mast

CN588 Key Vapour Line Liquid Line Nitrogen Line Instrument Air Line

Drain Pot

PDIT 2

ZSL ZSH

H

CS523 ZT

Fuel LNG Recyling Line CS520

HS FV031.1

SVB

-150~100 ℃

Cargo Compressor Room

Local

TE 1B

ZSH ZSH

CS528

HS FV032.1

HS FV023.2

To LD Compressor

HY 3

From Stripping & FG Header

HS FV023.1

TE 2

SVB

s

CS315 Open Close

VRC Panel

TI 1B

In-line Mixer

CS415 Open Close

ZLL FV023.4

VRC Panel

HS 1 CS521

From Forcing Vaporiser

Mist Separator Level LICAHL FV025

CS523 Open Close

-150~100 ℃

IAS

CCR

From FG HDR Press

CS524

Drain Return Line

Comp. Room

Trunk Deck

0 41 CL H

H ZS

6 41 CS

H ZS

H

5 41 CS

0 31 CL H

H ZS

6 31 CS

H ZS

H

5 31 CS

CS529

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 71

Part 4 Cargo System

CORCOVADO LNG

Cargo Operating Manual

4.8 In-Line Mixer and Mist Separator Mist Separator

1. General Description

Gas composition : Manual

Model VMS-10/10-800 Performance data

Maker: Model:

Cryostar VMS-10/10-1100

An In-Line Mixer is installed downstream the forcing vaporiser and pipe from main line, mixing LNG with NBO or FBO, to adjust gas temperature before the mist separator. The in-line mixer and the mist separator are used to: 



Adjust the BOG temperature at the compressor inlet between -120 °C and -90 °C (NBOG/FBOG, including recycle flow of the LD compressor) To remove the heavier hydrocarbons out of the NBOG/FBOG to maintain the required methane number on the DFDEs.

unit

Operating case

The BOG entering the in-line mixer will be cooled by injecting a certain amount of liquid through a temperature control valve CS521 and the liquid spray nozzle. The warm gas is mixed with the sprayed liquid. The light hydrocarbon components vaporise.

IMO No. 9636711 / 1st Draft (2013.09.30)

3

4

5

6

7

Case 1

Case 2

Case 3

Case 4

Case 5

Case 6

Case 7

Forced BO

Mix

Mix

Mix

Mix

Mix

Natual BO

Total mass flow

kg/h

4900

4861

4822

4744

4667

4589

4021

%

100

91

82

64

46

28

-

Inlet 1

Forced boil-off Mass flow

Inlet 2

kg/h

4900

4459

4018

3136

2254

1372

-

Inlet temperature

°C

-100

-100

-100

-100

-100

-100

-

Natural boil-off

%

-

10

20

40

60

80

100

kg/h

-

402

804

1608

2413

3217

4021

Inlet temperature

°C

-

-100

-100

-100

-100

-100

-100

Temperature

°C

-100

-99.6

-99.3

-98.9

-99

-99.4

-100

Dew point

°C

-93.2

-94.2

-95.3

-98.0

-101.4

-106.2

-161.4

1284

1281

1277

1269

1259

1249

1233

3820

3796

3776

3740

3706

3673

3261

wet

wet

wet

wet

dry

dry

dry

Weight %

2.5

1.6

0.9

0.1

-

kg/h

123.1

78.7

44.9

6.1

-

Inlet

mbar

1040

1040

1040

1040

1040

1040

1040

Outlet

mbar

1040

1040

1040

1040

1040

1040

1040

Allow.

bar

10

10

10

10

10

10

10

Calc.

bar

0

0

0

0

0

0

0

0.111

0.111

0.110

0.109

0.108

0.107

0.094

Mass flow Outlet

Density

kg/m

Volume flow Condensate Pressure Press. Drop

Nozzle velc’y

3

3

m /h

Inlet

m/s

20.9

20.9

20.9

20.9

20.8

20.6

18.3

Outlet

m/s

21.6

21.5

21.4

21.2

21

20.8

18.5

LNG

Case 1

Case 2

Case 3

Case 4

Case 5

Case 6

Case 7

Outlet gas Compos. Nitrogen

mole %

0.450

0.455

1.129

1.810

3.203

4.646

6.139

8.566

Methane

mole %

89.250

90.161

90.010

89842

90.030

90.373

90.773

91.422

Ethane

mole %

7.250

7.180

6.612

6.023

4.794

3.507

2.175

0.011

Propane

mole %

2.950

2.193

2.230

2.200

1.922

1.425

0.882

-

Butane

mole %

0.100

0.014

0.019

0.027

0.052

0.048

0.030

-

Pentane

mole %

-

-

-

-

-

-

100.00

100.00

100.00

100.00

100.00

100.00

100.00

Case 1

Case 2

Case 3

Case 4

Case 5

Case 6

Case 7

100.00 Condensate Compos.

Excessive liquid (heavy components) which did not vaporise will remain at the bottom of the piping to be streamed down with the cooled gas and enter the mist separator. The piping is installed with certain slope (minimum 2 %).

2

Mix

k factor

The in-line mixer consists of a mixing pipe, a spray nozzle and a temperature control valve CS521. The mist separator consists of a drum and a knitted mesh type pad installed in the top side of the drum to remove droplets. One level transmitter (High-high, High) is installed to monitor the liquid level in the mist separator. All this equipment is installed in the machinery cargo room.

1

Fluid

Fluid quality

The NBOG from the cargo tanks is fed to the in-line mixer and the mist separator via the vapour main header and associated pipe lines. The temperature of the NBOG will fluctuate depending on typical voyage conditions (Laden or Ballast voyage), weather conditions and so on. This temperature variation will be caused by heat ingress through the vapour main header, associated lines and valves.

Case: Laden Voyage

Nitrogen

mole %

0.002

0.005

0.008

0.014

Methane

mole %

3.378

3.325

3.283

3.218

Ethane

mole %

13.893

12.484

11.164

8.663

Propane

mole %

74.460

73.260

70.500

59.628

Butane

mole %

8.267

10.926

15.045

28.478

Pentane

mole %

-

-

-

-

100.00

100.00

100.00

100.00

4 - 72

-

Part 4 Cargo System

CORCOVADO LNG Little droplets are separated from the cooled gas by the knitted mesh type pad which is installed in the upper side of mist separator. Those heavy components in liquid phase and the little droplets are collected in the bottom of mist separator and drained the drain pot. Finally the dry gas flows to the inlet of the LD compressor. The electric parts for the control of the temperature control valve CS521 are installed at the forcing vaporiser local panel. The local and remote mode selection switch of temperature control valve is only available in the forcing vaporiser local panel. 2. Operating Scenarios

Cargo Operating Manual During load rejection of the DF diesel engines (trip or change from gas mode to diesel) the flow rate of recycle gas increases rapidly. Hence the temperature of the gas passing the in-line mixer will increase rapidly.

Alarms are provided at the high liquid level in the mist separator. The High-High level in mist separator must trip the LD compressor, forcing vaporiser and stripping/spray pump and in-line mixer.

In case of load rejection and trips of the DF diesel engines, a binary signal must be provided. The disturbance gate of the temperature controller of the in-line mixer is provided with a feed forward signal which will be activated in case of load rejection or trip.

4. Drain Pot

The disturbance feed forward value will be subtracted/added to the output signal of the temperature controller. The value depends on occasion i.e., if one or two compressors are running or one, two or three DF diesel engines are on load rejection or trip.

The following is a summary of operation provided by the IAS system of the vessel. The descriptions are provided only for basic understanding of the systems which the gas compressors operate in. Actual operation may be different than describe herein.

For each disturbance signal a separate disturbance feed forward value can be adjusted to cover the required cooling performance for this operating scenario. The values are withdrawn by a single delay Ramp.

Cooling of NBOG

3. Control Description of In-line Mixer and Mist Separator

When only NBOG is transferred to the BOG compressor (no recycle operation, forcing vaporiser not in operation) the temperature upstream the mist separator will be kept constant by in-line mixer. The gas is mixed with the sprayed in liquid and the liquid is partly vaporised. Excessive LNG and the gas enter the mist separator. Small droplets of liquid (typically heavier hydrocarbons) will be coalesced into larger droplets, which collect in the bottom of the mist separator and will be drained to the drain pot. The “dry” gas flows out to the LD compressor. Cooling of FBOG FBOG is pre-cooled to -120 °C by the in-line mixer of forcing vaporiser which is part of the forcing vaporiser. The FBOG leaving the forcing vaporiser will mix with the NBOG coming from the cargo tanks and will be finally cooled down to -120 °C to -140 °C in the in-line mixer before mist separator. Cooling of LD Compressor Recycle Flow Warm gas from the LD compressor recycle is routed into the vapour main header. There it mixes with the cold NBOG. While passing the inline mixer, the mixed gas (NBOG + recycle gas) will be finally cooled down to the desired temperature of -120 °C to -140 °C.

IMO No. 9636711 / 1st Draft (2013.09.30)

Local and Remote Operation The temperature control valve CS521 can be changed between local and remote mode from the forcing vaporiser local panel. If CS521 is set to local, the valve can be operated manually from the forcing vaporiser local panel. If CS521 is set to remote, the valve will receive its automatic control signal from the IAS. Temperature Control The temperature controller will be performed by the IAS. During normal operation (automatic mode) the temperature control valve CS521 will receive its control signal from the IAS. The set point (SP) for the temperature controller of the in-line mixer is fixed from IAS. As process value (PV) of the controller the higher value between of the BOG temperature upstream the mist separator. The temperature controller compares SP and PV, the difference being the ERROR = SP - PV. The controller always tries to obtain an ERROR of 0. A negative ERROR (SP < PV) leads to an increasing controller output signal (Temperature control valve CS521 opens). A positive ERROR (SP > PV) leads to a decreasing controller output signal (Temperature control valve CS521 closes).

4 - 73

The drain pot is used to drain liquid natural gas which collects in the inline mixer, the in-line mixer and the mist separator. Two on/off control valves are installed at the top of the drain pot. LNG drain valve CS525 and vapour breathing valve are open during the normal operation. LNG collected will flow down through the LNG drain valve CS525 and vapour from the drain pot will flow up through the vapour breathing valve. When the high level of the drain pot is activated, the solenoids of CS525 and the vapour breathing valve will de-energize and the valves will close. The N2 supply valve (supplied by others) will open and N2 gas will be injected into the drain pot. The pressurised N2 will force the LNG back to the cargo tanks until the level in the drain pot dropped down to the low level. When the drain pot low level has been reached, the N2 supply valve will close, and the vent valve to vent mast will open (approx.. 20 seconds, adjusted during commissioning) to release over pressure from the drain pot. After this time the vent valve will close and the LNG drain valve CS525 and the vapour breathing valve will open again. 5. Mist Separator Drainage The drain valve CS523 from the mist separator should always be left in the open position to allow the heavy LNG components (butane and pentanes) to drain by gravity to No.3 or No.4 cargo tanks liquid dome via CS315 non-return valve CS316 or CS415 and non-return valve CS416. The drain pot level will be controlled with a sequence. Manual operation is also available to operator. In case the mist separator level HH or outlet temperature LL the inline mixer will be tripped. NOTE Cargo compressor room exhaust fans and the gas sampling system must be in operation prior to and during any cargo operations which involve LNG and GNG entering the cargo compressor room pipework system.

Part 4 Cargo System

CORCOVADO LNG

Cargo Operating Manual

In-Line Mixer and Mist Separator

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 74

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.9a Vacuum Pumps

PI 301

PSL 302

From Suction

key

Cooling Water Line Starter Panel

Nitrogen Line

Local Control Panel

I.S Barrier Panel

Legender TSL 101

TI 103

TSL 201

TI 203

Expansion Joint Check Valve

M Suction Filter Cartridge

Suction Filter Cartridge

Electric Motor Screw Vacuum Pump Solenoid Valve Cooler Coupling 2-way Ball Valve

TSH 102 TI 104

(15A)

TSH 110

Air Vent

(25A)

(25A)

Discharge Silencer TI

Air TSH 210

(15A)

Air Vent

(25A)

105

HT 111

M

(100 A)

HT 211

M

PI 108

(25A)

Silencer

Dry Screw Vacuum Pump

FSL 109

(25A)

Cartridge Filter

(100 A)

(25A)

PI 207

Dry Screw Vacuum Pump

Reserver

Discharge Silencer TI 205

(25A)

PI 107

Ball Valve

TI 204 (25A)

Air

3-way manifold Valve

TSH 202

PI 206

PI 208

(25A)

Scope-A

(25A)

Scope-B

To CWR

FSL 209

To Discharge

PI 106

TSL

Temper Switch Low

TSH

Temper Switch High

TI

Temper Indicator

PI

Pressure Indicator

HT

Heater

PSL

Pressure Switch Low

FSL

Flow Switch Low

(50A)

From CWS

IMO No. 9636711 / 1st Draft (2013.09.30)

(50A)

4 - 75

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG 4.9 Vacuum Pumps

Timing Gear

1. General Description

The timing gear set is the most important part of the screw vacuum pump, and it is necessary for turning the Screws with a certain clearance kept from each other. The tooth surface is heat cured, and then polished with a special high precision tooth-polishing machine for lowering of noise.

Specifications Maker: Model: Type:

Kowel Precision Co., Ltd. KDPS 1500-L/G Screw Type Dry Vacuum Pump Rotary Positive

Performance data: 

Installation :

Cargo compressor room



Handled gas :

N2 + CH4 + Air & gas mixtures



Inlet pressure :

Normal 1013 mbar Rated

200 mbar



Intake temperature :

-50 °C ~ 50 °C



Discharge temperature :

50 °C ~ 120 °C



Relative humidity :

RH 95 %



Operating capacity :

1350 m3/h



Ultimate vacuum :

0.13 mbar A



Pump rotation speed :

1750 rpm



Electric motor power :

37 kW

Two vacuum pumps are used for insulation space inerting before putting the vessel into service (e.g. after dry-docking), and for insulation spaces inerting process during maintenance or corrective measures. The vacuum pumps will not be used during the normal operations of the vessel, and are only to be used for reinstating the insulation spaces to inerted conditions after dry-docking. 2. Construction Screw Shaft The Screw shaft is made with high-grade spheroidal graphite cast steel and machined precisely. It goes through a perfect dynamic balance testing upon completion of machining.

IMO No. 9636711 / 1st Draft (2013.09.30)

Bearings The bearings on the fixed side are double row angular contact ball bearing. On the expansion side are roller bearings with heavy load capacity. These bearings have been selected to withstand high speed, heavy load service and to assure the accurate maintaining of the clearances between gears and between rotors. There are two Oil Level Sight Gauges, one located on each side of the front-end cover. Check both sight gauges; the reading should be the same, indicating that the pump is mounted level.

NOTE The oil level will drop from pump off condition to pump running condition. Be sure to check and establish the level with the pump running. Turn off the pump to add oil. Never attempt to add oil while the pump is running. During operation the oil is splashed over the bearings and mechanical seals by revolution of the gears. If the oil level is too low, the gears, bearings and mechanical seals will be damaged as a result of improper lubrication. If the oil level is too high it will cause overheating. Cooling Purge In case the after cooler is provided, the cooling water inlet should be located on the cooler side. If atmosphere intake is impractical, the discharge air should be cooled and recycled. After cooler is optional. 3. Purges

Shaft Seal

Cooling Purge

The shaft seals consist of a bellows-type mechanical seal assembly on the discharge side and double lip seals on the suction side. These seals prevent oil from the front end plate and grease from the rear end plate from migrating into the casing. The motor side of the front-end cover/drive rotor shaft is sealed by an oil seal or optional mechanical seal. The shaft seals consist of Mech. Seals+Lip Seals kit on both Suction and Discharge side to prevent oil leakage from Front/Rear End Plates to inside of Casing. Front End Cover side of drive shaft is sealed by a Mech. Seal.

This purge is intended to lower the temperature of the screws and the inside of the casing. During the operation of the pump, this purge is required to remove the heat from the discharge process gases. The process gases introduced into the casing from the suction side are compressed by the rotation of the screws and transferred to discharge side. This process gases are heated by compression heat. Since this compression heat is high enough to make the internal parts to be expanded and could cause pump seizure. Hence, cooling purge is needed to remove this heat.

Oil Level

This cooling purge is required and normally use atmospheric air for the cooling purge as standard purge. An air filter is provided near the discharge side of casing for this purge.

There are two Oil Level Sight Gauges, one located on each side of the front-end cover. Check both sight gauges; the reading should be the same, indicating that the pump is mounted level. With the pump running, oil should be at the middle of the red dot. Maintain the level (running) between the top of the red dot and the middle of the red dot. Do not overfill! Maintain minimum level to ensure long life of bearings, gears and seals.

4 - 76

Cleaning Purge This purge is required to clean inside of the pump prior to the shutdown. Before pump shutdown, purge with N2 gas, steam or cleaning agent for 20 to 30 minutes after closing the main valve on suction side to remove sticky process materials or process gases. This purge is especially important when pumping corrosive/toxic gases or sticky materials, such as polymer based.

Part 4 Cargo System

CORCOVADO LNG Pump Steam Flushing After each process, run the pump for 10 to 20 minutes without process gas load with suction valve closed (Dry run, Cleaning purge). This is to remove and clean process gases, condensed vapours from the pump that were built inside the pump during the process. These process materials build-up inside of the pump could overload the pump during the pump restart for next process batch. When restart the pump after a long period of time, these process materials could cause pump seizure or pump overload. In such case, steam flush inside of the pump & screws by following procedures. Please do not rotate the pump with excess force. 4. Operation Preparation for Operation

Cargo Operating Manual 2) Pump rotational direction check shall be done with the process inlet isolation valve open. With the process inlet isolation valve open, operate the pump for 20 to 30 minutes. At this stage, all pump operating parameters should be checked for any abnormalities, such as excessive vibration, high oil/grease temperatures, high cooling liquid discharge temperature, high process discharge temperature, noise, over current draw, etc. In case of any abnormality, stop the pump and investigate. Typical abnormalities are caused by improper lubrications and/or improper installation of the pump.

4) Steam Flushing

4) If any abnormality is observed during the initial operation with normal process load, shutdown the pump immediately and ensure the problem is corrected prior to restart-up of the pump. Trial Run

2) Check all suction and discharge connections for mechanical integrity and all the piping supports for adequacies. Also check cooling water piping.

Operate the pump under no load condition for about 20-30 minutes to check for any abnormal vibration or heat. Operate the pump for 2-3 hours under normal load conditions and check the temperature and motor current.

3) Clean all piping thoroughly not to permit welding slag and chips being left inside.

5) Let cooling water flow as specified on chart (28 litre/min.).

Stop pump by turning off the motor.

3) Upon completion of the above step, operate the pump for 2 to 3 hours under normal process load conditions and check the pump operating parameters again.

1) Remove dust from Vacuum pump and Piping.

4) Supply oil up to the red point of the oil gauge. If oil runs short, gear and bearing can seize. And if oil is too much, the oil temperature will rise excessively, and can be reasons for gear noise or some effect on other parts such as the mechanical seals. Hence, keeping the oil level at the top of the red point is important.

3) Motor Shut Off

1) Ensure the direction of the pump rotation is correct; in a Clock Wise (CW) direction, looking from the motor. Pump rotational direction check can be done by jogging the pump a brief moment while checking the rotational direction of the motor fan. If the motor rotates Counter Clock Wise (CCW), correct the power cable connections and check the rotational direction again to ensure the pump rotates in the correct CW direction. IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 77

c)

Close inlet (suction) valve, open discharge valve and drain valve from exhaust silencer or separator.

d)

Inject steam for 1-10 minutes through one of the purge or instrumentation ports on the inlet manifold.

e)

Ensure power to the motor is disconnected, and then try to rotate the drive shaft via pulley or coupling by hand. If necessary repeat the above 2-3 times.

2)

Run the pump under no load condition for 20 to 30 minutes to check any abnormal vibration or heat. In case of any abnormality, stop operation and search for the cause. In most case, improper installation or failure of centering of the pump causes abnormal vibration or heat. Improper lubrication could also be the reason for the abnormal vibration or heat.

3)

Run the pump for 2 to 3 hours under normal load condition and check the temperature and vibration of each part.

4)

During operation, pay attention to the Ampere Meter readings. If there’s any abnormality, stop the pump immediately and check the cause. Often, the cause is interference between rotors or between the periphery of rotor and the inner surface of casing. All pumps we supplied are passed break in operation. However, full care will be still necessary after the pump is disassembled and reassembled at site.

1) Suction Shut Off

If any corrosive gas has entered the piping or pump, purge the pump and piping by flushing the system with a cleansing gas. Flush for 20 to 30 minutes before stopping the pump to ensure that the pump is thoroughly cleaned.

Set steam pressure approx. 1 bar.

Open suction valve, and turn on the power under no load condition to check rotating direction. At this time, start-up instantly.

2) Corrosive Gas Inhalation - Purge Starting the Pumps

b)

1)

Stopping the Pumps

Close the isolation valve on the suction line.

In the event that any process fluids or materials such as Oligomer, Monomer, Polymer, Resin, etc., have been carried over into the pump and caused resistance, steam flush the inside of the pump and screws with the following procedure. Do not attempt to rotate the pump by force.

Operation

CAUTION During operation, monitor the bearing and lubricant temperature, motor current and cooling water flow. Maintain the pump operation within the designated specifications.

a)

Part 4 Cargo System

CORCOVADO LNG CAUTION

Cargo Operating Manual Illustration 4.9b Notice for Drain

 Check temperature of bearing & lubricant and indication of Ampere Meter & cooling water.  Keep operation in accordance with instructions in the manual.

key Cooling Water Line TSL 101

TI 103

Nitrogen Line

Shutdown 1) Shut off suction side main valve. 2) If any corrosive gas has entered the pump, introduce atmospheric air from the suction side for 20 to 30 minutes before stopping to clean inside of pump (except in cases where the process gas is a reactive gas with air).

Suction Filter Cartridge

3) Stop the pump by turning off the motor. To Discharge

4) Shut off cooling water.

If freezing is anticipated, completely drain out the cooling water. TSH 102

PI 106

Open drain valve (valve ○1 , ○2 , ○3 , ○4 ) until drain out completely

TI 104 (25A)

Air TSH 110

(15A)

Air Vent

(25A)

Discharge Silencer TI

3

105

HT 111

M

(100 A)

2

(25A)

PI 107

1

Dry Screw Vacuum Pump

PI 108

(25A)

4

FSL 109

(25A)

Scope-A To CWR From CWS

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 78

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.10.1a Custody Transfer System

Cargo Control Room

Electric Equipment Room NDU/PDU Cabinet

CTS OS 54

CTS OS 53 24 Dis " pla 24 Dis " pla

Custody Transfer System (CTS) Tank Overfill Protection System (TOPS) GLK-100 Units Remote Controller Units (RCU) I/O Units Ex LON Repeaters Terminal Boards Net Switches Power Supply

Note 8

y

NDU NDU NDU NDU

y

A1 B1 A1 A1 Note 1

PDU 2-2

Electric Equipment Room

FS89/90 CTS Main Cabinet

PDU A1 PDU B1

Dig. Level Display Note 7

NDU A1 NDU B1 NDU C1 PDU 1-1 NDU A1 NDU B1 NDU V1

CTS Alarm Printer

CCR

NL-296 (BA688C)

Note 2

Note 8

Note 3

PDU 1-1

Note 2

Note 4

Note CTS will use IAS report printer as Back-up CTS report printer

4-20mA Trim / List Signals System Failure CTS to IAS Power Failure CTS to IAS

[Safety Area] [Hazardous Area]

Ex LON Network Note 5

Note 4

Note 3

LON Node

Note 6

Node Passage Way

Vapour Transmitter GT402 TOPS Note 2 Radar GLA-100/5 Radar GLA-100/ Yard 5Top Cab.

Stand Pipe Sections

2 x 6PCS Temperature Sensors MN3927

IMO No. 9636711 / 1st Draft (2013.09.30)

LON Node

Note 6

Node

(Tank 3) Vapour (Tank 2) Transmitter GT402 Note 2 Radar GLA-100/5 Yard Cab.

Passage Way

ESD/LAVH Sensor

Stand Pipe Sections

2 x 6PCS Temperature Sensors MN3927

Bottom Shield Device

Bottom Shield Device

No.4 Cargo Tank

No.1 Cargo Tank

4 - 79

(Tank 3) (Tank 2) TOPS Radar GLA-100/ 5Top

ESD/LAVH Sensor

Yard Supplied Cables : (Minimum Cable Requirement) Note 1 : 3 x 2.5 mm2 Note 2 : 1 pair twisted 0.75 mm2 w/screen Note 3 : 2 pair twisted 0.75 mm2 w/screen Note 4 : 4 pair twisted 0.75 mm2 w/scree Note 5 : 5 pair twisted 0.75 mm2 w/screen Note 6 : 12 pair twisted 0.75 mm2 w/screen Note 7 : 2 x 2.5 mm2 Note 8 : Ethernet CAT 7 cable Note All Level Alarms and Override Status from CTS & TOPS are Available for IAS/ESDS Master Clock is Available from IAS through the Network Connection

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG

inside and outside the pipe to stabilize, thus allowing the liquid to rise or fall unimpeded in the pipe.

4.10 Custody Transfer System 4.10.1 Custody Transfer System Maker: Type:

The RTG receives the reflected signal from the liquid surface. The signal is treated in the signal processing unit, employing the AutroCAL® principle. The electronic unit in the RTG includes a patented signal detection method that ensures optimum signal fidelity (i.e. measurement accuracy).

Kongsberg Maritime AS K-GAUGE LNG / CTS

The Kongsberg Tank Gauging System mainly consists of:

On membrane tanker ship the measured level is compensated with the temperature correction factor for the still pipe. This is done due to the movement of the still pipe signatures related to the average vapour temperature inside the tank. The level is then corrected for Trim and List of the ship, this are values obtained from the inclinometer, calculated from the ships draught system or inserted manually to the system.

AutroCAL® • •

The Radar Tank Gauge (RTG). The Signal Processing Unit (SPU).

The Kongsberg Radar Tank Gauge (RTG), GL100/5 is designed to measure level in tanks on board gas carriers. Accurate measurement is possible regardless of the tank atmospheric conditions.

The still pipes are delivered by Kongsberg in standard lengths according to the tank height, each section of 6 metres. Each pipe section is supplied with flanges specially prepared with Teflon (PTFE) signature plates. The signature plates serve as markers, and the liquid level and the markers are measured simultaneously. By careful calibration of the pipe sections length before installation, the marker positions are known and stored in the system. The marker closest to the liquid surface, is used as a reference. By comparing the liquid echo with the marker echo, a continuous auto-calibration of the measurement is done. This is regardless the influence of vapour density or temperature. 2. Level Measurement

Level gauge

GLA 100/5

Measuring range

0 to 50 metres, increased measuring ranges possible on request.

RTG RMS accuracy

2 mm

System RMS accuracy

5 mm

Environmental temperature

-40 °C to +80 °C

Tank temperature

Down to -165 °C

The RTG is approved and utilized both as primary and secondary tank gauge onboard gas carriers. The RTG’s are connected to a processing cabinet, normally located in the cargo control room. There is one signal processing unit dedicated for each RTG, ensuring normal system operation if a malfunction occurs on one RTG. 1. Principle of Operation The RTG employs the Frequency Modulated Continuous Wave (FMCW) concept. A frequency sweeping microwave signal is emitted by the RTG through a still pipe. The still pipe has ventilation holes allowing the vapour pressure IMO No. 9636711 / 1st Draft (2013.09.30)

The level measurement is performed with a radar antenna placed on the tank/dome top. By transmitting a microwave pulse in a still pipe which is reflected from the surface of the cargo the process unit for the radar antenna calculate the level in the tank. Reference data related to the calibration of the radar unit including the processing unit and reference signatures in the still pipe is stored in the system memory and is taken into consideration when the tank level is calculated and presented as a value. The level is stored in the system and the average level displayed is the arithmetic mean value of the last five measurements with a time interval of 15 seconds. Due to requirements from the customer the time interval for measurements can be altered in the system.

4 - 80

If the trim/list values used in the calculation are not coming from a calibrated device this will be notified in the report as manually fed values. All corrections done to the measured level is based upon approved correction tables approved by a third party and stored in the processing unit of the system. Correction factors used shall be printed in the report. 3. Temperature Measurement Type

MN3927PU

Element

Pt100

Temperature range

-200 to +400 ºC

Accuracy

Class A (0.15 = 0.002 x xtx)

Calibration uncertainty

-145 ºC to 165 ºC ± 0.1 ºC. Values each 5 ºC

The measuring principle is based on the Pt100 temperature sensing element according to IEC 60 751 / ITS 1990. The resistor element gives a decreasing resistance value when the ambient temperature increases. Nominal resistance at 0~100 ºC is 100~138.5 ohm at 100 ºC. The element used are according to 1/10 DIN, thus giving an accuracy of ± 0.03 ºC at 0 ºC. To obtain the required accuracy each temperature sensor is calibrated. Each temperature sensor has a serial number for identification purposes. Before calibration all sensors are stabilised by varying the temperature from -196 ºC and up to room temperature several times. Thereafter each sensor is measured several times at four different temperatures: -196 °C, -70 °C, 0 °C and 100 °C, and a calibration certificate is issued for each sensor. The total accuracy will also take into account the other parts of the system signal converters, microprocessor, etc.

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG Illustration 4.10.1b Cargo Tank Level & Temperature

Ref Point

Ref Point Top Pipe

Temperature Sensors

Tank Gauge Tops Rader (GLA-100/5)

Tank Guage Rader (GLA-100/5)

L = min 2m Upper Pipe Joint

L = min 2m

Top Pipe

L6 L5

L = min 0.4m

L4

100% Filling Level

Mid Pipe 1

L3 Upper Pipe Joint L = min 0.4m

L2 L1

Alarm Limit 2

Mid Pipe 2 Mid Pipe 1

Alarm Limit 1 L = min 0.4m

Mid Pipe 3

Lower Pipe Joint

Bottom Pipe

Mid Pipe 4 Lower Pipe Joint Bottom Pipe

L = min 2m Temperature Sensor MN-3927, -200 -+200 ℃ Length (mm) at 20℃ (Compensated for Flange Thickness & Shrinkage at -130℃)

Tank Bottom Cargo Tanks Still Pipes

Cargo Tanks Still Pipes

Length (mm) at 20 ℃

Total Length of Tank 1 Tank 2 Tank 3 Tank 4 Temperature Sensors Length in mm Length in mm Length in mm Length in mm

Length (mm) at 20 ℃

All Lengths in mm

Tank 1

Tank 2

Tank 3

Tank 4

All Lengths in mm

Tank 1

Tank 2

Tank 3

Tank 4

99.5 % sensor (L6)

3492

3422

3422

3422

Top Pipe

2500

2500

2500

2500

Top Pipe

2500

2500

2500

2500

99 % sensor (L5)

5661

5246

5246

5246

4 x Mid Pipes (Each = 6010 mm)

4 x 6010 =24040

4 x 6010 =24040

4 x 6010 =24040

4 x 6010 =24040

1 x Mid Pipes

4000

4000

4000

4000

80 % sensor (L4)

10492

9974

9974

9974

1500

17409

3370

1500

17409

3370

1500

17409

3370

1500

17670

3370

Bottom Pipe (1500 mm)

50 % sensor (L3)

Bottom Pipe

10 % sensor (L2)

27183

27224

27224

27224

Total Length of Pipe

29910

29910

29910

29910

Total Length of Pipe

8000

8000

8000

8000

Bottom sensor (L1)

30523

30523

30523

30523

IMO No. 9636711 / 1st Draft (2013.09.30)

4 - 81

Part 4 Cargo System

Cargo Operating Manual

CORCOVADO LNG To measure liquid and vapour temperature of LNG each cargo tank is equipped with five or more temperature sensors. This system uses six temperature sensors, which are supported by spare sensors for emergency use. Two sensors (including spares) are installed in the tank bottom and in the tank top in order to constantly measure the temperatures of liquid and vapour respectively. The remaining three sensors are installed at equal distances between the tank bottom and top. Position of the sensor elements in the tank: 

Top tank (always in the vapour space)



95 % level



80 % level



50 % level



10 % level



Bottom (approximately 5 % level)

Both average and individual temperature readings for liquid and vapour are available at the displays. Each MN3927PU temperature sensor consists of a mantle cable made of AISI 316 acid resistant steel. On the lower end, the Pt100 element is sealed in a tube while in the upper end there is compression fitting for fastening of the sensor. The sensor cables (four (4) wires per cable) are connected to terminals in a cabinet on deck. The transmitter for the vapour pressure is also connected to terminals in the same cabinet. The temperature sensors are clamped inside the tank.

4. Pressure Measurement Type

GT402

Accuracy

0.25 %

Temperature drift

5 °C Hydrocarbon content is less than 2.0 % by volume. Inert gas generator (inert gas mode), flow rate : 16000 m3/h HD compress bypass line HD heater

No time limit *This mode can be used only secondary barrier temp. above +5 °C - CH content and dew point in tank by sampling at top of gas dome and sampling lines at liquid dome - Operating condition of IGG. - Monitoring of safety device and related sensors. - Temperature of sea water and atmosphere, atmosphere pressure - Portable dew point meter - Portable CH or CH4 meter

Prepare the inert gas plant for use in the inert gas mode.

2)

Install the spool piece SP-6 and open the blind flange valve IG023 to connect the inert gas feeder line to the liquid header.

3)

Open valves CG527 and CL602 to supply inert gas to the liquid header.

4)

Open the filling valves and vapour outlet valves on each tank. Description

Position

CL110

No.1 tank liquid branch valve

Open

CL210

No.2 tank liquid branch valve

Open

CL310

No.3 tank liquid branch valve

Open

CL410

No.4 tank liquid branch valve

Open

CL100

No.1 tank filling valve

Open

CL200

No.2 tank filling valve

Open

CL300

No.3 tank filling valve

Open

CL400

No.4 tank filling valve

Open

No.1 tank vapour outlet valves

Open

CG101,102

IMO No. 9636711 / 1st Draft (2013.09.30)

No.2 tank vapour outlet valves

Open

CG301,302

No.3 tank vapour outlet valves

Open

CG401,402

No.4 tank vapour outlet valves

Open

Prepare the valve of No.2 HD compressor, then open the valves as following; Valve CG514

6)

Description No.2 HD compressor bypass valve

Position Auto

Prepare HD heater for use, then open the valves as following. Valve

Description

Position

CG517

HD heater inlet valve

Open

CG521

HD heater discharge valve to GCU

Open

CG518

HD heater flow control valve

Auto

CG519

HD heater bypass valve

Auto

7)

Open the valve CG603 the HD compressors suction from the vapour header and the valve CG636 to the GCU

8)

At vent mast No.1 open valve CG107 and adjust the set point of CG106 at 180 mbar.

9)

Start the inert gas generator and run it until the oxygen content and dew point are acceptable.

supplying the purge gas to the equipment and associated pipelines. 14) When the operation is complete, stop the supply of inert gas and change over the inert gas plant to supply dry air. 15) If the tanks remain inerted without aerating, shut valve CG107, raise the pressure to 100 mbar, then shut in the tanks. CAUTION If any piping or components are to be opened, the inert gas or nitrogen must first be flushed out with dry air. Take precautions to avoid concentrations of inert gas or nitrogen in confined spaces which could be hazardous to personnel.

10) On the dry air/inert gas discharge line, open the isolating valve IG023, supplying inert gas to deck.

1)

Valve

5)

CG201,202

11) Monitor tank pressures and adjust the opening of the filling valves to maintain a uniform pressure in all the tanks. Ensure that the tank pressures are always higher than the insulation space pressures by at least 10 mbar, but that the tank pressures do not exceed 180 mbar above atmospheric pressure. In any case, during gas freeing the pressure in the tanks must be kept low, to maximize the piston effect. 12) By using sampling points at various levels to check progress at the vapour dome, check the atmosphere of each tank by means of the portable gas meter. 13) During tank inerting, purge the LNG vapour contained in the lines and equipment until the CH4 contents is reduced to 2.0 % at the sample point valves. When the cargo tanks are fully inerted the inert gas generator can be shut down. The inert gas in the cargo tanks can be used as a reservoir for

6 - 64

Part 6 Cargo Operations

Cargo Operating Manual

CORCOVADO LNG Illustration 6.6.4a Aeration – Top Filling

Key

(400)

CL805 CL801 H #

CL806 CL802 H #

CS805 CS806

CG802

(80)

CS802 CS803

(400)

(400)

CS808 CS809

CG801 H #

(400)

CL807 CL803 H #

(700)

CS811 CS812

(400)

(600)

(100)

(700)

Liquid Crossover

Crossover

Vapour

Crossover

Strip./Spray

(700)

FM

CG001 H *

(400)

CL701 CL705 #H

CS703 CS702

CL702 CL706 #H (400)

(400)

CG702

CG701 #H

CS706 CS705

(80)

CS709 CS708

(400)

CL703 CL707 #H

CS712 CS711

CL704 CL708 #H

Strip./Spray Header Liquid Header

(40)

(450)

CL107

CG107

(400)

(400)

(200)

(450)

(65) (450)

(65)

CG605

CL602

(200)

(80) (600)

6 - 65

CS105 CS109 H *

CG102 (25)

CS106

CS107

(40)

(80)

FM

CS101 H * CS102

CG101

CL105 CL106

CG105

CG106 H *

CL110 H * (400)

CL100 H *

(25)

CF102

(65)

No.1 Cargo Tank (80)

Em'cy Pump Column (600)

CL104 C2

Filling Line

C1

CF101

(400)

(400)

(400)

CL103

(65)

No.2 Cargo Tank (80)

Em'cy Pump Column (600)

CL102 H *

(65)

CF202

S

SP-1

(25)

(400)

C2

CL101 H *

CG201

(300)

(80)

CG202

CS205 CS213 H * CS207

CS201 H * CS202

(40)

CL205 CL206

CS206

CL210 H * (400)

CL200 H *

CL202 H * (400)

(400)

C1

F

CL204

(40) (65)

CL203

(65)

Em'cy Pump Column (600)

CL304

(80)

S

(200)

(25)

)

Filling Line

No.3 Cargo Tank

CF201

50

CL303

CL201 H *

CG301

CS306

CS307

CS317 H * CS318

(40)

(300)

(80)

CS314

CG302

CS305 CS313 H *

(40)

(65)

CS301 H * CS302

(400)

CL305 CL306

CF302

(400)

(400)

(400)

(65)

SP-2

No.1 Vent Mast

(300)

(3

(40)

(25)

(25)

CS104 H *

)

C2

(200)

CS108

(40)

No.2 Vent Mast

50

(65)

(400)

CS001

(3

(65)

CF301

)

(80)

SP-3

50

Em'cy Pump Column (600)

(300)

(3

C1

CS204 H *

)

IMO No. 9636711 / 1st Draft (2013.09.30)

)

C1 No.1 Cargo Pump C2 No.2 Cargo Pump S Strip./Spray Pump F FG Pump

CS319 H *

CS208

(40)

No.3 Vent Mast

50

50

CL404

(750)

Vapour Header

(200)

(3

(3

Filling Line

CL310 H *

(65)

)

)

)

CL403

CL300 H *

(300) (25)

No.4 Cargo Tank

F

(200)

(25)

CF402

S

CL302 H *

CF401

CL301 H *

CG401

(40)

CS406

CS407

CS315 CS316 H

CG402

CS405 CS409 H * (80)

CS414 CS417 H * CS418

(300)

(400)

(400)

SP-4

CS308

(40)

CS304 H *

50

50

50

C2

(600)

No.4 Vent Mast

(3

(3

(3

C1

CS401 H * CS402

CL405 CL406

(400)

CL400 H *

(300)

CL402 H *

CL401 H * (400)

(65)

CS419 H *

(500)

CS002

(600)

(40)

(65)

CL410 H *

CS415 CS416 H

CS408

(200)

Gas Header

(300)

SP-5

(40)

CS404 H *

CS704

(25)

(600)

(450)

CS603

- HD Heater : 3,700 kW

(80)

(300)

(600)

(400)

(450)

(80)

CS707

(300) (550)

(80)

(40)

CL601

(400)

(200)

(400)

(80)

(300)

CG602

CG601

(200) (80)

(100)

Drain Pot

SP-6

CS004

CL808 CL804 H #

CG002 H * (700)

A

A

A

(25)

N2 Purge

FM

CN588 H CN589

(600)

CS601

- LNG Vaporiser : 4,100 kW

(25)

CG530

CS529

Liquid Crossover

(200)

To N2 System for Insul. Space

(400)

A

Mist Separator

(65)

CS528

SP-7

In-line Mixer

- Low Duty Compressor : 5,120 m3/h

CS003

(40)

CS520

LNG Vaporiser

(250)

CG604

(50)

(250)

- High Duty Compressor : 35,000 m3/h

- Forcing Vaporiser : 810 kW

H

(250)

In-line Mixer

CS525

A

FM

AFT Water Cooler

In-line Mixer

(300)

A

CS532

H

2

CG540

CS804

CG507

CS530

CS531

CS502

FM

CS532

CS501

P

Filling Line

(80)

CS533

(25)

A

CG562 Inter CLR

(25)

(40)

A

- Stripping/Spray Pump : 60 m3/h

(550)

CG505 FM

Forcing Vaporiser CS503

CG561

Cargo Equipment Capacity - Cargo Pump : 1,850 m3/h

- Fuel Gas Pump : 12 m3/h

(80)

(600)

P

(200)

CG508

CG532

(80)

CS807

H

(250)

(25)

CG563

(400)

(40)

(300)

FM

A

(80)

CG542

A

CG503

CS524

(200)

H

CG415 H #

P

CG501

(200)

CS505

CS504

CG552 Inter CLR

1

AFT Water Cooler LD Compressor (4-stage) CG506

CG535

CG529 (25)

To D / F Eng i ne

A

CG504

CS506 A

CG551

A

(200)

CG528

(200)

(80)

CG406 A *

CG405 H #

P

FM

CG502

FM

(80)

CG407 A *

CG536

(200)

CG553

FM (200)

CG538 H *

(250)

H

2

CG534

CG636 H #

(700)

CG513

CG515 CG516

(80)

To Gas C o m b ust i o n Un i t ( GC U)

(400)

H

CG521

(250)

(500) (500)

(400)

A

(300)

CG603

H

CS523

HD Heater

HD Compressor

CG517 SP-8

(700)

CG514

(65)

A

(600)

FM

CS521

(600)

CG410

CG518

CG520

H

1

Warm Inert Gas

CG509

CG511 CG512

(200)

CG527

(300)

IG022 IG023

(500)

A

(400)

(25)

CG519

F ro m I ne rt Gas Sy st e m ( E/ R)

A

(300)

(450)

(250)

Dried Air

CG510

(600)

Cargo Compressor Room

S

Part 6 Cargo Operations

Cargo Operating Manual

CORCOVADO LNG 6.6.4 Aeration

Operation duration

Approximately 20 hours O2 content in tank by sampling at top of gas dome and sampling lines in tank - Operation condition of IGG - Monitoring of safety device and related sensors - Temperature of sea water and atmosphere, atmosphere pressure - Portable dew point meter - Portable O2 and CO2, CH or CH4 analyser Before completion of this operation, CH content (less than 0.2 %), CO2 content (less than 0.5 %) and CO (less than 50 ppm) content should be checked.

5)

Start IGG with the dry air mode and run it until the oxygen content is acceptable.

6)

On the dry air discharge line, open the dry air supply valve IG022.

7)

Observe the tank pressures and insulation space pressures, to ensure that the tank pressures are higher than the space pressures by 10 mbar at all times.

8)

Approximately once an hour, take samples from the filling pipe test connections to test the discharge from the bottom of the tanks for oxygen content.

9)

When the oxygen content reaches 20.9%, isolate and shut in the tank.

-

1. General Description Prior to entry into the cargo tanks the inert gas must be replaced with air. Check points

With the inert gas and dry air system in dry air production mode, the cargo tanks are purged with dry air until a reading of 20.9 % oxygen by volume is reached. 2. Operation

Necessary device

The dry air enters the cargo tanks via the vapour header, to the individual vapour domes. Warning points

The inert gas/dry air mixture is exhausted from the bottom of the tanks to the atmosphere at No.1 vent mast via the tank filling pipes, the liquid header, and spool piece SP-5 and valve CL107. During aerating, the pressure in the tanks must be kept low to maximize a piston effect.

All valves are assumed closed prior to aeration operations.

The operation is complete when all the tanks have a 20.9 % oxygen value and a methane content of less than 0.2 % by volume (or whatever is required by the relevant authorities).

1)

Prepare the inert gas plant for use in the dry air mode.

2)

Before entry, test for traces of noxious gases (carbon dioxide less than 0.5 % by volume, and carbon monoxide less than 50 ppm) which may have been constituents of the inert gas. In addition, take appropriate precautions as given in the Tanker Safety Guide and other relevant publications.

Install the spool piece SP-5 and open the valve CL107 for venting the mixture of inert gas/dry air from the liquid header. Adjust the set point of CG106 at 160 mbar above atmospheric pressure.

3)

Open the valves CG527, CG601 to supply dry air to the vapour header.

4)

Open the filling valves and vapour outlet valves on each tank.

The pressure in the tanks is adjusted to 120 mbar. Valve

Aeration carried out at sea as a continuation of gas freeing will take approximately 20 hours. WARNING Take precautions to avoid concentrations of inert gas or nitrogen in confined spaces, which could be hazardous to personnel. Before entering any such areas, test for sufficient oxygen (> 20 %) and for traces of noxious gases (CO2 < 0.5 % and CO < 50 ppm). 3. Operating Procedure for Top Filling

Description

Position

CL110

No.1 tank liquid branch valve

Open

CL210

No.2 tank liquid branch valve

Open

CL310

No.3 tank liquid branch valve

Open

CL410

No.4 tank liquid branch valve

Open

CL100

No.1 tank filling valve

Open

CL200

No.2 tank filling valve

Open

CL300

No.3 tank filling valve

Open

CL400

No.4 tank filling valve

Open

Purpose

Replace inert gas by dry air

CG101,102

No.1 tank vapour outlet valves

Open

Performance criteria

Cargo Tank O2 Content: Higher than 20 % by volume

CG201,202

No.2 tank vapour outlet valves

Open

CG301,302

No.3 tank vapour outlet valves

Open

Auxiliaries involved

Inert gas generator(dry air mode) - Flow rate: 16000 m3/h

CG401,402

No.4 tank vapour outlet valves

Open

IMO No. 9636711 / 1st Draft (2013.09.30)

6 - 66

10) When all the tanks are completed and all piping has been aired out, raise the pressure to 100 mbar in each tank and shut the filling and vapour valves on each tank. Restore the tank pressure controls and valves to vent from the vapour header. 11) During the time that dry air from the inert gas plant is supplied to the tanks, use the dry air to flush out inert gas from vaporisers, compressors, gas heaters, crossovers, pump risers and emergency pump wells. Piping containing significant amounts of inert gas should be flushed out. Smaller piping may be left filled with inert gas or nitrogen. 12) During the time a tank is opened for inspection, dry air will be permanently blown through the vapour header line in order to prevent the entry of humidity from the ambient air. The insulation spaces are to be maintained in a vacuum condition during cargo tank maintenance.

Part 6 Cargo Operations

Cargo Operating Manual

CORCOVADO LNG Illustration 6.6.4b Aeration – Bottom Filling

Key

(400)

CL805 CL801 H #

CL806 CL802 H #

CS805 CS806

CG802

CS802 CS803

(400)

(400)

CS808 CS809

CG801 H #

(400)

CL807 CL803 H #

(700)

(600)

(100)

(700)

Liquid Crossover

Crossover

Vapour

Crossover

Strip./Spray

(700)

FM

CG001 H *

(400)

CL701 CL705 #H

CS703 CS702

CL702 CL706 #H (400)

CG702

(400) (80)

(65)

Strip./Spray Header

(600)

(450)

Liquid Header

(40)

(65)

(450)

CL107

CG107

(400)

(400)

(200)

(65)

(450)

(200)

CS706 CS705

(80)

CS709 CS708

(400)

CL703 CL707 #H

CS712 CS711

CL704 CL708 #H (400)

CS003

CG605

CG701 #H

(100)

A

CL602

(450)

(400)

CS001

CS105 CS109 H *

CG102 (25)

CS106

CS107

(40)

(80)

FM

CS101 H * CS102

CG101

CL105 CL106

CG105

CG106 H *

CL110 H * (400)

CL100 H *

(25)

CF102

(65)

No.1 Cargo Tank (80)

Em'cy Pump Column (600)

CL104 C2

Filling Line

C1

CF101

(400)

(400)

CL103

(80)

(65)

No.2 Cargo Tank

(400)

(400)

Em'cy Pump Column (600)

CL102 H *

CL101 H *

CG201

(300)

(80)

CG202

CS205 CS213 H * CS207

CS201 H * CS202

(40)

CL205 CL206

CS206

CL210 H * (400)

CL200 H *

CL202 H *

(400)

(400)

CL204

(40) (65)

CL203

(65) (80)

Em'cy Pump Column (600)

(400)

CL304

Filling Line

(65)

CF202

S

SP-1

(25)

)

6 - 67

C2

(200)

(25)

50

C1

F

CF201

(3

No.3 Cargo Tank

SP-2

No.1 Vent Mast

(300)

)

CL303

CL201 H *

CG301

CS306

CS307

(40)

(300)

(80)

CG302

CS305 CS313 H *

CS314 CS317 H * CS318

CS301 H * CS302

CL305 CL306

(400)

(40)

(65)

CL310 H * (400)

(400)

(65)

CS104 H *

50

(40)

(25)

(25)

CF302

S

(200)

CS108

(40)

No.2 Vent Mast

(3

(65)

CF301

)

(65)

SP-3

50

(80)

(300)

(3

C2

CS204 H *

)

IMO No. 9636711 / 1st Draft (2013.09.30)

C1

CS319 H *

CS208

(40)

No.3 Vent Mast

50

C1 No.1 Cargo Pump C2 No.2 Cargo Pump S Strip./Spray Pump F FG Pump

)

Em'cy Pump Column (600)

(750)

Vapour Header

(200)

(3

50

CL404

CL300 H *

(300)

(65)

(3

Filling Line

CL302 H *

(25)

No.4 Cargo Tank

F

(200)

(25)

)

)

)

CL403

CL301 H *

CG401

(40)

CS406

CS407

CS315 CS316 H

CG402

CS405 CS409 H * (80)

CS414 CS417 H * CS418

CF401

(400)

(400)

SP-4

CS308

(40)

(300)

CF402

S

(500)

CS002

CS304 H *

50

50

50

C2

Gas Header

(300)

(600)

No.4 Vent Mast

(3

(3

(3

C1

CS401 H * CS402

CL405 CL406

(400)

CL400 H *

(300)

CL402 H *

CL401 H * (400)

(65)

(25)

(600)

(600)

(40)

(65)

CL410 H *

CS415 CS416 H

CS408

CS419 H *

CS704

SP-5

(40)

CS404 H *

- HD Heater : 3,700 kW

(80)

(300)

(600)

(400)

(450)

CS603

(200)

(550)

(80)

(40)

CL601

(400)

(200)

(400)

(80)

(300)

CG602

CG601

(200) (80)

(80)

CS707

(300)

SP-6

CS004

CS811 CS812

(400)

CG002 H * (700)

Drain Pot

(600)

CS601

- LNG Vaporiser : 4,100 kW

(25)

A

A

A

(25)

N2 Purge

FM

CN588 H CN589

CS525

To N2 System for Insul. Space

CG530

CS529

Mist Separator

CS530

A

SP-7

In-line Mixer

(250)

H

CS520

LNG Vaporiser

(250)

In-line Mixer

(250)

- Low Duty Compressor : 5,120 m3/h - Forcing Vaporiser : 810 kW

H

Liquid Crossover

(200)

AFT Water Cooler CG540

(300)

FM

- High Duty Compressor : 35,000 m3/h

CG507

CG604

(40)

CS532

CS528

2

CS523

A

(50)

P

Filling Line

CS531

(80)

H

CG562 Inter CLR

(65)

CS532

CS502

FM

CS533

CS501

A

A

(25)

(40)

CG561

- Stripping/Spray Pump : 60 m3/h

(550)

P

(200)

- Cargo Pump : 1,850 m3/h

CS804

(600)

CG505

(25)

In-line Mixer

H

(250)

Cargo Equipment Capacity

- Fuel Gas Pump : 12 m3/h

(80)

CG563

A

FM

Forcing Vaporiser CS503

(80)

CS807

CG501

CG508

CG532

CG503

(300)

FM

(400)

(40)

P

1

(80)

CG542

CG415 H #

A

CG552 Inter CLR

CS524

(200)

H

A

CG504

(200)

CS505

CS504

CG551

A

AFT Water Cooler LD Compressor (4-stage) CG506

CG535

CG529 (25)

To D / F Eng i ne

P

(25)

(80)

CG502

CS506 A

CG553

FM

CL808 CL804 H #

(200)

2

(200)

CG528

(200)

(80)

CG406 A *

CG405 H #

CG513 H

FM

(80)

CG407 A *

CG536

(200)

(700)

(200)

CG538 H *

(250)

(400)

CG515 CG516

CG534

CG636 H #

A

(300)

(80)

To Gas C o m b ust i o n Un i t ( GC U)

(700)

FM

(500)

CG521

(250)

(500)

(600)

CG603

H

H

FM

CG514

HD Compressor

CG517 SP-8

(400)

CG511 CG512 1

Warm Inert Gas

CG509

CS521

A

HD Heater

(300)

CG518

CG520

(600)

CG410

F ro m I ne rt Gas Sy st e m ( E/ R)

CG527

(500)

A

(400)

(25)

CG519

IG022 IG023

A

(300)

(450)

(250)

Dried Air

CG510

(600)

Cargo Compressor Room

S

Part 6 Cargo Operations

Cargo Operating Manual

CORCOVADO LNG 4. Operating Procedure for Bottom Filling Purpose

Replace inert gas by dry air

Performance criteria

Cargo Tank O2 Content: Higher than 20 % by volume

Auxiliaries involved

Inert gas generator(dry air mode) - Flow rate : 16000 m3/h

Operation duration

Approximately 20 hours O2 content in tank by sampling at top of gas dome and sampling lines in tank - Operation condition of IGG - Monitoring of safety device and related sensors - Temperature of sea water and atmosphere, atmosphere pressure - Portable dew point meter - Portable O2 and CO2, CH or CH4 analyser Before completion of this operation, CH content (less than 0.2 %), CO2 content (less than 0.5 %) and CO (less than 50 ppm) content should be checked.

CG101,102

No.1 tank vapour outlet valves

Open

CG201,202

No.2 tank vapour outlet valves

Open

CG301,302

No.3 tank vapour outlet valves

Open

CG401,402

No.4 tank vapour outlet valves

Open

5)

Open valve CG107 to vent through the No.1 vent mast. Eventually, tank pressure is controlled via the regulating valve CG106 at set point 160 mbar above atmospheric pressure.

6)

Start IGG with the dry air mode and run it until the oxygen content is acceptable.

7)

On the dry air discharge line, open the dry air supply valve IG022.

8)

Observe the tank pressures and insulation space pressures, to ensure that the tank pressures are higher than the space pressures by 10 mbar at all times.

9)

Approximately once an hour, take samples from the filling pipe test connections to test the discharge from the bottom of the tanks for oxygen content.

-

Check points

Necessary device

Warning points

10) When the oxygen content reaches 20.9 %, isolate and shut in the tank.

All valves are assumed closed prior to aeration operations. 1)

Prepare the inert gas/dry air generator for use in the dry air mode.

2)

Install the spool piece SP-6 and open the blind flange valve IG023 to connect the inert gas/dry air feeder line to the liquid header.

3)

Open valves CG527 and CL602 to supply dry air to the liquid header.

4)

Open the filling valves and vapour outlet valves on each tank. Valve

Description

12) During the time that dry air from the inert gas plant is supplied to the tanks, use the dry air to flush out inert gas from vaporisers, compressors, gas heaters, crossovers, pump risers and emergency pump wells. Piping containing significant amounts of inert gas should be flushed out. Smaller piping may be left filled with inert gas or nitrogen.

Position

CL110

No.1 tank liquid branch valve

Open

CL210

No.2 tank liquid branch valve

Open

CL310

No.3 tank liquid branch valve

Open

CL410

No.4 tank liquid branch valve

Open

CL100

No.1 tank filling valve

Open

CL200

No.2 tank filling valve

Open

CL300

No.3 tank filling valve

Open

CL400

No.4 tank filling valve

Open

IMO No. 9636711 / 1st Draft (2013.09.30)

11) When all the tanks are completed and all piping has been aired out, raise the pressure to 100 mbar in each tank and shut the filling and vapour valves on each tank. Restore the tank pressure controls and valves to vent from the vapour header.

13) During the time a tank is opened for inspection, dry air will be permanently blown through the vapour header line in order to prevent the entry of humidity from the ambient air. The insulation spaces are to be maintained in a vacuum condition during cargo tank maintenance.

6 - 68

Part 6 Cargo Operations

CORCOVADO LNG

Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30)

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Part 6 Cargo Operations

CORCOVADO LNG

Cargo Operating Manual

Part 7 : Emergency Procedures 7.1 Vapour Leakage ...........................................................................7 - 2 7.2 Liquid Leakage ............................................................................7 - 2 7.3 Water Leakage to Barrier Space ................................................ 7 - 12 7.4 Unscheduled Departure of Vessel from Terminal Jetty in Case of Emergency ....................................................................................... 7 - 12 7.5 Emergency Cargo Pump Installation ......................................... 7 - 14 7.6 One Tank Operation .................................................................. 7 - 18 7.6.1 Warm Up (No.3 Cargo Tank) ........................................ 7 - 18 7.6.2 Inerting (No.3 Cargo Tank) ........................................... 7 - 20 7.6.3 Aeration (No.3 Cargo Tank) .......................................... 7 - 22 7.6.4 Drying and Inerting (No.3 Cargo Tank) ........................ 7 - 24 7.6.5 Gassing-Up (No.3 Cargo Tank) ..................................... 7 - 28 7.6.6 Cooldown (No.3 Cargo Tank) ....................................... 7 - 30 7.7 Ship to Ship Transfer ................................................................. 7 - 31 7.8 Jettisoning of Cargo ................................................................... 7 - 33 Illustrations 7.1a Insulation Space Nitrogen Control System ................................7 - 1 7.2a Messenger System General Arrangement ..................................7 - 5 7.2b Messenger System Engaged Position (Elevation) .....................7 - 6 7.2c Messenger System Engaged Position (A-A) ..............................7 - 6 7.2d Messenger ..................................................................................7 - 7 7.2e Messenger Casing and Lower Part.............................................7 - 9 7.3a Water Drain From Insulation Space......................................... 7 - 11 7.5a Emergency Pump Lifting Davit Installation ............................ 7 - 13 7.6.1a Warm Up (No.3 Tank) .......................................................... 7 - 17 7.6.2a Inerting (No.3 Cargo Tank) .................................................. 7 - 19 7.6.3a Aeration (No.3 Cargo Tank) ................................................. 7 - 21 7.6.4a Drying (No.3 Cargo Tank) .................................................... 7 - 23 7.6.4b Inerting before Gassing Up (No.3 Cargo Tank) ................... 7 - 25 7.6.5a Gassing-Up (No.3 Cargo Tank) ............................................ 7 - 27 7.6.6a Cooldown (No.3 Cargo Tank) .............................................. 7 - 29 7.8a Jettisoning of Cargo ................................................................. 7 - 33

Part 7 Emergency Procedures IMO No. 9636711 / 1st Draft (2013.09.30)

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG Illustration 7.1a Insulation Space Nitrogen Control System

FM

CN971 CN976 CN972 F

(50)

(25)

CN975

(100)

CN978 FM

N2 Buffer Tank (26 m3, 11.0 bar)

Key

From N2 Generator System

Nitrogen Main Line Secondary Insulation Space

CN974

(25)

(50)

CN977CN973 F

CN486 CN487

To Main G/E LO Service System

(50)

FM

(25)

A

(25)

A

(25)

A

(25)

Primary Insulation Space

To Purge D/F Engine To Purge GCU

(15)

Pressure Gaseous Nitrogen in Passage-way (Nitrogen Purge Main Line)

In Passage-way

(150)

(25)

CN278

CN281

CN277

(15)

CN276

A

(150)

(150)

Vapour Dome

(150)

H

Vent Mast

(150)

(25)

CP177

(150)

(25)

CN171 Vapour Dome

CN172

CN175

(150)

CN271

CF173

CN101

Vent Mast

(15)

CP178

(150)

CN102 CP179

CN201

CF273

CP284

CN371

CF174

CN174

(150)

CN272

CN275

CP285

CN202 CP279

(150)

Vent Mast

Vapour Dome

CF274

CF373

CP384

(150)

CN375 CN302 CP379

(150)

CN471

(50)

(15)

CP385

(150)

CP174

(150)

(250)

(250)

(50)

(150)

(25)

(250)

(150)

Vent Mast

Vapour Dome

CN401

Quick Coupling (Near Liquid Dome)

CF473

CP484

From Stripping Line

CF374

CN374

(150)

CN485

CP479

CN474

(15)

CP485

(15)

CP274

(250)

(15) (200)

CN279

CF172

(15)

(250)

CF272 (15)

(200)

Primary Barrier Pressurization

CN282

(150)

CF474

(250)

CN472

(150)

Secondary Barrier Pressurization

CN301

CN475

CN372

(150)

CN402

A

CN283

(150)

(250)

From G/E Fuel Gas System, GCU System

(50)

CN280

CP374

(50)

A

CP474

CN285

(15)

CN284

(40)

(15)

(15)

(25)

Regulating Valve for Ins. Space Exhaust

CF372 (15)

(15)

(15)

(100)

CF472

(15)

(50)

(15)

(15)

CN274

(100)

CP871

CP872

Cargo Manifold

(250) (200)

(80)

(50)

(80)

CN571

(80)

(50)

CN580

CN579 A

(80)

CN578

(80)

CN585

(150)

2 (150)

(125)

1

(50)

CN484

(50)

No.2 LD Compressor

(15)

No.1 LD Compressor

(15)

No.2 HD Compressor

(15)

No.1 HD Compressor

CP590 CP589 CP592

CN483

CP473(15)

Secondary Insulation Space Gas Detection

Primary Insulation Space Gas Detection

To Cargo Vapour Header Mist Sparator

CN287

CN187

(150)

(50)

CP373(15)

(15)

CS530 (25)

Secondary Insulation Space Gas Detection

Primary Insulation Space Gas Detection

(50)

CP273(15)

Primary Insulation Space Gas Detection

Secondary Insulation Space Gas Detection

(50)

CP173(15)

CF171 CF471

A

(15)

Secondary Insulation Space Gas Detection

FM

Vacuum Pump (125)

CN387

CN186

Primary Insulation Space Gas Detection

CP588

CN587

FM

CN582

(50)

(150)

CN489

CN286

CF371

CF271

(15)

CP771

A

CN386

(40)

CN572

(32)

CN573 CN574

CN581

CN488

CN575

CP772

A

CN683

CN576

LNG Vaporiser

CN577

(80)

Cargo Manifold

CP591 Drain Pot

IMO No. 9636711 / 1st Draft (2013.09.30)

7-1

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG Part 7 : Emergency Procedures

source, vaporises and will have the same effect. This increase is dependent upon the height of the liquid above the fracture and the pressure in the tank.

7.1 Vapour Leakage Leakage of methane vapour into the primary insulation space presents no immediate danger to the tank or the vessel. The primary and secondary barriers are constructed of 0.7 mm thick Invar membrane and are liquid and vapour tight. All the testing carried out on the primary barrier membrane has shown that a fatigue fracture in the membrane will not extend. Fatigue fractures in the primary insulation membrane are generally small and will pass either vapour only, or a sufficiently small amount of liquid, which will vaporise as it passes through the fracture. It is possible, however, that a larger failure of the membrane could occur, allowing liquid to pass through and eventually gather at the bottom of the primary insulation space. A small leakage of vapour through the membrane may not be readily obvious. The vapour concentration in each primary insulation space is recorded daily to detect any such small but steady change. No temperature change will be obvious, unless the fracture is in the immediate vicinity of the sensors below the cargo tank. Indications of a more serious leakage are likely to be: 1)

2)

A sudden rise in the percentage of methane vapour in one insulation space: Any porosity in the primary barrier weld will allow the passage of methane vapour into the primary insulation space. The amount of this vapour should be kept to a minimum by the use of the nitrogen purging system. If a fracture occurs in the primary insulation barrier below the level of the liquid in the tank, the vapour concentration will increase rapidly and suddenly. If the fracture is above the liquid level, the concentration will exhibit a fluctuating increase. An increase in pressure in one Primary Insulation Space: A fracture above the liquid level in a cargo tank will allow a direct flow of vapour into the primary insulation space; this flow will vary according to the pressure in the tank. Fracture below the liquid level in a cargo tank, resulting in a small amount of liquid vaporising as it passes through the fracture, will cause increase (expansion ratio 600:1) in pressure. Any small quantity of liquid, which enters the barrier space from any

IMO No. 9636711 / 1st Draft (2013.09.30)

As much information as possible, concerning the fracture and leak, should be obtained and recorded. Determine whether the leak is increasing as follows: 

After the leak is detected, record the gas concentration and primary space temperature every hour for eight hours.



Then, if necessary, adjust the flow of nitrogen into the space to maintain the gas concentration below 30 % by volume and record the gas concentration and temperatures in the primary insulation space, i.e. secondary barrier temperatures.



In conjunction with the above, record all pressure changes occurring in the cargo tank and primary insulation spaces.

7.2 Liquid Leakage 1. General Description In the event of mechanical damage or over pressure of the primary barrier space (PBS), a failure of the primary membrane of a cargo tank could occur. Its PBS will then be filled with LNG in a time proportional to the size and location of the membrane failure and the height of the LNG in the cargo tank. Liquid leakage into the PBS may develop slowly over a period of hours or days, or it may occur suddenly with one or more or the following indications: 

Gas detection alarm.



Rise in pressure in the effected PBS.



Likely lifting of the PBS relief valves.



Confirmed by a drop in the recorded temperatures of the bottom temperature sensors in the secondary barrier space (SBS).

If the leak is so severe that the pressure in the SBS cannot be maintained above that in the PBS, then isolate the SBS of the contaminated tank from the other SBSs by closing the nitrogen supply valve to the SBS at the after end of the tank. Stable gas concentrations in the SBS up to the 30 %LEL (1.5 % by volume) alarm set point are allowed by the Classification Societies for a GTT (Gaz Transport Technigaz) type NO96-E2 cargo containment system. As a precaution, immediately remove the flow cartridge and spring from the dynamic auto balancing valves on the effected tank to permit the glycol to flow at a higher rate to the coils in the cofferdam and around the liquid dome. Increase the hull heating flow rate surrounding the effected tank as soon as the temperatures in the secondary barrier space or inner hull are observed to be dropping (colder). CAUTION Report any membrane leak immediately to the Operations Department of the Head Office. At the first opportunity, the damaged tank should be pumped out and gas-freed and the contaminated PBS gas-freed. If the damaged cargo tank is to remain out of service with the other tanks in use for one or more voyages before repairs are to be made, the tank should be filled with inert gas and shut in at a pressure of about 100 mbar. Throttle OPEN the manual vent valve (at forward transverse PBS header) from the PBS of the damaged tank as necessary to maintain the PBS between 2 and 4 mbar. Depending on the size of the break in the membrane the damaged PBS (after gas freeing) may either be left in communication with the tank and isolated from the other PBSs or be connected into the rest of the barrier space system as for normal service.

If any two of the above events occur, immediately segregate the gas contaminated PBS from the others and vent it to the atmosphere to maintain the pressure at about 4 mbar, 6 mbar below the PBS relief valves 10 mbar set point. Refer to following section for detailed advice. Increase the set pressure of the SBS service header from its normal 2~3 mbar set point to 6 mbar. This higher pressure in the SBS should prevent gas contamination from the PBS, should the secondary barrier not be completely tight.

7-2

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG Illustration 7.1a Insulation Space Nitrogen Control System

FM

CN971 CN976 CN972 F

(50)

(25)

CN975

(100)

CN978 FM

N2 Buffer Tank (26 m3, 11.0 bar)

Key

From N2 Generator System

Nitrogen Main Line Secondary Insulation Space

CN974

(25)

(50)

CN977CN973 F

CN486 CN487

To Main G/E LO Service System

(50)

FM

(25)

A

(25)

A

(25)

A

(25)

Primary Insulation Space

To Purge D/F Engine To Purge GCU

(15)

Pressure Gaseous Nitrogen in Passage-way (Nitrogen Purge Main Line)

In Passage-way

(150)

CN278

CN281

CN277

(15)

CN276

A

A

(150) (150)

(150)

Vapour Dome

(150)

Vent Mast

CN271

(150)

(25)

CN171 Vapour Dome

CN172

CF173

CP177 Vent Mast

(150)

(25)

H

CP178

(150)

(15)

CN175 CN102 CP179

CN201

(150)

CN174

CF174

CF273

CP284

CN371

CN272

CN275

(150)

CN202 CP279

(150)

CP285

(150)

(25)

(25)

(150)

Vent Mast

Vapour Dome

CF274

CF373

CP384

(150)

CN375 CN302 CP379

CN401

(150)

CN471

(50)

(15)

CP385

(150)

CP174

CN101

(250)

Vent Mast

Vapour Dome

(250)

(150)

CN374

Quick Coupling (Near Liquid Dome)

CF374

CF473

CP484

From Stripping Line

CN472

(150)

CN485

CP479

CN474

(15)

CP485

(15)

(50)

(250)

(15) (200)

(15)

(250)

(250)

CN279

CF172

(15)

Primary Barrier Pressurization

CN282

CF272

CP274

(200)

(250)

CN301

CF474

Secondary Barrier Pressurization

CN372

CN475

(150)

CN280

CN283

(150)

(150)

CN402

(50)

(250)

From G/E Fuel Gas System, GCU System

A

(50)

CN285

(15)

CP374

CN284

(40)

(15)

(15)

CP474

(25)

Regulating Valve for Ins. Space Exhaust

CF372 (15)

(15)

(15)

(100)

CF472

(15)

(50)

(15)

(15)

CN274

(100)

CP871

CP872

Cargo Manifold

(250) (200)

(80)

(50)

(80)

CN571

(80)

(50)

CN580

CN579 A

(80)

CN578

(80)

CN585

(150)

2 (150)

(125)

1

(50)

CN484

(50)

No.2 LD Compressor

(15)

No.1 LD Compressor

(15)

No.2 HD Compressor

(15)

No.1 HD Compressor

CP590 CP589 CP592

CN483

CP473(15)

Secondary Insulation Space Gas Detection

Primary Insulation Space Gas Detection

To Cargo Vapour Header Mist Sparator

CN287

CN187

(150)

(50)

CP373(15)

(15)

CS530 (25)

Secondary Insulation Space Gas Detection

Primary Insulation Space Gas Detection

(50)

CP273(15)

Primary Insulation Space Gas Detection

Secondary Insulation Space Gas Detection

(50)

CP173(15)

CF171 CF471

A

(15)

Secondary Insulation Space Gas Detection

FM

Vacuum Pump (125)

CN387

CN186

Primary Insulation Space Gas Detection

CP588

CN587

FM

CN582

(50)

(150)

CN489

CN286

CF371

CF271

(15)

CP771

A

CN386

(40)

CN572

(32)

CN573 CN574

CN581

CN488

CN575

CP772

A

CN683

CN576

LNG Vaporiser

CN577

(80)

Cargo Manifold

CP591 Drain Pot

IMO No. 9636711 / 1st Draft (2013.09.30)

7-3

Part 7 Emergency Procedures

CORCOVADO LNG

Cargo Operating Manual

2. Segregate and Vent the Damaged PBS In the event of a damaged membrane, the PBS stays segregated from the SBS as follows: 1)

SHUT the nitrogen supply valve (CNn75) to the PBS at the after end of the tank.

2)

OPEN first the small manual vent valve on the forward transverse PBS header of the tank to try and control the pressure in the PBS of the damaged tank at 4 mbar. If that valve is not able to vent sufficient gas, then slowly throttle OPEN the large manual vent valve (CNn71) as needed to maintain the pressure in the PBS at about 4 mbar. Throttle the small manual vent valve as needed for fine control.

3)

Log the PBS and SBS gas detection readings in the Cargo Log. If no gas is detected in the SBS, leave its nitrogen supply valve OPEN.

On each intact tank, keep the valves setup as normal: 1)

Log the gas concentration in the PBS and SBS in each tank on an hourly basis initially until the extent of the leakage to the damaged tank can be determined.

2)

If the gas concentrations in the intact tank PBS and SBS are not changing, leave the nitrogen supply valves to these spaces unchanged.

3)

If the gas concentration in any of the intact tank PBS or SBS is increasing then immediately SHUT the nitrogen supply valve (CNn74) to the SBS of the damaged tank.

At the first indication of gas in the SBS, immediately isolate the damaged tank SBS from the other SBSs by shutting its nitrogen supply valve on the after end of the tank. Check the pressure in the PBS and open the bypass vent valves as necessary to maintain the pressure at about 4 mbar, 6 mbar below the PBS relief valves 10 mbar set point. Check the hull heating for the ballast tanks surrounding the damaged tank and operate as necessary.

IMO No. 9636711 / 1st Draft (2013.09.30)

7-4

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG Illustration 7.2a Messenger System General Arrangement

Messenger System Winch

Messenger

Messenger Casing

FLIV

Trunk Deck

Inner Deck

Float Level Gauge Pipe

Messenger Lower Part Tank Bottom

IMO No. 9636711 / 1st Draft (2013.09.30)

7-5

Part 7 Emergency Procedures

CORCOVADO LNG

Cargo Operating Manual

Illustration 7.2b Messenger System Engaged Position (Elevation)

IMO No. 9636711 / 1st Draft (2013.09.30)

Illustration 7.2c Messenger System Engaged Position (A-A)

7-6

Part 7 Emergency Procedures

CORCOVADO LNG

Cargo Operating Manual

Illustration 7.2d Messenger

IMO No. 9636711 / 1st Draft (2013.09.30)

7-7

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG 3. Barrier Punching Device

1)

If liquid is indicated by all six of the bottom and lower chamfer thermocouples and by any of the four thermocouples located above the mid-height, the membrane should be punched at the start of the pumping operation.

2)

If liquid is indicated by all six of the secondary barrier thermocouples in the bottom and on the lower chamfer but not on the two thermocouples located at about mid-height, some liquid must be considered present in the sidewalls, and the membrane should be punched when the tank level decreases to one-half full.

CAUTION Before using the punching device, notify company headquarters of all the circumstances and obtain their approval before proceeding. A punching device weighing 30 kg is stored in the bosun store for punching a hole through the membrane in the bottom of the tank. The “Messenger” punching device is inserted into the cargo tank Float Gauge Standpipe on the trunk deck and allowed to gravity fall through the LNG liquid in the standpipe. The shape of the messenger is designed to prevent it from turning sideways or over during the fall to the bottom of the tank. The bottom of the standpipe is fitted with a split perforated base to allow the Messenger to penetrate through to the membrane. The invar membrane directly beneath the standpipe is fitted with a thin diaphragm and the plywood insulation box cover is thinner than normal. This will allow the messenger to punch a clean hole of about 50 mm diameter through the primary membrane and box cover. This operation will be necessary only in the event that damage to the membrane has permitted LNG to accumulate as a liquid in the PBS and rise up the lower chamfer and sidewalls of the PBS. The height of the LNG liquid in the walls of the PBS could eventually reach a height of about 0.5 metre above that in the cargo tanks due to the tank pressure being about 100 mbar higher than that in the PBS. If the cargo tank were pumped out with a head of liquid remaining in the PBS, severe damage to the membrane would result. For this reason it is necessary to intentionally puncture the primary membrane when the damaged tank is being pumped out. The tank must be pumped slowly enough to enable the level of the liquid imprisoned in the PBS to fall at the same rate as the level in the cargo tank to prevent over pressurising the membrane. The use of the punching device is an extreme measure. It floods the PBS with LNG and likely will result in the relief valves protecting that space to open and possibly remain open for some time until the space is cooled down to cryogenic temperature. The punching device should be used when pumping out the damaged cargo tank, ONLY if at least one of the following gives definite indication of liquid in the PBS:

3)

4)

If liquid is not indicated by all four of the bottom thermocouples and by none of the lower chamfer or mid-height thermocouples that is evidence that a head of liquid is not present in the sidewalls, and it is NOT necessary to use the punch device. If the membrane has been punched, great care must be taken to ensure the liquid in the cargo tank is not pumped at a rate faster than that which level in the tank walls can gravity drain back into the tank. This is necessary to prevent localised overpressure which will severely damage the membrane in those areas. The calculated rate by Gaz Transport is a maximum decrease in tank level of 0.4 metres per hour.

WARNING When a membrane has been punched, the tank pumping rate must be limited so that the cargo tank level decreases at or slower than 0.4 metres per hour. After the messenger punches the hole in the membrane and box cover, it must be removed to permit the liquid in the sidewalls to gravity drain out through the hole as the cargo tank level slowly decreases during the pumping out of the tank. The remaining liquid trapped in the PBS can be removed only by evaporation during the warming up of the cargo tank. 4. Operating Procedure for Inserting and Dropping the Messenger 1)

Step 1 a) Verify the condition of the Messenger Punch Device; in particular the winch, cable and the cable connections with the drum wheel.

c) Before installation on top of the Level Gauge Pipe, make sure that the moving parts are in the working position (i.e. engaged), secured by the pin completely pulled out to the first lock notch. In this position the pin secures the winch and prevents any drum movement. In addition, secure with the locking bolt. d) Close the gate valve. e) Remove the Float Level Gauge pipe and install the Messenger Punch Device in its stead. f) 2)

Inert the messenger casing.

Step 2 a) Open the gate valve b) Lower the messenger to the bottom of the tank with the crank then mark the cable so that the distance the messenger has travelled can be checked after dropping.

NOTE Approval from Classification Society, GTT and Owner has to be obtained before dropping the device. c)

3)

Adjust the brake to stop the drum after the messenger is dropped.

Step 3 a) Push the pin in completely and unlock the locking bolt. b) Wind up the moving parts to the disengage position to disconnect the endless screw from the gear. Lock the locking bolt.

4)

Step 4 a) Pull out the pin completely to the first lock notch to release the messenger. The messenger will drop to the tank bottom until it is stopped by the bottom flange of the level gauge pipe. b) Check with the wire mark (See Step 2, b) above) that the messenger has travelled sufficiently to penetrate the Primary Barrier. If it has not, the messenger may be wound up and dropped again until proper penetration is achieved.

b) Using the winch, place the messenger completely inside the pipe.

IMO No. 9636711 / 1st Draft (2013.09.30)

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Part 7 Emergency Procedures

CORCOVADO LNG

Cargo Operating Manual

Illustration 7.2e Messenger Casing and Lower Part

CASING

IMO No. 9636711 / 1st Draft (2013.09.30)

LOWER PART

7-9

Part 7 Emergency Procedures

CORCOVADO LNG 5)

Step 5 a) Replace the endless screw and winch gear into the operating position, secured by the pin in the lock notch position and lock the bolt. Wind up the messenger to allow free passage between the primary barrier and the tank contents (or to do a further drop if required). b) When finished, ensure the messenger is completely wound up and clear of the gate valve. Close the gate valve and inert the messenger casing. c)

Keep the winch in the engaged position secured by the pin in the lock notch position with the bolt locked until the Messenger Punch Device is completely removed from the Henri level gauge pipe.

Cargo Operating Manual If this course of action is selected then the spool piece should be fitted in position on the affected tank gas dome. The primary relief valve gagging devices should be prepared and fitted to the pilot valves, but not brought into use at this stage. The spool piece should be purged with nitrogen to remove the oxygen and any moisture. The nitrogen supply and exhaust systems to the primary barrier space should have been already isolated to prevent contamination of the other spaces. As soon as the equalising connection valves are opened, this will raise the primary barrier to tank pressure. The gagging devices on the primary space relief valves should be brought into use to close the relief valves. The tank vapour pressure should be closely monitored and the gas burning system used to control the tank pressure. This may require the use of the GCU system to incinerate excess vapour. Fig. 1 Equalising Connection

5. Replace the Punctured Membrane: This photo is for a reference only. To replace the punctured membrane after the tank has been gas freed and repaired, contact Gaz Transport and Technigaz for their latest repair procedure. 6. Primary Barrier Space Equalising Connection CAUTION The primary barrier space pressure equalising connection should not be fitted or used without full discussion and agreement with and between Allocated Operator and Charterer. This must always be considered as an extreme measure, which is necessary to allow port entry to discharge the affected tank in a safe and controlled manner without venting gas to the atmosphere. It should be used in preference to the primary membrane punching device. Despite this, it may also be used in conjunction with the Primary Barrier membrane punching equipment. The primary barrier space equalising connection is provided to allow equalising of the pressure in the primary barrier space with that of the vapour space in the cargo tank in the event that a serious liquid leak in the primary membrane should occur. In the event of such a leakage, which generates sufficient vaporisation to overcome the capacity of the relief valves, then the equalising connection should be brought into use. This will direct the vaporised gas into the cargo tank where there are better facilities to deal with the boil-off so generated, i.e. the LD compressors and the fuel burning capabilities.

IMO No. 9636711 / 1st Draft (2013.09.30)

7 - 10

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG Illustration 7.3a Water Drain From Insulation Space

Bilge Discharge Manual Sounding (150A)

(150A)

Nitrogen Supply

(150A)

Nitrogen Supply

(150A)

Nitrogen Supply

Nitrogen Supply

Fresh Water Tank

AP Tank

Engine Room

No.2 Air Driven Pump (20 m3/h)

150A, N2 Supply & Sounding Pipe

150A, N2 Supply & Sounding Pipe

No.4 Cargo Tank

No.3 Cargo Tank

Cofferdam

No.2 Cargo Tank

Compressed Air Supply (8 bar) No.1 Air Driven Pump (20 m3/h)

PI

Pipe Duct

No.1 Cargo Tank

BS053

Detail - “A”

CP

BS059

150A, N2 Supply & Sounding Pipe

PI

Compressed Air Supply (8 bar) Filter & Oiler Regulator

Cofferdam

250A Pipe

BS057

(65A)

150A, N2 Supply & Sounding Pipe

Cofferdam

Steering Gear Room

Cofferdam

(65A)

Cofferdam

Trunk Deck

BS056

BS055

BS054 (50A)

CP

Filter & Oiler Regulator

BS052

BS058

Detail - “A” 1,350 1,150

647 1265 off CL (P)

N2 Filling & Manual Sounding

Primary Insulation Secondary Insulation

Tank Top

4-Ø70 Holes

Sump Well 585 45˚

45˚

Key Bilge Line Nitrogen Line Compressed Air Line

IMO No. 9636711 / 1st Draft (2013.09.30)

Upper detectors is rotated 45 degeress so that cable may not be interfered with lower dectector.

7 - 11

Water Detector Capacitance Type (4 Sets)

(Cap.: Abt. 0.6 m ) 3

75

(250A)

20 20 200

(50A Drainage Pipe)

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG 3)

Connect a flexible hose to the pump outlet valve, forward or aft, for drain water discharge overboard.

7.4 Unscheduled Departure of Vessel from Terminal Jetty in Case of Emergency

4)

Open the bilge well outlet valve on the selected tank insulation space.

All terminals have their own requirements regarding when it is unsafe for a vessel to remain alongside a terminal. These are normally outlined in the terminal handbook.

5)

Open the inlet and outlet valves on the selected pump.

6)

Open the air supply to the pump and continue pumping until the maximum amount of water has been discharged.

The pressure differential caused by the head of water building up in the insulation space may be sufficient to deform or even collapse the membrane into the cargo tank.

7)

Carry out an inner hull inspection to determine the cause of the leak (with particular reference to safe atmospheric in the ballast tank space).

To reduce the risk of damage from leakage, each cargo insulation space has been provided with water detection units and a bilge piping system connected to two pneumatic pumps for the removal of any water.

8)

After the maximum possible water has been discharged from this insulation space, appreciable moisture will remain in the insulation and over the bottom area. Increasing the flow of nitrogen through the space can assist drying out the insulation. This should be continued until the moisture level is below that detected by the water detection system before any cargo is carried in the affected tank.

7.3 Water Leakage to Barrier Space 1. Inner Hull Failure Ballast water leakage from the ballast tanks to the insulation spaces can occur through fractures in the inner hull plating. If the leakage remains undetected and water accumulates in these spaces, ice will be formed. Ice accumulation can cause deformation, and possible rupture of the insulation. The resultant cold conduction paths forming in the insulation will cause cold spots to form on the inner hull.

2. Leakage Detection At the bottom of No. 2, 3, 4, and 5 cofferdams, there is a bilge well for each tank insulating space. Each of these wells is fitted with four water detection units, two of which are working and two are spare. Each detector is of the conductivity cell type, which causes a change in resistance due to the presence of humidity from the ingress of sea water and activates an alarm. The bilge well serves as the inlet for the nitrogen 150A supply pipe to the insulation space. This supply pipe also acts as a manual sounding pipe to the bilge well.

In case of a Fire or Emergency developing, either on board or ashore, the following basic procedures will be followed: 1)

All cargo operations will be stopped and Emergency Signals sounded as per the terminal requirements (as detailed in the ship/shore checklist).

2)

Ship and Shore Emergency procedures will be put into operation.

3)

The ESD system will be activated, resulting in cargo arms being disconnected by PERC (Power Emergency Relief Control) system.

4)

In the event of fire, the IMO water spray system on ship/shore will be activated.

5)

Fire parties would attempt to deal with the situation.

6)

Vessel would prepare for departure from berth.

7)

Liaison with shore personnel to arrange for pilot and tugs and additional support.

8)

A standby tug would assist with fire fighting/movement of the vessel from the berth.

9)

The vessel would either move away from the berth to a safe area, under its own power with assistance of a standby tug or with additional tugs/pilot summoned from shore.

3. Insulation Space Water Discharge Each bilge well is connected to a 50A draining pipe system with a 20 m3/h pneumatic pump situated in the forward and aft pipe duct for discharging the water to deck level and then overboard by means of a flexible hose.

10) The Owners/Charterers and other interested parties would be informed of the situation.

If ballast water is suspected of having leaked into an insulation space, the following steps should be observed: 1)

Pump out the ballast water from the adjacent wing tank after consulting the ship’s loaded condition.

2)

Ventilate the pipe duct space, which runs beneath the cargo tanks and cofferdams, and carry out normal enclosed space safety procedures.

IMO No. 9636711 / 1st Draft (2013.09.30)

7 - 12

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG Illustration 7.5a Emergency Pump Lifting Davit Installation

Lifting Eye Top Gooseneck

Top Gooseneck Lug

Top Gooseneck Turn Bulkle

Boom Stay

Wire Rope

Hoisting Wire Rope

Top Sheave Hook with Weight

Safety Cage Guide Sheave

Post

Boom Stay

Guide Block

Guide Sheave

Post Boom

Guide Sheave Guy Rope Vertical Ladder

Guide Rope

Portable Air Winch Portable Boom

Air Winch & Motor Lower Gooseneck

Guide Rope

Post Bracket

Boom Stay

1. Assomble Portable boom

1. Pull Guy Rope.

2. Install Air Winch to Seat.

2. Contract Boom Stay to Post Top Position

3. Connect Flexible Hose and Air Motor. 4. Install Guide Sheave to Lug fo the Post

1. Move Upper Guide Sheave of Post and Install to Lower Gooseneck of Post.

Lower Gooseneck Winch & Motor Oiler & Filter Unit

Lashing Eye Plate

1. Whether all Were Established Normally, Work after Confirmation.

Gooseneck. 3. Control Turn Buckle, fix Boom’s Position.

Top Position. 5. Life Boom by Air Winch.

IMO No. 9636711 / 1st Draft (2013.09.30)

7 - 13

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG 7.5 Emergency Cargo Pump Installation The emergency cargo pump is used in the unusual event that both main cargo pumps have failed in a cargo tank. The pump is lowered into the emergency cargo pump column for that tank. Cables and a connection to the local junction box are used to power the pump. When lowered to its final position, the pump opens the foot valve in the column and the LNG can be pumped out.

1)

2)

Adjacent to each pump column is a terminal box for the cargo pump connection and a local start switch. The pump and delivery valve are controlled and started via the IAS.

The cargo tank will inevitably contain LNG. Therefore the column into which the emergency pump is being lowered must be evacuated. This is achieved by injecting nitrogen into the column. In the case of a full cargo tank, a pressure of between 2 and 3 bar required. The nitrogen forces the liquid out through the foot valve located at the bottom of the column. Upon completion of the liquid expulsion, the purge must be checked to ensure that complete inerting has taken place. The tank pressure must be reduced to just above atmospheric before removing the column top blank flange. Install a new column flange gasket, and then begin to install the pump using the derrick.

The pump is suspended over the column into which it is being lowered by a 2.5 ton SWL derrick. For the No.2 and No.3 tank, the cargo crane is used. A support flange to take the weight of the pump is used to connect each strop. The pump discharges into the column and to the liquid line via a discharge connection and valve at the top of the column.

d)

The hang plate is provided at the opposite end of the support rope. Fix the cable cramp (A) for the cryogenic cable to the hang plate by means of fly nut. Make antifalling out measure to the fly nut.

e)

Fix the shackle cable cramp (B) to the middle of support rope by means of the butterfly nut.

f)

Fit the shackle of the next support rope to the hang plate. Make anti-falling out measure to the eye bolt for the shackle.

Hook Plate Set Nylon Rope

Earth Cable

Support Rope

Lifting Eye

Hang Plate

Fig. 1 Emergency Cargo Pump Column Purge Cock

Next Support Rope

Support Rope Protection Sheet

Power Cable

Hang Plate Cable Cramp (A)

Earth Cable Power Cable

CAUTION When working near the open pump column, all tools and equipment used must be attached to avoid anything falling in the column. All personal items have to be removed from pockets. The column opening must be temporarily covered when the blind flange is removed. Only brass tools must be used.

Step 1

3)

IMO No. 9636711 / 1st Draft (2013.09.30)

4)

Insertion of the pump into the column (Step 2)

Preparation before installation (Step 1)

a)

Place the protection sheet on the column flange.

a)

b)

Attach the hook plate set to the shackle of the hang plate.

c)

Attach the hook plate set to the crane on board and lift up the pump. Remove the pump stand.

d)

Lower the pump into the column slowly.

b) When all equipment, pump, cables, electrical connection box and accessories are in position near the tank in which the pump is to be installed, prepare the derrick to lift the pump and start the pump installation.

Step 2

Next Support Rope

Pump Stand

Operating Procedure - Installation in the Tank

Cable Cramp (B)

c)

Draw out the pump from the storage container and set it vertically. Fit the shackle of support rope to the lifting eye at the top of pump. Make anti-falling out measure to the eye bolt for the shackle. Connect the cable to the motor terminal.

7 - 14

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG

Hook Plate Set Nylon Rope

Hook Plate Set Nylon Rope

Hang Plate

Nozzle

Support Rod Spacer

No.3 Support Rope

Support Rod Support Rope

Hang Plate Protection Sheet

Hanger

Cable

Column Cover

No.4 Support Rope

Hook Plate Set

Gasket Holder

Hang Plate Power Cable

Next Support Rope Power Cable

Support Rope

Support Rope

Step 3

5)

Support of pump weight by hanger (Step 3) a)

b)

c)

d)

Fit the hanger to the column flange and place the hang plate on the hanger in order to support the pump weight by means of the hanger. Fit the shackle of the next support rope to the hang plate of the support rope. Make sure that measures are taken to avoid the eye bolt for the shackle falling out. Fix the cable cramp (A) of the cryogenic cable to the next hang plate of the support rope. Make sure that measures are taken to avoid the butterfly nut for the shackle falling out. Fix the cable cramp (B) to the middle of the support rope by means of fly nut. Make sure that measures are taken to avoid the butterfly nut for the shackle falling out.

Step 4

6)

Extension of support rope (Step 4)

7)

Lifting up column cover (Step 5)

a)

Lift up the hook plate set to remove the hanger from the column cover.

a)

Place the hang plate of the last support rope onto the hanger.

b)

Place the protection sheet on the column flange.

b)

Remove the hook plate set.

c)

Lower the pump slowly.

c)

Lift up the support rod on the column cover and attach the rod spacer to the support rod.

d)

Replace the support rope by the next support rope in accordance with the same procedure in Step 3 above.

d)

Lift up the column cover using the eye bolts (4 places) on the column cover.

e)

Attach the gasket to the flange face of the column cover by means of the gasket holder.

f)

Fit the hook plate set to the lower side of the support rod.

g)

Pass the cryogenic cable through the nozzle for lead cable of the column cover.

h)

Move the column cover over the centre of column.

i)

Lower the column cover and fit the hook plate set to the shackle of the hang plate.

Replace the hook plate set fitted to the hanger by the next hang plate.

IMO No. 9636711 / 1st Draft (2013.09.30)

Step 5

7 - 15

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG

Junction Box Support Rod Spacer Terminal Header

Chain Block

To Switch Board Flexible Cable

To Junction Box Load Meter

Terminal Header

Terminal Header

Gasket Support Rope Hook Plate Set

To Junction Box

Hook Plate Set

Hook Plate Set

Support Rope

Step 6

8)

Installation of column cover (Step 6)

Step 7

9)

Installation of the pump (Step 7)

a)

Lift up the column cover and remove the hanger and the protection sheet from the column flange.

a)

Attach the load meter to the eye of the support rod and lift up the load meter with a chain block.

b)

Lower the column cover slowly and remove the gasket holder to set the gasket on the column flange at a position of about 500 mm over the column flange.

b)

Remove the rod spacer after the weight of the pump is moved to the load meter.

c)

Lower the pump slowly and when the load meter shows zero (0) the installation work is completed (When the liquid level in the cargo tank is high, the weight of the pump alone cannot open the foot valve. In this case supply nitrogen gas into the column to pressurize (about 1.5 bar) the inside of the column).

c)

Lower the column cover slowly and place it on the column flange, taking care not to damage the gasket.

d)

Fasten the tightening bolt to the prescribed torque.

e)

Connect the cryogenic cable to the terminal header and fix the terminal header to the column cover nozzle to the prescribe torque.

IMO No. 9636711 / 1st Draft (2013.09.30)

7 - 16

Finish

10) Operation of the pump (Step 8) After the completion of installation of the pump leave it as it is for more than one and half (1.5) hours before operation.

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG Illustration 7.6.1a Warm Up (No.3 Tank)

Key CG510

(400)

CL805 CL801 H #

CL806 CL802 H #

CS805 CS806

CG802

CS802 CS803

(400)

(400)

CS808 CS809

CG801 H #

(400)

CL807 CL803 H #

(700)

CS811 CS812

(600)

(100)

(700)

Liquid Crossover

Vapour Crossover

Crossover

Strip./Spray

(700)

FM

CG001 H *

(400)

CL701 CL705 #H

CS703 CS702

CL702 CL706 #H (400)

CG702

CG701 #H (400) (500)

Vapour Header

(80)

(65)

Strip./Spray Header

(600)

(450)

Liquid Header

(400)

CS001

(40)

(65)

(450)

CL107

CG107

(400)

(400)

(200)

(65)

(450)

(200)

(450)

CS706 CS705

(80)

CS709 CS708

(400)

CL703 CL707 #H

CS712 CS711

CL704 CL708 #H (400)

CG605

CL602

Gas Header

CS105 CS109 H *

CG102

(40) (25)

CS106

CS107

CG101

(80)

FM

CS101 H * CS102

(400)

CL105 CL106

CF101

(25)

CF102

(65)

No.1 Cargo Tank (80)

Em'cy Pump Column (600)

(400)

CL104

C2

CG105

CG106 H *

CL110 H *

C1

Filling Line

S

CL100 H *

(400)

(400)

CL103

(65)

No.2 Cargo Tank (80)

Em'cy Pump Column (600)

CL102 H *

(65)

CF202

(400)

C2

CL101 H *

CG201

(300)

(80)

CG202

CS205 CS213 H * CS207

CS201 H * CS202

(40)

CL205 CL206

(400)

CL200 H *

CL202 H * (400)

(400)

CS206

CL210 H *

7 - 17

CL204

(40) (65)

CL203

(65) (80)

Em'cy Pump Column (600)

CL304

Filling Line

C1

F

SP-1

(25)

)

S

(200)

(25)

50

No.3 Cargo Tank

CF201

(3

CL303

CL201 H *

CG301

CS306

CS307

CS317 H * CS318

CS301 H * CS302

(40)

(300)

(80)

CS314

CG302

CS305 CS313 H *

(40)

(65)

CL310 H * (400)

CL305 CL306

CF302

(400)

(400)

(400)

(65)

SP-2

No.1 Vent Mast

(300)

)

(40)

(25)

(25)

CS104 H *

50

C2

(200)

CS108

(40)

No.2 Vent Mast

(3

(65)

CF301

)

(65)

SP-3

50

IMO No. 9636711 / 1st Draft (2013.09.30)

C1

(300)

(3

No.1 Cargo Pump No.2 Cargo Pump Strip./Spray Pump FG Pump

CS319 H *

CS208

(40)

No.3 Vent Mast

)

(80)

(750)

CS204 H *

50

C1 C2 S F

)

Em'cy Pump Column (600)

- Forcing Vaporiser : 810 kW

(200)

(3

50

CL404

CL300 H *

(300)

(65)

No.4 Cargo Tank

F

CL302 H *

(25)

CF402

S

(200)

(25)

(3

Filling Line

CL301 H *

CG401

(40)

CS406

CS407

CS315 CS316 H

CG402

CS405 CS409 H * (80)

CS414 CS417 H * CS418

CF401

(400)

(400)

SP-4

CS308

(40)

(300)

)

)

)

CL403

CS002 (600)

No.4 Vent Mast

50

50

50

C2

(25)

(600)

(600)

CS304 H *

(3

(3

(3

C1

CS401 H * CS402

CL405 CL406

(400)

CL400 H *

(300)

CL402 H *

CL401 H * (400)

(65)

- LNG Vaporiser : 4,100 kW

CS704

(300)

(600)

(40)

(65)

CL410 H *

CS415 CS416 H

CS408

CS419 H *

- Low Duty Compressor : 5,120 m3/h

SP-5

(40)

(200)

- High Duty Compressor : 35,000 m3/h

(80)

(300)

(400)

(450)

CS603

CS404 H *

(100)

(550)

(80)

(40)

CL601

(400)

(200)

(400)

(80)

(300)

CG602

CG601

(200) (80)

(80)

CS707

(300)

SP-6

CS004

CL808 CL804 H #

CG002 H * (700)

Drain Pot

(600)

CS601

- Fuel Gas Pump : 12 m3/h

(25)

A

CS524

A

(25)

N2 Purge

FM

CN588 H CN589

A

To N2 System for Insul. Space

CG530

CS529

- Stripping/Spray Pump : 60 m3/h

- HD Heater : 3,700 kW

CS525

SP-7

In-line Mixer

(250)

Mist Separator

In-line Mixer

(250)

H

(250)

Liquid Crossover

(200)

CG540

(300)

FM

Cargo Equipment Capacity - Cargo Pump : 1,850 m3/h

CS003

A

CG505 2

Separator Drain

CG507

CG604

(40)

CS532

CS520

P

CG603

CS528

LNG Vaporiser

CG562 Inter CLR

H

(50)

A

When Load Change

(550)

P

(25)

A

CG561

Cold Natural Gas

CS804

(600)

Filling Line

CS531

H

A

CS807

(80)

CG563

(400)

CS532

CS502

FM

CS533

CS501

CG532

(80)

H

(250)

(200)

AFT Water Cooler

In-line Mixer

(300)

CG508 (200)

Forcing Vaporiser CS503

CG503

CS530

(200)

A

(40)

(40)

(80)

CG535

CG529

(80)

H

CG415 H #

P

FM

A

(80)

(25)

CS505

CS504

CG552 Inter CLR

1

(200)

CG528

To D / F Engi ne

A

CG501

FM

A

CG551

A

CG504

CS506 (25)

P

(25)

(80)

CG502

AFT Water Cooler LD Compressor (4-stage) CG506

CG542

(200)

CG553

FM

FM

(80)

CG407 A * CG406 A *

CG405 H #

H

2

(80)

CG536

(200)

(700)

CG513

(200)

CG538 H *

(250)

(400)

CG515 CG516

CG534

CG636 H #

To Gas Co m bust i o n Un it ( GC U)

A

(300)

FM

(500) (500)

(400)

CG521

(250)

HD Compressor

SP-8

H

CS523

HD Heater

CG517

(65)

A

FM

CS521

(600)

CG410

CG518

CG520

(700)

(600)

CG514

(200)

CG527

H

1

Warm Natural Gas

CG509

A

A

(300)

IG022 IG023

Fro m Ine rt Gas Sy st e m ( E/ R)

(500)

(400)

CG511 CG512

(25)

CG519 (250)

A

(300)

(450)

Liquid Natural Gas (400)

(600)

Cargo Compressor Room

S

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG 7.6 One Tank Operation It may be necessary for in-tank repairs to be carried out with the vessel in service, in which one tank can be warmed up, inerted, aerated, entered and work undertaken on the tank internals, i.e. change cargo pump, investigate and cure problems with tank gauging systems etc. It is not envisaged that tank barrier repairs will be carried out with one tank only warmed up. The warm up, inerting and aeration can be carried out with the remaining cold tanks providing boil-off gas for fuel in the main generator engines or GCU

-

Temperature of sea water and atmosphere, atmosphere pressure - Temp. & Press: Cargo tank. Insulation spaces, cofferdam

1)

2)

Tank venting is carried out by means of the gas header line. Operation

7.6.1 Warm Up (No.3 Cargo Tank) During the tank warm up, gas burning may be continued by using one LD compressor to supply to the main generator engines and by manually controlling the operation. No.4 fuel gas pump, the forcing vaporiser, LD compressor and after water cooler are used for gas firing as required. Purpose Performance criteria

Auxiliaries involved

Check points

-

3)

IMO No. 9636711 / 1st Draft (2013.09.30)

When all the liquid has evaporated and the tank temperature is rising, continue warm-up until the required temperatures are obtained and the tank is ready for inerting.

8)

At the end of the operation, when the coldest temperature of the secondary insulation barrier is at least +5 °C, stop the HD compressor, shut the filling valve of No.3 cargo tank and keep the No.3 cargo tank vapour valve open.

9)

Shut down HD heater as required.

Position

HD heater inlet valve

Open

CG520

HD heater outlet valve

Open

CG518

HD heater inlet control valve

Auto

CG519

HD heater bypass valve

Auto

CL602

Vapour/liquid connection line valve

Open

Set up valves on cargo tanks: Description

10) Initiate the setup for inerting the cargo tank. NOTE Gas can be burned in the power generator engines, in conjunction with warming up of No.3 cargo tank, using the fuel gas pump, the forcing vaporiser and the LD compressor.

Position

CL300

No.3 tank filling valve

Open

CL310

No.3 tank liquid branch valve

Open

CG102/101

No.1 tank vapour valve

Open

CG202/201

No.2 tank vapour valve

Open

CG301

No.3 tank vapour valve

Open

CG402/401

No.4 tank vapour valve

Open

On the No.2 HD compressor open the following valves: Valve

One tank warm up with hot gas heated by HD heater Other tank: fuel gas burning Average +25 °C in tank Average -10 °C on secondary barrier HD compressor, HD heater LD compressor, After water cooler Fuel gas pump, Forcing vaporiser Operating condition of HD compressor and HD heater Operating condition of LD compressor, forcing vaporiser and after water cooler Monitoring of safety device and related sensors.

Description

CG517

Valve

4)

7)

Prepare HD heater for use: Valve

Aeration should be continued throughout the repair period to prevent ingress of humid air to the cargo tank.

At the discharge port, the tank to be worked on is discharged to the lowest measurable level and after completion of Custody Transfer, as much as possible is drained to another tank using the stripping/spray pump. Sufficient heel for the voyage, together with an extra amount for cooling down the tank after completion of repairs, is retained in one of the other tanks.

Install the spool piece SP-6 to connect the warm natural gas feeder line to the liquid header and spool piece SP-3 to connect the No.3 gas dome to the gas header for any excessed vapour.

NOTE Venting to atmosphere is to be avoided if possible. Pressure control is primarily to take place by consuming the gas in GCU.

Description to

HD

Position

CG604

Gas header supply line

compressor

CG513

No.2 HD compressor inlet valve

Open

CG515

No.2 HD compressor outlet valve

Open

CG514

No.2 HD compressor bypass valve

Auto

Open

5)

Start No.2 HD compressor manually and gradually increase flow by the inlet guide vane position.

6)

Monitor the No.3 tank pressure, excess vapour to be vented through CG105 and No. 1 vent mast if the pressure in No.3 tank goes above the set point.

7 - 18

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG Illustration 7.6.2a Inerting (No.3 Cargo Tank)

Key CG510

(400)

CL805 CL801 H #

CL806 CL802 H #

CS805 CS806

CG802

CS802 CS803

(400)

(400)

CS808 CS809

CG801 H #

(400)

CL807 CL803 H #

(700)

CS811 CS812

(600)

(100)

(700)

Liquid Crossover

Vapour Crossover

Crossover

Strip./Spray

(700)

FM

CG001 H *

(400)

CL701 CL705 #H

CS703 CS702

CL702 CL706 #H (400)

CG702

CG701 #H (400)

Vapour Header

(65)

Strip./Spray Header

(600)

(450)

Liquid Header

(400)

CS001

(40)

(65)

(450)

CL107

CG107

(400)

(400)

(200)

(65)

(450)

(200)

(450)

CS706 CS705

(80)

CS709 CS708

CL703 CL707 #H

CS712 CS711

CL704 CL708 #H CG605

CL602

(400)

(500) (80)

CS105 CS109 H *

CG102

(40) (25)

CS106

CS107

CG101

(80)

FM

CS101 H * CS102

(400)

CL105 CL106

CF101

(25)

CF102

(65)

No.1 Cargo Tank (80)

Em'cy Pump Column (600)

(400)

CL104

C2

CG105

CG106 H *

CL110 H *

C1

Filling Line

S

CL100 H *

(400)

(400)

CL103

(65)

No.2 Cargo Tank (80)

Em'cy Pump Column (600)

CL102 H *

(65)

CF202

(400)

C2

CL101 H *

CG201

(300)

(80)

CG202

CS205 CS213 H * CS207

CS201 H * CS202

(40)

CL205 CL206

(400)

CL200 H *

CL202 H * (400)

(400)

CS206

CL210 H *

7 - 19

CL204

(40) (65)

CL203

(65) (80)

Em'cy Pump Column (600)

CL304

Filling Line

C1

F

SP-1

(25)

)

S

(200)

(25)

50

No.3 Cargo Tank

CF201

(3

CL303

CL201 H *

CG301

CS306

CS307

CS317 H * CS318

CS301 H * CS302

(40)

(300)

(80)

CS314

CG302

CS305 CS313 H *

(40)

(65)

CL310 H * (400)

CL305 CL306

CF302

(400)

(400)

(400)

(65)

SP-2

No.1 Vent Mast

(300)

)

(40)

(25)

(25)

CS104 H *

50

C2

(200)

CS108

(40)

No.2 Vent Mast

(3

(65)

CF301

)

(65)

SP-3

50

IMO No. 9636711 / 1st Draft (2013.09.30)

C1

(300)

(3

No.1 Cargo Pump No.2 Cargo Pump Strip./Spray Pump FG Pump

CS319 H *

CS208

(40)

No.3 Vent Mast

)

(80)

(750)

CS204 H *

50

C1 C2 S F

)

Em'cy Pump Column (600)

Gas Header

(200)

(3

50

CL404

CL300 H *

(300)

(65)

No.4 Cargo Tank

F

CL302 H *

(25)

CF402

S

(200)

(25)

(3

Filling Line

CL301 H *

CG401

(40)

CS406

CS407

CS315 CS316 H

CG402

CS405 CS409 H * (80)

CS414 CS417 H * CS418

CF401

(400)

(400)

SP-4

CS308

(40)

(300)

)

)

)

CL403

CS002 (600)

No.4 Vent Mast

50

50

50

C2

(25)

(600)

(600)

CS304 H *

(3

(3

(3

C1

CS401 H * CS402

CL405 CL406

(400)

CL400 H *

(300)

CL402 H *

CL401 H * (400)

(65)

CS419 H *

- LNG Vaporiser : 4,100 kW

CS704

(300)

(600)

(40)

(65)

CL410 H *

CS415 CS416 H

CS408

(200)

- Low Duty Compressor : 5,120 m3/h

(80)

(300)

(400)

(450)

- High Duty Compressor : 35,000 m3/h

SP-5

(40)

CS404 H *

(100)

(550)

(80)

(40)

CL601

(400)

(200)

(400)

CS603

(300)

CG602

CG601

(200) (80)

(80)

CL808 CL804 H #

CG002 H * (700) (300)

SP-6

CS004

- Fuel Gas Pump : 12 m3/h

(25)

A

A

Drain Pot

(600)

CS601

- Stripping/Spray Pump : 60 m3/h

- HD Heater : 3,700 kW (80)

CS707

(400)

CS529

CN588 H CN589

(25)

N2 Purge

FM

In-line Mixer

Cargo Equipment Capacity - Cargo Pump : 1,850 m3/h

- Forcing Vaporiser : 810 kW

CS524

CG530

CS525

To N2 System for Insul. Space

H

SP-7

A

In-line Mixer

(250)

Mist Separator

In-line Mixer

(250)

Separator Drain

CS003

A

CG540

(250)

Liquid Crossover

(200)

AFT Water Cooler CG532

(300)

FM

H

CG604

(40)

CS532

CS520

2

Inert Gas

CG507

CG603

CS528

LNG Vaporiser

P

Filling Line

CS531

A

(50)

CG562 Inter CLR

(25)

CS532

CS502

H FM

CS533

CS501

A

A

When Load Change

(550)

P

(400)

Forcing Vaporiser CS503

CG561

Cold Natural Gas

CS804

(600)

CG505 FM

(80)

H

(250)

(200)

A

(80)

(80)

CS807

CG563

CS530

(200)

A

(40)

(40)

(80)

CG535

CG529 H

CG503

(300)

FM

CG508

(25)

CS505

CS504 CG415 H #

P

1

AFT Water Cooler LD Compressor (4-stage) CG506

CG528

To D / F Engi ne

CG552 Inter CLR

CG501

(200)

A

A

CG504

CS506 (25)

CG551

A

(200)

CG542

(200)

(80)

CG406 A *

CG405 H #

P

(25)

(80)

CG502

FM

(80)

CG407 A *

CG536

(200)

CG553

FM (200)

CG538 H *

(250)

(700)

CG513 H

2

(80)

To Gas Co m bust i o n Un it ( GC U)

(400)

CG515 CG516

CG534

CG636 H #

A

(300)

FM

(500) (500)

(400)

CG521

(250)

HD Compressor

SP-8

H

CS523

HD Heater

CG517

(65)

A

FM

CS521

(600)

CG410

CG518

CG520

(700)

(600)

CG514

(200)

CG527

H

1

Warm Natural Gas

CG509

A

A

(300)

IG022 IG023

Fro m Ine rt Gas Sy st e m ( E/ R)

(500)

(400)

CG511 CG512

(25)

CG519 (250)

A

(300)

(450)

Liquid Natural Gas (400)

(600)

Cargo Compressor Room

S

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG 7.6.2 Inerting (No.3 Cargo Tank)

5)

During inerting the boil-off gas from the other tanks is used as fuel in the main generator engines Inert gas is supplied to the tank by the Inert Gas Generator via IG022 and Blind Flange Valve IG023 connecting the IG line with the liquid header. Venting the tank is carried out via the fitting of a spool piece connecting the vapour outlet from the tank to the gas header.

Valve

Performance criteria

Auxiliaries involved

Operation duration

Hydrocarbon content is less than 2.0 % by volume. - Fuel gas pump - Inert gas generator (Inert gas mode) - LD compressor - After water cooler

-

Operating condition of LD compressor and after water cooler Operating condition of inert gas generator Monitoring of safety device and related sensors. Temperature of sea water and atmosphere, atmospheric pressure - Temp. & Press. : Cargo tank. insulation spaces, cofferdam Portable CH or CH4 analyser

Necessary device

-

Note

The fuel gas pump is always running, but can be stopped when the temperature is proper.

1)

Prepare the inert gas plant for use in the inert gas mode.

2)

Install spool pieces SP-6 and SP-3.

3)

Open the inert gas supply to the liquid header CG527 and CL602.

4)

At No.1 vent mast, open valve CG105.

Position

CL300

No.3 tank filling valve

Open

CL310

No.3 tank liquid branch valve

Open

Start the inert gas generator to produce inert gas, discharging to the funnel 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, open delivery valve IG022. (One blower is to be operated)

7)

Open valve CG301 on the No.3 tank vapour header.

8)

Monitor the tank pressure. Tank pressure can be adjusted by throttling CG301 manually/locally. Ensure that the tank pressure is always higher than the insulation space pressures by at least 10 mbar, but that the tank pressures do not exceed 180 mbar above atmospheric pressure. In any case, during inerting, the pressure in the tanks must be kept low to maximize the piston effect.

9)

Approximately once an hour, take samples of the discharge from the vapour dome at the top of the tank and test for hydrocarbon content.

Approximately 10 hours -

Check points

Displacement from warm gas to inert gas for one related tank Other tank: fuel gas burning

Description

6)

The isolation valve (CG302) onto the vapour header must remain closed.

Purpose

Open the valves to supply inert gas to No.3 tank via the liquid header and tank filling valve.

10) Purge for 5 minutes all the unused sections of pipelines, machines, equipment and instrumentation lines. 11) Continue inerting until levels are obtained. 12) Before shutting down the inert gas generator, ensure the liquid header is purged through to No.1 vent mast, in preparation for aerating the tank. 13) When the hydrocarbon content sampled from the tank outlet falls below 2.0 %, isolate and shut in the tank. On completion of tank and pipeline inerting, stop the inert gas supply and shut down the inert gas plant. Reset the valve system for aerating. 14) Stop the IG plant and close CG301, CG105, CL310, CL300, CL602. Inert emergency cargo pump column with N2 through the foot valve. Prepare the system for one tank aeration, as described in the next section.

IMO No. 9636711 / 1st Draft (2013.09.30)

7 - 20

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG Illustration 7.6.3a Aeration (No.3 Cargo Tank)

Key CG510

(400)

CL805 CL801 H #

CL806 CL802 H #

CS805 CS806

CG802

CS802 CS803

(400)

(400)

CS808 CS809

CG801 H #

(400)

CL807 CL803 H #

(700)

CS811 CS812

CL808 CL804 H #

CG002 H *

(600)

(100)

(700)

Liquid Crossover

Vapour Crossover

Crossover

Strip./Spray

(700)

FM

CG001 H *

(400)

CL701 CL705 #H

CS703 CS702

CL702 CL706 #H (400)

CG702

(400) (500)

Vapour Header

(80)

(65)

Strip./Spray Header

(600)

(450)

Liquid Header

(400)

CS001

(40)

(65)

(450)

CL107

CG107

(400)

(400)

(200)

(450)

(200)

CS706 CS705

(80)

CS709 CS708

(400)

CL703 CL707 #H

CS712 CS711

CL704 CL708 #H (400)

CG701 #H

(100)

(700)

CG605

CL602

(450)

- HD Heater : 3,700 kW

Gas Header

CS105 CS109 H *

CG102

(40) (25)

CS106

CS107

CG101

(80)

FM

CS101 H * CS102

(400)

CL105 CL106

CF101

(25)

CF102

(65)

No.1 Cargo Tank (80)

Em'cy Pump Column (600)

(400)

CL104

C2

CG105

CG106 H *

CL110 H *

C1

Filling Line

S

CL100 H *

(400)

(400)

CL103

(65)

No.2 Cargo Tank (80)

Em'cy Pump Column (600)

CL102 H *

(65)

CF202

(400)

C2

CL101 H *

CG201

(300)

(80)

CG202

CS205 CS213 H * CS207

CS201 H * CS202

(40)

CL205 CL206

(400)

CL200 H *

CL202 H * (400)

(400)

CS206

CL210 H *

7 - 21

CL204

(40) (65)

CL203

(65) (80)

Em'cy Pump Column (600)

CL304

Filling Line

C1

F

SP-1

(25)

)

S

(200)

(25)

50

No.3 Cargo Tank

CF201

(3

CL303

CL201 H *

CG301

CS306

CS307

CS317 H * CS318

CS301 H * CS302

(40)

(300)

(80)

CS314

CG302

CS305 CS313 H *

(40)

(65)

CL310 H * (400)

CL305 CL306

CF302

(400)

(400)

(400)

(65)

SP-2

No.1 Vent Mast

(300)

)

(40)

(25)

(25)

CS104 H *

50

C2

(200)

CS108

(40)

No.2 Vent Mast

(3

(65)

CF301

)

(65)

SP-3

50

IMO No. 9636711 / 1st Draft (2013.09.30)

C1

(300)

(3

No.1 Cargo Pump No.2 Cargo Pump Strip./Spray Pump FG Pump

CS319 H *

CS208

(40)

No.3 Vent Mast

)

(80)

(750)

CS204 H *

50

C1 C2 S F

)

Em'cy Pump Column (600)

- Forcing Vaporiser : 810 kW

(200)

(3

50

CL404

CL300 H *

(300)

(65)

No.4 Cargo Tank

F

CL302 H *

(25)

CF402

S

(200)

(25)

(3

Filling Line

CL301 H *

CG401

(40)

CS406

CS407

CS315 CS316 H

CG402

CS405 CS409 H * (80)

CS414 CS417 H * CS418

CF401

(400)

(400)

SP-4

CS308

(40)

(300)

)

)

)

CL403

CS002 (600)

No.4 Vent Mast

50

50

50

C2

(25)

(600)

(600)

CS304 H *

(3

(3

(3

C1

CS401 H * CS402

CL405 CL406

(400)

CL400 H *

(300)

CL402 H *

CL401 H * (400)

(65)

CS419 H *

CS704

(300)

(600)

(40)

(65)

CL410 H *

CS415 CS416 H

CS408

(200)

- Low Duty Compressor : 5,120 m3/h

SP-5

(40)

CS404 H *

- High Duty Compressor : 35,000 m3/h

(80)

(300)

(400)

(450)

(80)

CS707

(300) (550)

(80)

(40)

CL601

(400)

(200)

(400)

CS603

(300)

CG602

CG601

(200) (80)

(80)

- Stripping/Spray Pump : 60 m3/h

(25)

A

Drain Pot

SP-6

CS004

Cargo Equipment Capacity - Cargo Pump : 1,850 m3/h

- LNG Vaporiser : 4,100 kW

CS524

A

CS525

A

(25)

N2 Purge

FM

CN588 H CN589

(600)

CS601

Liquid Crossover

(200)

To N2 System for Insul. Space

CG530

CS529

Mist Separator

(65)

A

SP-7

In-line Mixer

(250)

In-line Mixer

(250)

Separator Drain

CS003

(40)

CS532

CS520

LNG Vaporiser

In-line Mixer

H

(250)

CG604

CS528

AFT Water Cooler CG540

(300)

FM

Inert Gas

- Fuel Gas Pump : 12 m3/h

CG603

(50)

2

Dried Air

CG507

Filling Line

CS531

A

P

H

CS532

CS502

H FM

CS533

CS501

A

A

CG562 Inter CLR

When Load Change

(550)

P

(25)

(40)

CG561

Cold Natural Gas

CS804

(600)

CG505

(25)

Forcing Vaporiser CS503

CS807

(80)

CG563

(400)

(40)

(80)

H

(250)

(200)

CG508

CG532

CG503

(300)

FM

A

(80)

CG528

A

P

CS530

(200)

CG415 H #

(80)

(200)

CG535

CG529

(80)

H

CG552 Inter CLR

1

FM

A

A

CG501

(200)

CS505

CS504

CG551

A

CG504

CS506 (25)

To D / F Engi ne

P

(25)

(80)

CG502

AFT Water Cooler LD Compressor (4-stage) CG506

CG542

(200)

CG553

FM

FM

(80)

CG407 A * CG406 A *

CG405 H #

H

2

(80)

CG536

(200)

(700)

CG513

(200)

CG538 H *

(250)

(400)

CG515 CG516

CG534

CG636 H #

To Gas Co m bust i o n Un it ( GC U)

A

(300)

FM

(500) (500)

(400)

CG521

(250)

HD Compressor

SP-8

H

CS523

HD Heater

CG517

(65)

A

FM

CS521

(600)

CG410

CG518

CG520

(700)

(600)

CG514

(200)

CG527

H

1

Warm Natural Gas

CG509

A

A

(300)

IG022 IG023

Fro m Ine rt Gas Sy st e m ( E/ R)

(500)

(400)

CG511 CG512

(25)

CG519 (250)

A

(300)

(450)

Liquid Natural Gas (400)

(600)

Cargo Compressor Room

S

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG 7.6.3 Aeration (No.3 Cargo Tank)

3)

Ensure that valve CG302 is securely closed.

During aeration, the boil-off gas from the other tanks is used as fuel in the main generator engine

4)

Open valves CG527 and CG602 to supply the inert gas to the liquid header.

Dry air is supplied to the tank by the dry air generator (IGG) via the valve IG022 and blind flange valve IG023 connecting the IG line with the gas header and the fitting of a spool piece connecting the vapour outlet from the tank to the gas header (should already be in place from the inerting operation).

5)

Open the below valves to supply inert gas to No.3 tank via the liquid header and tank filling valve

Venting the tank is carried out via the liquid filling valve, exhausting onto the liquid header and leading to No.1 vent mast via valve CL107 and the spool piece SP-5. The isolation valve CG302 onto the vapour header must remain closed. Purpose Performance criteria

Auxiliaries involved

Operation duration

Displacement from inert gas to dry air for one related tank Cargo tank O2 content : Higher than 20 % by volume - Fuel gas pump - Inert gas generator (Inert gas mode) - LD compressor - After water cooler Approximately 10 hours -

Check points

-

Operating condition of LD compressor and after water cooler Operating condition of inert gas generator Monitoring of safety device and related sensors. Temperature of sea water and atmosphere, atmospheric pressure - Temp. & Press. : Cargo tank. insulation spaces, cofferdam Portable O2, CO2 & dew point meter Portable CH or CH4 analyser

Necessary device

-

Note

The fuel gas pump is always running, but can be stopped when the temperature is proper.

1)

Install the spool piece SP-5 between the liquid header and No.1 vent mast.

2)

Install the spool piece SP-3 between No.3 tank vapour line to the gas header.

IMO No. 9636711 / 1st Draft (2013.09.30)

Valve

Description

Position

CL300

No.3 tank filling valve

Open

CL310

No.3 tank liquid branch valve

Open

6)

Open valve CG301 on the No.3 tank vapour header.

7)

Set the No.1 vent mast regulating valve CG106 to 100 mbar.

8)

Start the IG Plant (dry air production) then open the delivery valve (with IG022) and close the purge valve on the IAS.

Monitor the change in atmosphere until all levels as described in Section 6.6.4 are obtained. Ensure pressure in aerated tank is higher than tanks containing vapour to avoid leakage of toxic gas to this tank. Aerate the emergency cargo pump column with dry air if necessary. Aeration must continue throughout repair work.

7 - 22

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG Illustration 7.6.4a Drying (No.3 Cargo Tank)

Key CG510

(400)

CL801 H # CL805

CL806 CL802 H #

CS805 CS806

CG802

CS802 CS803

(400)

(400)

CS808 CS809

CG801 H #

(400)

CL807 CL803 H #

(700)

CS811 CS812

(600)

(100)

(700)

Liquid Crossover

Vapour Crossover

Crossover

Strip./Spray

(700)

FM

CG001 H *

(400)

CL701 CL705 #H

CS703 CS702

CL702 CL706 #H (400)

CG702

(400) (65)

Strip./Spray Header

(600)

(450)

Liquid Header

(400)

CS001

(40)

(65)

(450)

CL107

CG107

(400)

(400)

(200)

(65)

(200)

(450)

CS706 CS705

(80)

CS709 CS708

(400)

CL703 CL707 #H

CS712 CS711

CL704 CL708 #H (400)

CG605

CL602

CG701 #H

(100)

CS003

(500) (80)

7 - 23

CS105 CS109 H *

CG102

(40) (25)

CS106

CS107

CG101

(80)

FM

CS101 H * CS102

(400)

CL105 CL106

CF101

(25)

CF102

(65)

No.1 Cargo Tank (80)

Em'cy Pump Column (600)

(400)

CL104

C2

Filling Line

C1

CG105

CG106 H *

CL110 H * CL100 H *

(400)

(400)

CL103

(65)

No.2 Cargo Tank (80)

Em'cy Pump Column (600)

CL102 H *

(65)

CF202

S

SP-1

(25)

(400)

C2

CL101 H *

CG201

(300)

(80)

CG202

CS205 CS213 H * CS207

CS201 H * CS202

(40)

CL205 CL206

CS206

CL210 H * (400)

CL200 H *

CL202 H * (400)

(400)

C1

F

CL204

(40) (65)

CL203

(65)

Em'cy Pump Column (600)

CL304

(80)

S

(200)

(25)

)

Filling Line

No.3 Cargo Tank

CF201

50

CL303

CL201 H *

CG301

CS306

CS307

(40)

(300)

(80)

CG302

CS305 CS313 H *

(40)

CS314 CS317 H * CS318

CL310 H *

(65)

CS301 H * CS302

CL305 CL306

CF302

(400)

(400)

(400)

(65)

SP-2

No.1 Vent Mast

(300)

(3

(40)

(25)

(25)

CS104 H *

)

C2

(200)

CS108

(40)

No.2 Vent Mast

50

(65)

- HD Heater : 3,700 kW

Gas Header Vapour Header

(3

(65)

CF301

)

(80)

SP-3

50

IMO No. 9636711 / 1st Draft (2013.09.30)

C1

(300)

(3

No.1 Cargo Pump No.2 Cargo Pump Strip./Spray Pump FG Pump

CS319 H *

CS208

(40)

CS204 H *

)

C1 C2 S F

)

Em'cy Pump Column (600)

(750)

No.3 Vent Mast

50

50

CL404

- Forcing Vaporiser : 810 kW

(200)

(3

(3

Filling Line

(400)

(65)

)

)

)

CL403

CL300 H *

(300) (25)

No.4 Cargo Tank

F

(200)

(25)

CF402

S

CL302 H *

CF401

CL301 H *

CG401

(40)

CS406

CS407

CS315 CS316 H

CG402

CS405 CS409 H * (80)

CS414 CS417 H * CS418

(300)

(400)

(400)

SP-4

CS308

(40)

CS304 H *

50

50

50

C2

CS002 (600)

No.4 Vent Mast

(3

(3

(3

C1

CS401 H * CS402

CL405 CL406

(400)

CL400 H *

(300)

CL402 H *

CL401 H * (400)

(65)

CS419 H *

- Low Duty Compressor : 5,120 m3/h

CS704

(25)

(600)

(600)

(600)

(40)

(65)

CL410 H *

CS415 CS416 H

CS408

(200)

- High Duty Compressor : 35,000 m3/h

SP-5

(40)

CS404 H *

- Stripping/Spray Pump : 60 m3/h

(300)

(450)

(450)

- Cargo Pump : 1,850 m3/h

(80)

(300)

(400)

(80)

CL808 CL804 H #

CG002 H * (700)

A

CS524

A

A

(550)

(80)

(40)

CL601

(400)

(200)

(400)

CS603

(300)

CG602

CG601

(200) (80)

(80)

CS707

(300)

SP-6

CS004

Cargo Equipment Capacity

- LNG Vaporiser : 4,100 kW

Drain Pot

(600)

CS601

Separator Drain

(25)

N2 Purge

FM

CN588 H CN589

(25)

CS525

To N2 System for Insul. Space

CG530

CS529

Liquid Crossover

(200)

SP-7

In-line Mixer

Mist Separator

CG604

A

LNG Vaporiser

(250)

In-line Mixer

(250)

H

(250)

CG603

(40)

CS532

CS520

A

In-line Mixer

Atmospheric Air

- Fuel Gas Pump : 12 m3/h

Filling Line

CS531

(80)

A

(50)

CS528

AFT Water Cooler CG540

Dried Air

CG507

(300)

FM

H

CS532

CS502

H FM

CS533

CS501

2

(25)

(40)

P

(400)

Forcing Vaporiser CS503

A

CG562 Inter CLR

When Load Change

(550)

CG505

(25)

CG528

(40)

(200)

CG561

Cold Natural Gas

CS804

(600)

P

CG508

CG532

CS807

(80)

CG563

A

(80)

(80)

H

(250)

CS530

(200)

CG415 H #

A

CG503

(300)

FM

AFT Water Cooler LD Compressor (4-stage) CG506

CG535

CG529 H

P

1

FM

A

CG552 Inter CLR

CG501

(200)

CS505

CS504

A

CG504

CS506 (25)

To D / F Engi ne

CG551

A

(200)

CG542

(200)

(80)

CG406 A *

CG405 H #

P

(25)

(80)

CG502

FM

(80)

CG407 A *

CG536

(200)

CG553

FM (200)

CG538 H *

(250)

(700)

CG513 H

2

CG534

CG636 H #

(400)

CG515 CG516

(80)

To Gas Co m bust i o n Un it ( GC U)

A

(300)

FM

(500) (500)

(400)

CG521

(250)

HD Compressor

SP-8

H

CS523

HD Heater

CG517

CG514

(65)

A

(700)

(600)

FM

CS521

(600)

CG410

CG518

CG520

Warm Natural Gas

CG509 H

1

(200)

CG527

(400)

A

A

(300)

IG022 IG023

Fro m Ine rt Gas Sy st e m ( E/ R)

(500)

CG511 CG512

(25)

CG519 (250)

A

(300)

(450)

Liquid Natural Gas (400)

(600)

Cargo Compressor Room

S

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG 7.6.4 Drying and Inerting (No.3 Cargo Tank)

-

During the drying and inerting the boil-off gas from the other tanks is used as fuel in the main generator engine.

-

During a maintenance operation where one cargo tank has been opened up and contains wet air, it must be dried to avoid primarily the formation of ice when it is cooled down and secondly the formation of corrosive agents if the humidity combines with the sulphur and nitrogen oxides which might be contained in excess in the inert gas. The tank is then inerted in order to prevent the possibility of any flammable air/LNG mixture. Normal humid air is displaced by dry air. Dry air is displaced by inert gas produced from the dry air/inert gas generator. Dry air is introduced at the bottom of the tank through the filling piping. The air is displaced from the vapour dome into the gas header via the fitted spool piece and is discharged from No.1 vent mast. The operation can be carried out at shore or at sea and will take approximately 10 hours to reduce the dew point to less than -20 °C. 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, (below -40 °C) and to inert, all other LNG and vapour pipework. Before introduction of LNG or vapour, pipework not purged with inert gas must be purged with nitrogen.

Purpose -

Displacement from atmospheric air to dry air for related tank Other tanks: Fuel gas burning

Performance criteria

Cargo tank dew point is lower than -20 °C

Auxiliaries involved

-

Operation duration

Approximately 10 hours -

Check points

-

Fuel gas pump LD compressor After water cooler Inert gas generator (dry air mode) Operating condition of LD compressor and after water cooler Operating condition of inert gas generator Monitoring of safety device and related sensors.

IMO No. 9636711 / 1st Draft (2013.09.30)

Portable dew point meter

Necessary device

-

Note

The fuel gas pump is always running, but can be stopped when the temperature is proper.

1)

Prepare the IG plant (dry air production) for use.

2)

Install the spool piece SP-6 for supply dry air and inert gas.

3)

Install the spool piece SP-3 between No.3 tank vapour line to the gas header.

4)

Open valves CG527, CL602, CL310, CL300, to supply dry air to the liquid header and No.3 cargo tank.

5)

Open tank vapour valve CG301, ensure that valve CG302 remains closed.

6)

Open valve CG105 to vent through No.1 vent mast. The tank pressure is controlled manually via by regulating valve CG301.

7)

Start the IG plant. When dew point is -45 °C, open the valve IG022 and blind flange valve IG023 on the dry air/inert gas discharge line.

8)

Monitor the dew point of the tank by taking a sample at the vapour dome. When the dew point is -20 °C or less, drying is complete.

9)

Wet air which may be contained in the discharge lines from the cargo pumps, float level piping and any associated pipe work in the cargo compressor room must be purged with dry air.

1. Operating Procedure for Drying One Tank

Dry air, with a dew point of -45 °C, is produced by the dry air/inert gas generator at a flow rate of 8000 Nm3/h with one blower in operation.

Temperature of sea water and atmosphere, atmospheric pressure Temp. & Press. : Cargo tank. insulation spaces, cofferdam

10) When the tank is dried, stop the IGG. Change over the IGG to inert gas production and feed the tank in the same manner as for drying the tank. NOTE It is necessary to lower the tank’s dew point by dry air to at least -20 °C, before feeding tanks with inert gas, in order to avoid formation of corrosive agents.

7 - 24

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG Illustration 7.6.4b Inerting before Gassing Up (No.3 Cargo Tank)

Key CG510

(400)

CL805 CL801 H #

CL806 CL802 H #

CS805 CS806

CG802

CS802 CS803

(400)

(400)

CS808 CS809

CG801 H #

(400)

CL807 CL803 H #

(700)

CS811 CS812

(600)

(100)

(700)

Liquid Crossover

Vapour Crossover

Crossover

Strip./Spray

(700)

FM

CG001 H *

(400)

CL701 CL705 #H

CS703 CS702

CL702 CL706 #H (400)

CG702

CG701 #H (400)

Vapour Header

(65)

Strip./Spray Header

(600)

(450)

Liquid Header

(400)

CS001

(40)

(65)

(450)

CL107

CG107

(400)

(400)

(200)

(65)

(450)

(200)

(450)

CS706 CS705

(80)

CS709 CS708

CL703 CL707 #H

CS712 CS711

CL704 CL708 #H CG605

CL602

(400)

(500) (80)

7 - 25

CS105 CS109 H *

CG102

(40) (25)

CS106

CS107

CG101

(80)

FM

CS101 H * CS102

(400)

CL105 CL106

CF101

(25)

CF102

(65)

No.1 Cargo Tank (80)

Em'cy Pump Column (600)

(400)

CL104

C2

CG105

CG106 H *

CL110 H *

C1

Filling Line

S

CL100 H *

(400)

(400)

CL103

(65)

No.2 Cargo Tank (80)

Em'cy Pump Column (600)

CL102 H *

(65)

CF202

(400)

C2

CL101 H *

CG201

(300)

(80)

CS206

CS207

CS201 H * CS202

(40)

CL205 CL206

CG202

CS205 CS213 H *

CL210 H * (400)

CL200 H *

CL202 H * (400)

(400)

C1

F

CL204

(40) (65)

CL203

(65)

CL304

(80)

S

SP-1

(25)

)

Filling Line

No.3 Cargo Tank

(200)

(25)

50

Em'cy Pump Column (600)

(400)

CF302

CF201

(3

CL303

CL201 H *

CG301

CS306

CS307

(40)

(300)

(80)

CG302

CS305 CS313 H *

CS314 CS317 H * CS318

CS301 H * CS302

CL305 CL306

(400)

(40)

(65)

CL310 H * (400)

(400)

(65)

SP-2

No.1 Vent Mast

(300)

)

(40)

(25)

(25)

CS104 H *

50

C2

(200)

CS108

(40)

No.2 Vent Mast

(3

(65)

CF301

)

(65)

SP-3

50

IMO No. 9636711 / 1st Draft (2013.09.30)

C1

(300)

(3

No.1 Cargo Pump No.2 Cargo Pump Strip./Spray Pump FG Pump

CS319 H *

CS208

(40)

No.3 Vent Mast

)

(80)

(750)

CS204 H *

50

C1 C2 S F

)

Em'cy Pump Column (600)

Gas Header

(200)

(3

50

CL404

CL300 H *

(300)

(65)

No.4 Cargo Tank

F

CL302 H *

(25)

CF402

S

(200)

(25)

(3

Filling Line

CL301 H *

CG401

(40)

CS406

CS407

CS315 CS316 H

CG402

CS405 CS409 H * (80)

CS414 CS417 H * CS418

CF401

(400)

(400)

SP-4

CS308

(40)

(300)

)

)

)

CL403

CS002 (600)

No.4 Vent Mast

50

50

50

C2

(25)

(600)

(600)

CS304 H *

(3

(3

(3

C1

CS401 H * CS402

CL405 CL406

(400)

CL400 H *

(300)

CL402 H *

CL401 H * (400)

(65)

CS419 H *

- LNG Vaporiser : 4,100 kW

CS704

(300)

(600)

(40)

(65)

CL410 H *

CS415 CS416 H

CS408

(200)

- Low Duty Compressor : 5,120 m3/h

(80)

(300)

(400)

(450)

- High Duty Compressor : 35,000 m3/h

SP-5

(40)

CS404 H *

(100)

(550)

(80)

(40)

CL601

(400)

(200)

(400)

CS603

(300)

CG602

CG601

(200) (80)

(80)

CL808 CL804 H #

CG002 H * (700) (300)

SP-6

CS004

- Fuel Gas Pump : 12 m3/h

(25)

A

A

Drain Pot

(600)

CS601

- Stripping/Spray Pump : 60 m3/h

- HD Heater : 3,700 kW (80)

CS707

(400)

CS529

CN588 H CN589

(25)

N2 Purge

FM

In-line Mixer

Cargo Equipment Capacity - Cargo Pump : 1,850 m3/h

- Forcing Vaporiser : 810 kW

CS524

CG530

CS525

To N2 System for Insul. Space

H

SP-7

A

In-line Mixer

(250)

Mist Separator

In-line Mixer

(250)

Separator Drain

CS003

A

CG540

(250)

Liquid Crossover

(200)

AFT Water Cooler CG532

(300)

FM

H

CG604

(40)

CS532

CS520

2

Inert Gas

CG507

CG603

CS528

LNG Vaporiser

P

Filling Line

CS531

A

(50)

CG562 Inter CLR

(25)

CS532

CS502

H FM

CS533

CS501

A

A

When Load Change

(550)

P

(400)

Forcing Vaporiser CS503

CG561

Cold Natural Gas

CS804

(600)

CG505 FM

(80)

H

(250)

(200)

A

(80)

(80)

CS807

CG563

CS530

(200)

A

(40)

(40)

(80)

CG535

CG529 H

CG503

(300)

FM

CG508

(25)

CS505

CS504 CG415 H #

P

1

AFT Water Cooler LD Compressor (4-stage) CG506

CG542

To D / F Engi ne

CG552 Inter CLR

CG501

(200)

A

A

CG504

CS506 (25)

CG551

A

(200)

CG528

(200)

(80)

CG406 A *

CG405 H #

P

(25)

(80)

CG502

FM

(80)

CG407 A *

CG536

(200)

CG553

FM (200)

CG538 H *

(250)

(700)

CG513 H

2

(80)

To Gas Co m bust i o n Un it ( GC U)

(400)

CG515 CG516

CG534

CG636 H #

A

(300)

FM

(500) (500)

(400)

CG521

(250)

HD Compressor

SP-8

H

CS523

HD Heater

CG517

(65)

A

FM

CS521

(600)

CG410

CG518

CG520

(700)

(600)

CG514

(200)

CG527

H

1

Warm Natural Gas

CG509

A

A

(300)

IG022 IG023

Fro m Ine rt Gas Sy st e m ( E/ R)

(500)

(400)

CG511 CG512

(25)

CG519 (250)

A

(300)

(450)

Liquid Natural Gas (400)

(600)

Cargo Compressor Room

S

Part 7 Emergency Procedures

CORCOVADO LNG 2. Operating Procedure for Inerting One Tank Purpose

Performance criteria

Auxiliaries involved Operation duration

-

Approximately 10 hours -

Check points

Displacement from dry air to inert gas for one related tank Other tanks: Fuel gas burning Cargo tank dew point is lower than -40 °C O2 content is less than 2 % by volume LD compressor, Fuel gas pump After water cooler Inert gas generator (inert gas mode)

-

Operation condition of LD compressor, after water cooler and IG plant. Monitoring of safety device and related sensors Temperature of sea water and atmosphere, atmosphere pressure Temperature and pressure of cargo tanks, insulation spaces and cofferdam.

Cargo Operating Manual NOTE Until the ship is ready to load LNG, the tank may be maintained under inert gas as long as is necessary. Pressurise the tank to 180 mbar above atmospheric pressure and to reduce leakage, isolate the valve at the forward venting system. It is assumed that the maintenance/repair of one tank will take place while the ship is on ballast passage, having discharged the cargo from the affected tank in the normal manner. Therefore gas filling will not be undertaken until the ship returns to the loading port. On arrival at the loading terminal the first procedure will be to gas fill the affected tank with vapour from shore, venting the inert gas through the liquid header via the spool piece to No.1 vent mast. If coolant is sufficient in the tank, the gas filling operation is carried out on the ballast passage.

Portable oxygen & dew point meter

Necessary device

-

Note

The fuel gas pump is always running, but can be stopped when the temperature is proper.

1)

Start the IG plant (inert gas production). When oxygen content is less than 1 % and dew point is -45 °C, open the valve IG022 and blind flange valve IG023 on the inert gas discharge line.

2)

By sampling at the vapour dome, check the atmospheric of the tank by means of the portable oxygen analyser. O2 content is to be less than 2 % and the dew point less than -40 °C.

3)

During tank inerting, purge for about 5 minutes the air contained in the lines and equipment using valves and purge sample points.

4)

Inert emergency cargo pump column with N2 through the foot valve.

5)

When the operation is completed, stop the supply of inert gas and close the valves IG022, CG527, CL602, CL310, CL300, CG105 and remove the spool pieces.

IMO No. 9636711 / 1st Draft (2013.09.30)

7 - 26

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG Illustration 7.6.5a Gassing-Up (No.3 Cargo Tank)

Key CG510

(400)

CL805 CL801 H #

CL806 CL802 H #

CS805 CS806

CG802

CS802 CS803

(400)

(400)

CS808 CS809

CG801 H #

(400)

CL807 CL803 H #

(700)

CS811 CS812

CL808 CL804 H #

CG002 H *

(600)

(100)

(700)

Liquid Crossover

Vapour Crossover

Crossover

Strip./Spray

(700)

FM

CG001 H *

(400)

CL701 CL705 #H

CS703 CS702

CL702 CL706 #H (400)

CG702

(400) (500)

Vapour Header

(80)

(65)

Strip./Spray Header

(600)

(450)

Liquid Header

(400)

CS001

(40)

(65)

(450)

CL107

CG107

(400)

(400)

(200)

(450)

(200)

CS706 CS705

(80)

CS709 CS708

(400)

CL703 CL707 #H

CS712 CS711

CL704 CL708 #H (400)

CG701 #H

(100)

(700)

CG605

CL602

(450)

- HD Heater : 3,700 kW

Gas Header

CS105 CS109 H *

CG102

(40) (25)

CS106

CS107

CG101

(80)

FM

CS101 H * CS102

(400)

CL105 CL106

CF101

(25)

CF102

(65)

No.1 Cargo Tank (80)

Em'cy Pump Column (600)

(400)

CL104

C2

CG105

CG106 H *

CL110 H *

C1

Filling Line

S

CL100 H *

(400)

(400)

CL103

(65)

No.2 Cargo Tank (80)

Em'cy Pump Column (600)

CL102 H *

(65)

CF202

(400)

C2

CL101 H *

CG201

(300)

(80)

CG202

CS205 CS213 H * CS207

CS201 H * CS202

(40)

CL205 CL206

(400)

CL200 H *

CL202 H * (400)

(400)

CS206

CL210 H *

7 - 27

CL204

(40) (65)

CL203

(65) (80)

Em'cy Pump Column (600)

CL304

Filling Line

C1

F

SP-1

(25)

)

S

(200)

(25)

50

No.3 Cargo Tank

CF201

(3

CL303

CL201 H *

CG301

CS306

CS307

CS317 H * CS318

CS301 H * CS302

(40)

(300)

(80)

CS314

CG302

CS305 CS313 H *

(40)

(65)

CL310 H * (400)

CL305 CL306

CF302

(400)

(400)

(400)

(65)

SP-2

No.1 Vent Mast

(300)

)

(40)

(25)

(25)

CS104 H *

50

C2

(200)

CS108

(40)

No.2 Vent Mast

(3

(65)

CF301

)

(65)

SP-3

50

IMO No. 9636711 / 1st Draft (2013.09.30)

C1

(300)

(3

No.1 Cargo Pump No.2 Cargo Pump Strip./Spray Pump FG Pump

CS319 H *

CS208

(40)

No.3 Vent Mast

)

(80)

(750)

CS204 H *

50

C1 C2 S F

)

Em'cy Pump Column (600)

- Forcing Vaporiser : 810 kW

(200)

(3

50

CL404

CL300 H *

(300)

(65)

No.4 Cargo Tank

F

CL302 H *

(25)

CF402

S

(200)

(25)

(3

Filling Line

CL301 H *

CG401

(40)

CS406

CS407

CS315 CS316 H

CG402

CS405 CS409 H * (80)

CS414 CS417 H * CS418

CF401

(400)

(400)

SP-4

CS308

(40)

(300)

)

)

)

CL403

CS002 (600)

No.4 Vent Mast

50

50

50

C2

(25)

(600)

(600)

CS304 H *

(3

(3

(3

C1

CS401 H * CS402

CL405 CL406

(400)

CL400 H *

(300)

CL402 H *

CL401 H * (400)

(65)

CS419 H *

CS704

(300)

(600)

(40)

(65)

CL410 H *

CS415 CS416 H

CS408

(200)

- Low Duty Compressor : 5,120 m3/h

SP-5

(40)

CS404 H *

- High Duty Compressor : 35,000 m3/h

(80)

(300)

(400)

(450)

(80)

CS707

(300) (550)

(80)

(40)

CL601

(400)

(200)

(400)

CS603

(300)

CG602

CG601

(200) (80)

(80)

- Stripping/Spray Pump : 60 m3/h

(25)

A

Drain Pot

SP-6

CS004

Cargo Equipment Capacity - Cargo Pump : 1,850 m3/h

- LNG Vaporiser : 4,100 kW

CS524

A

CS525

A

(25)

N2 Purge

FM

CN588 H CN589

(600)

CS601

Liquid Crossover

(200)

To N2 System for Insul. Space

CG530

CS529

Mist Separator

(65)

A

SP-7

In-line Mixer

(250)

In-line Mixer

(250)

Separator Drain

CS003

(40)

CS532

CS520

LNG Vaporiser

In-line Mixer

H

(250)

CG604

CS528

AFT Water Cooler CG540

(300)

FM

Inert Gas

- Fuel Gas Pump : 12 m3/h

CG603

(50)

2

Natural Gas

CG507

Filling Line

CS531

A

P

H

CS532

CS502

H FM

CS533

CS501

A

A

CG562 Inter CLR

When Load Change

(550)

P

(25)

(40)

CG561

Cold Natural Gas

CS804

(600)

CG505

(25)

Forcing Vaporiser CS503

CS807

(80)

CG563

(400)

(40)

(80)

H

(250)

(200)

CG508

CG532

CG503

(300)

FM

A

(80)

CG528

A

P

CS530

(200)

CG415 H #

(80)

(200)

CG535

CG529

(80)

H

CG552 Inter CLR

1

FM

A

A

CG501

(200)

CS505

CS504

CG551

A

CG504

CS506 (25)

To D / F Engi ne

P

(25)

(80)

CG502

AFT Water Cooler LD Compressor (4-stage) CG506

CG542

(200)

CG553

FM

FM

(80)

CG407 A * CG406 A *

CG405 H #

H

2

(80)

CG536

(200)

(700)

CG513

(200)

CG538 H *

(250)

(400)

CG515 CG516

CG534

CG636 H #

To Gas Co m bust i o n Un it ( GC U)

A

(300)

FM

(500) (500)

(400)

CG521

(250)

HD Compressor

SP-8

H

CS523

HD Heater

CG517

(65)

A

FM

CS521

(600)

CG410

CG518

CG520

(700)

(600)

CG514

(200)

CG527

H

1

Warm Natural Gas

CG509

A

A

(300)

IG022 IG023

Fro m Ine rt Gas Sy st e m ( E/ R)

(500)

(400)

CG511 CG512

(25)

CG519 (250)

A

(300)

(450)

Liquid Natural Gas (400)

(600)

Cargo Compressor Room

S

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG 7.6.5 Gassing-Up (No.3 Cargo Tank) It is assumed, though unlikely in practice, that all valves are closed prior to use, with the exception of those for the fuel gas to the main generator engines. Normal gas burning can be continued during this operation using vapour from the three in-service tanks. LNG liquid will be supplied to the LNG vaporiser via the stripping/spray header using the stripping/spray pump of a cargo tank containing LNG liquid. Purpose Performance Criteria

Auxiliaries Involved

Operation Duration

Cargo tank CO2 content is less than 1 % by volume - Stripping/Spray pump - LD compressor - After water cooler - LNG vaporiser Approximately 10 hours -

Check Points -

Necessary device

Note

Displacement from inert gas to gaseous natural gas Other tanks : Fuel gas burning

-

Operation condition of LD compressor, after water cooler, LNG vaporiser and spray pump. Monitoring of safety device and related sensors Temperature of sea water and atmosphere, atmosphere pressure Temperature and pressure of cargo tanks, insulation spaces and cofferdam. Portable CO2 meter Portable CH or CH4 analyser This function should be performed at open sea only. The spool piece, SP-6 shall be completely removed during any liquid handling.

The following procedure shows the gassing up of No.3 tank using No.4 tank stripping/spray pump. 1)

2)

Install the following spool pieces:  Gas header to No.3 cargo tank: SP-3.  Liquid header to No.1 vent mast: SP-5. Prepare the LNG vaporiser.

IMO No. 9636711 / 1st Draft (2013.09.30)

3)

Adjust the set point of the temperature control valve CS503 to +20 °C.

4)

Using the IAS, adjust the set point of the pressure control valve CG106 to 60 mbar (or required value) using the inching control.

5)

At the No.1 vent mast, open valve CL107.

6)

Open the vapour dome outlet valves to the vapour header CG101, 102, 201, 202, 401 and 402.

7)

Open valve CS601 to enable liquid to reach the LNG vaporiser.

8)

Open valve CS501, the inlet valve to the LNG vaporiser.

9)

In the cargo compressor room, open the outlet from the LNG vaporiser CG530.

NOTE This function should be performed in open sea only.

10) Open valves CG528 and CG602 to allow supply to No.3 cargo tank vapour header via the gas header. 11) Start the No.4 stripping/spray pump and open the spray discharge valve CS401 and spray master valve CS004 to spray header to allow minimum flow to the LNG vaporiser. Pressure in LNG vaporiser line shall be controlled by CS404. 12) Open the header valve CG301 to No.3 tank vapour domes. 13) Using the IAS, open the individual tank loading valves, CL300, CL310. 14) Adjust the No.1 vent mast pressure with CG106 to 230 mbar or as required. 15) Monitor the inert gas exhausting at the liquid dome (use the mid cargo tank sample cock initially, followed by the sample cock at the top of the loading line). Also monitor the inert gas exhausted at No.1 vent mast using the sample cock. 16) When the cargo tank CH content reaches 99 %, throttle in the individual tank loading valve until it is only just cracked open. 17) The operation is considered complete when No.3 cargo tank has at least a 99 % CH content and the acceptable CO2 content and N2 content as requested by the terminal. 7 - 28

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG Illustration 7.6.6a Cooldown (No.3 Cargo Tank)

Key CG510

(400)

CL805 CL801 H #

CL806 CL802 H #

CS805 CS806

CG802

CS802 CS803

(400)

(400)

CS808 CS809

CG801 H #

(400)

CL807 CL803 H #

(700)

CS811 CS812

(600)

(100)

(700)

Liquid Crossover

Vapour Crossover

Crossover

Strip./Spray

(700)

FM

CG001 H *

(400)

CL701 CL705 #H

CS703 CS702

CL702 CL706 #H (400)

CG702

CG701 #H (400) (500)

Vapour Header

(80)

(65)

Strip./Spray Header

(600)

(450)

Liquid Header

(400)

CS001

(40)

(65)

(450)

CL107

CG107

(400)

(400)

(200)

(65)

(450)

(200)

(450)

CS706 CS705

(80)

CS709 CS708

(400)

CL703 CL707 #H

CS712 CS711

CL704 CL708 #H (400)

CG605

CL602

Gas Header

CS105 CS109 H *

CG102

(40) (25)

CS106

CS107

CG101

(80)

FM

CS101 H * CS102

(400)

CL105 CL106

CF101

(25)

CF102

(65)

No.1 Cargo Tank (80)

Em'cy Pump Column (600)

(400)

CL104

C2

CG105

CG106 H *

CL110 H *

C1

Filling Line

S

CL100 H *

(400)

(400)

CL103

(65)

No.2 Cargo Tank (80)

Em'cy Pump Column (600)

CL102 H *

(65)

CF202

(400)

C2

CL101 H *

CG201

(300)

(80)

CG202

CS205 CS213 H * CS207

CS201 H * CS202

(40)

CL205 CL206

(400)

CL200 H *

CL202 H * (400)

(400)

CS206

CL210 H *

7 - 29

CL204

(40) (65)

CL203

(65) (80)

Em'cy Pump Column (600)

CL304

Filling Line

C1

F

SP-1

(25)

)

S

(200)

(25)

50

No.3 Cargo Tank

CF201

(3

CL303

CL201 H *

CG301

CS306

CS307

CS317 H * CS318

CS301 H * CS302

(40)

(300)

(80)

CS314

CG302

CS305 CS313 H *

(40)

(65)

CL310 H * (400)

CL305 CL306

CF302

(400)

(400)

(400)

(65)

SP-2

No.1 Vent Mast

(300)

)

(40)

(25)

(25)

CS104 H *

50

C2

(200)

CS108

(40)

No.2 Vent Mast

(3

(65)

CF301

)

(65)

SP-3

50

IMO No. 9636711 / 1st Draft (2013.09.30)

C1

(300)

(3

No.1 Cargo Pump No.2 Cargo Pump Strip./Spray Pump FG Pump

CS319 H *

CS208

(40)

No.3 Vent Mast

)

(80)

(750)

CS204 H *

50

C1 C2 S F

)

Em'cy Pump Column (600)

- Forcing Vaporiser : 810 kW

(200)

(3

50

CL404

CL300 H *

(300)

(65)

No.4 Cargo Tank

F

CL302 H *

(25)

CF402

S

(200)

(25)

(3

Filling Line

CL301 H *

CG401

(40)

CS406

CS407

CS315 CS316 H

CG402

CS405 CS409 H * (80)

CS414 CS417 H * CS418

CF401

(400)

(400)

SP-4

CS308

(40)

(300)

)

)

)

CL403

CS002 (600)

No.4 Vent Mast

50

50

50

C2

(25)

(600)

(600)

CS304 H *

(3

(3

(3

C1

CS401 H * CS402

CL405 CL406

(400)

CL400 H *

(300)

CL402 H *

CL401 H * (400)

(65)

- LNG Vaporiser : 4,100 kW

CS704

(300)

(600)

(40)

(65)

CL410 H *

CS415 CS416 H

CS408

CS419 H *

- Low Duty Compressor : 5,120 m3/h

SP-5

(40)

(200)

- High Duty Compressor : 35,000 m3/h

(80)

(300)

(400)

(450)

CS603

CS404 H *

(100)

(550)

(80)

(40)

CL601

(400)

(200)

(400)

(80)

(300)

CG602

CG601

(200) (80)

(80)

CS707

(300)

SP-6

CS004

CL808 CL804 H #

CG002 H * (700)

Drain Pot

(600)

CS601

- Fuel Gas Pump : 12 m3/h

(25)

A

CS524

A

(25)

N2 Purge

FM

CN588 H CN589

A

To N2 System for Insul. Space

CG530

CS529

- Stripping/Spray Pump : 60 m3/h

- HD Heater : 3,700 kW

CS525

SP-7

In-line Mixer

(250)

Mist Separator

In-line Mixer

(250)

H

(250)

Liquid Crossover

(200)

CG540

(300)

FM

Cargo Equipment Capacity - Cargo Pump : 1,850 m3/h

CS003

A

CG505 2

Separator Drain

CG507

CG604

(40)

CS532

CS520

P

CG603

CS528

LNG Vaporiser

CG562 Inter CLR

H

(50)

A

When Load Change

(550)

P

(25)

A

CG561

Cold Natural Gas

CS804

(600)

Filling Line

CS531

H

A

CS807

(80)

CG563

(400)

CS532

CS502

FM

CS533

CS501

CG532

(80)

H

(250)

(200)

AFT Water Cooler

In-line Mixer

(300)

CG508 (200)

Forcing Vaporiser CS503

CG503

CS530

(200)

A

(40)

(40)

(80)

CG535

CG529

(80)

H

CG415 H #

P

FM

A

(80)

(25)

CS505

CS504

CG552 Inter CLR

1

(200)

CG528

To D / F Engi ne

A

CG501

FM

A

CG551

A

CG504

CS506 (25)

P

(25)

(80)

CG502

AFT Water Cooler LD Compressor (4-stage) CG506

CG542

(200)

CG553

FM

FM

(80)

CG407 A * CG406 A *

CG405 H #

H

2

(80)

CG536

(200)

(700)

CG513

(200)

CG538 H *

(250)

(400)

CG515 CG516

CG534

CG636 H #

To Gas Co m bust i o n Un it ( GC U)

A

(300)

FM

(500) (500)

(400)

CG521

(250)

HD Compressor

SP-8

H

CS523

HD Heater

CG517

(65)

A

FM

CS521

(600)

CG410

CG518

CG520

(700)

(600)

CG514

(200)

CG527

H

1

Warm Natural Gas

CG509

A

A

(300)

IG022 IG023

Fro m Ine rt Gas Sy st e m ( E/ R)

(500)

(400)

CG511 CG512

(25)

CG519 (250)

A

(300)

(450)

Liquid Natural Gas (400)

(600)

Cargo Compressor Room

S

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG 7.6.6 Cooldown (No.3 Cargo Tank)

2) Fully open the spray inlet valves to the No.3 tank CS306 and CS307. Partially open isolating valve CS305 to the spray line.

During drying and inerting the boil-off gas from the other tanks is used as fuel in the main generator engines. Assuming that a single tank is to be cooled down using the heel in that tank, all valves are closed prior to use, and it is No.4 tank that contains the heel. Spraying LNG into related cargo tank Other tanks : fuel gas burning

Purpose

-

Performance criteria

Average temperature on pump tower is lower than -80 ºC

Auxiliaries involved

-

Operation duration

Approximately 10 hours -

Check points -

-

Notice

Stripping/spray pump LD compressor After water cooler

Operation condition of LD compressor, after water cooler and stripping/spray pump Monitoring of safety device and related sensors Temperature of sea water and atmosphere, atmosphere pressure Temperature and pressure of cargo tanks, insulation spaces and cofferdam The spool piece, SP-6 shall be completely removed during any liquid handling. Average temperature: GTT defined that average temperature should be calculated by four lower temperature sensors along pump tower.

3) Start the No.4 stripping/spray pump and open the spray discharge valve CS401 and spray master valve CS004 to spray header to allow minimum flow and to cool down the spray header. Pressure in stripping/spray header shall be controlled by CS404. 4) Once cooldown of the spray header to the No.3 tank is complete, open CS305 and increase the flow rate by adjusting the No.4 stripping/spray pump discharge valve to allow an even cooldown and control of vapour pressure. 5) At the IAS, monitor the rate of temperature cooldown and the pressure inside the tank. Adjust the spray inlet valve to attain an average temperature drop of 25 ºC to 30 ºC an hour for the first 4 hours. After that, the drop should not be more than approximately 12 ºC to 13 ºC an hour. 6) On completion of cooldown leave the spray header valves open to allow the spray line to warm up to ambient temperature before closing them.

1) Check that the following valves on the vapour domes are open and locked in position. Valve

Description

Position

CG101 CG102

No.1 tank vapour dome outlet valve

Open

CG201 CG202

No.2 tank vapour dome outlet valve

Open

CG301 CG302

No.3 tank vapour dome outlet valve

Open

CG401 CG402

No.4 tank vapour dome outlet valve

Open

IMO No. 9636711 / 1st Draft (2013.09.30)

7 - 30

Part 7 Emergency Procedures

Cargo Operating Manual

CORCOVADO LNG 7.7 Ship to Ship Transfer This section is intended as a proposal to complement the ICS Tanker Safety Guide, (Liquefied Gases) and the ICS Ship to Ship Transfer Guide, (Liquefied Gases) and should be supplemented by the Company's own instructions and orders. 1. General Safety The person (master or other officer) in overall control of the operation should be clearly established before the operation commences, and the actual transfer should be carried out in agreement with the receiving ship. The means of communication should also be well established before transfer and both ships must be in direct contact with each other during the whole operation. Radio telephone contact should be established on VHF Channel 16 and thereafter on a mutually agreed working channel. Approach, mooring, transfer and unmooring should not be attempted until fully effective communications are established.



The weather conditions should be taken into consideration, as they will determine the type and number of fenders to be used and the type of mooring procedure to be used. Both Masters should be in agreement that conditions are suitable for berthing and cargo transfer before the operation takes place. Fenders should be positioned according to an agreed plan, taking into consideration the type and size of both ships, the weather conditions and the type of mooring that is to take place. All equipment to be used should be thoroughly prepared and tested, and all safety equipment should be checked and be ready for use if required. 1)

 First aid equipment, etc. to be ready for use. 3. Mooring The most successful method of berthing is with both ships underway. One ship, preferably the larger, maintains steerage way on a constant heading as requested by the manoeuvring ship, usually with the wind and sea dead ahead. The manoeuvring ship then comes alongside. Successful operations have taken place with one ship at anchor in fine weather conditions, and it is favourable if there is an appreciable current and a steady wind from the same direction. If not, then tug assistance may be necessary.

Cargo Equipment to be Tested  Ventilation of compressor, pump and control room to be fully operational.

Should there be a breakdown in communications for whatever reason, either on approach or during transfer, the operation should immediately be suspended.

 Impressed current cathode protection system, if fitted, to be switched off at least three hours before transfer.

The type of hoses required and their supports to ensure that their allowable bending radius is not exceeded.

Mooring should be rapid and efficient and can be achieved with good planning by the Masters of both ships. In general, the following points should be noted.

 Gas detection systems to be correctly set, tested and operating.  Emergency shutdown system to be tested and ready for use.

CAUTION The ignition of gas vapours may be possible by direct or induced radio frequency energy. No radio transmissions should be made during transfer operations to or from the ship, other than at very high frequency which are sufficiently high enough to be below the energy level at which the ignition of gas vapours is possible. Arrangements should also be made with an appropriate coast station for blind transmissions to allow for reception of urgent messages (blind transmissions can be monitored by both the vessel and the station, but cannot be replied to by either).



The wind and sea should be ahead or nearly ahead.



The angle of approach should not be excessive.

 Pressure and temperature control units to be operational.  Cargo tanks to be cooled, if necessary.  Manifolds to be securely blanked.  Cargo hose reducers to be ready in place.  Hose purging equipment to be acceptable. 2)

Safety Precautions

The two ships should make parallel contact at the same speed with no astern movement being necessary. The manoeuvring ship should position her manifold in line with that of the constant heading ship and match the speed as nearly as possible. Contact is then made by the manoeuvring ship, reducing the distance between the two ships by rudder movements until contact is made by the primary fenders.

2. Pre-Mooring Preparations  Fire main tested and kept under pressure. Prior to mooring, the organisers of the transfer should notify the local authorities of their intentions and obtain any necessary permits. The two vessels should liaise with each other and exchange details of the ships, which side is to be used for mooring, the number of fairleads and bitts and their distance from the bow and stern of the ship to be used for mooring. Information should also be exchanged on: 

The size and class of manifold flanges to be used.



The anticipated maximum height differential of the manifolds for determining hose length required.

 Water spray system tested and ready.  Two additional fire hoses connected near the manifold and ready for use.  Dry powder system ready.  All access doors to the accommodation are to be kept closed at all times during transfer.  No smoking.

IMO No. 9636711 / 1st Draft (2013.09.30)

7 - 31

WARNING Masters should be prepared to abort if necessary. The International Regulations for Preventing Collisions at Sea must be complied with. On completion of mooring, the constant heading ship will proceed to an anchoring position previously agreed. The manoeuvring ship will have its engines stopped and rudder amidships, or angled towards the constant heading ship. The constant heading ship should use the anchor on the opposite side to that on which the other ship is berthed. From the time that the manoeuvring ship is all fast alongside, to the time the constant heading ship is anchored, the constant heading ship assumes responsibility for the navigation of the two ships.

Part 7 Emergency Procedures

CORCOVADO LNG

Cargo Operating Manual

4. Transfer Operations

5. Unmooring

Transfer can begin when the two Masters have ensured that all the pretransfer checks and precautions have been completed and agreed between them. Both ships should be prepared to disconnect and un-moor at short notice should anything go wrong.

Under normal conditions, generally this procedure will be carried out at anchor, however if both Masters agree, unmooring can take place underway.

During transfer, ballast operations should be performed in order to keep the trim and list of both vessels constant. Listing of either vessel should be avoided except for proper tank draining. Checks should also be kept on the weather, traffic in the area, and that all safety equipment is still in a state of readiness. Transfer can take place while the two vessels are at anchor. This is the most common method. Transfer can also take place while the two vessels are underway, though this depends on there being adequate sea room, traffic conditions and the availability of large diameter, high absorption fenders. 1)

Underway Transfer After completion of mooring, the constant heading ship maintains steerage way and the manoeuvring ship adjusts its engine speed and rudder angle to minimise the towing load on the moorings. The course and speed should be agreed by the two Masters and this should result in the minimum movement between the two ships. The Master of the constant heading ship is responsible for the navigation and safety of the two vessels.

2)

Drifting Transfer This should only be attempted in ideal conditions.

3)

Completion of Transfer After transfer has been completed and before unmooring, all hoses should be purged, manifolds securely blanked and the relevant authorities informed that transfer is complete.

IMO No. 9636711 / 1st Draft (2013.09.30)

Before unmooring begins, obstructions from the adjacent sides of both ships should be cleared and the sequence and timing of the event be agreed by both ships and commenced at the request of the manoeuvring ship. Lines should be singled up fore and aft, then let go the remaining forward mooring allowing the ships to drift away from each other, at which time the remaining after moorings are let go and the ships drift clear of each other. Neither ship should, at this point, attempt to steam ahead nor astern until their mid lengths are about two cables apart.

7 - 32

Part 7 Emergency Procedures

CORCOVADO LNG 7.8 Jettisoning of Cargo

Cargo Operating Manual Illustration 7.8a Jettisoning of Cargo

CAUTION The jettisoning of cargo is an emergency operation. It should only be carried out to avoid serious damage to the cargo tank and/or inner hull steel structure. A membrane or insulation failure in one or more cargo tanks may necessitate the jettisoning of cargo from that particular cargo tank to the sea. This is carried out using a single main cargo pump, discharging LNG through a portable nozzle fitted at the ship’s manifold.

Securing Bracket

Nozzle for Cargo

As jettisoning of LNG will create hazardous conditions: 1)

All the circumstances of the failure must be carefully evaluated before the decision to jettison cargo is taken.

2)

All relevant fire fighting equipment must be manned, in a state of readiness and maintained so during the entire operation.

3)

All accommodation and other openings and all vent fans must be secured.

4)

The NO SMOKING rule must be rigidly enforced.

5)

The water curtain on the side of the jettison is to be running to protect the ship’s structure.

End Nozzle for Cargo

Flange Manifold Ship SideRail Manifold Deck

Weather conditions, and the heading of the vessel relative to the wind, must be considered so that the jettisoned liquid and resultant vapour cloud will be carried away from the vessel. In addition, if possible, avoid blanketing the vapour with exhaust gases from the funnel.

Water Curtain Header

The discharge rate must be limited to the capacity of one cargo pump only and, if necessary, reduced to allow acceptable dispersal within the limits of the prevailing weather conditions.

Upper Deck

WARNING Too rapid a flow of LNG will result in rapid phase transfer (RPT) when the liquid hits the sea water. This is a violent increase in gas vapour as liquid hits the sea water, producing a very cold cloud of vapour which does not dissipate readily from the immediate vicinity of the vessel.

IMO No. 9636711 / 1st Draft (2013.09.30)

7 - 33

Part 7 Emergency Procedures

CORCOVADO LNG

Cargo Operating Manual

Part 8: Fire Fighting System 8.1 Fire and Deck Wash System ........................................................8 - 2 8.2 Water Spray System .....................................................................8 - 8 8.3 Dry Powder System ................................................................... 8 - 12 8.4 CO2 System ................................................................................ 8 - 16 8.5 Detection and Alarm System...................................................... 8 - 21 8.5.1 Fire Detection System ................................................... 8 - 21 8.5.2 Fire Alarm System......................................................... 8 - 28 Illustrations 8.1a Fire and Deck Wash System (1/3) ..............................................8 - 1 8.1b Fire and Deck Wash System (2/3) ..............................................8 - 3 8.1c Fire Main System (3/3) ..............................................................8 - 4 8.1b Fire and Deck Wash System (2/3) ..............................................8 - 5 8.2a Water Spray System ...................................................................8 - 7 8.2b Water Spray Nozzle....................................................................8 - 9 8.3a Dry Powder System Hose Station ............................................ 8 - 11 8.3b Dry Powder Schematic Arrangement ....................................... 8 - 13 8.4a CO2 System (1/2) ..................................................................... 8 - 15 8.4a CO2 System (2/2) ..................................................................... 8 - 17 8.4b CO2 System for Cargo Area ..................................................... 8 - 19 8.5.2a Fire Detection and Alarm System – Control Panel M 4.3 ..... 8 - 27 8.5.2b Fire Detection and Alarm System – Repeater Panel M 4.3 ... 8 - 29 8.5.2c Fire Detection and Alarm System – Fire Flashing ................ 8 - 30 8.5.2d Fire Detection and Alarm System – Fault Flashing .............. 8 - 31

Part 8 Fire Fighting System IMO No. 9636711 / 1st Draft (2013.09.30)

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG Illustration 8.1a Fire and Deck Wash System (1/3)

(50A)

(50A)

(50A)

(50A)

(50A)

(65A)

WD203

(S)

(250A)

AP Tank

WD409

WD214

(50A) (50A)

3rd Deck EMCY Fire Pump

(80A)

CP

DLWL

WD231 WD237

(50A)

WD217

WD252

(50A)

WD216 (50A)

WD241

WD224

Accumulator Tank (2.0 m3) W

(50A)

D2 38

WD235

WD236

WD234

IMO No. 9636711 / 1st Draft (2013.09.30)

(15A)

UP 80A

UP 65A (50A)

To Bilge Well

WD510

Nav. Deck

(50A)

UP 65A (50A)

WD502

(250A)

No.1 Bilge, Fire & G/S Pump

HI008

Jockey Pump

WD229

PI HP115

(250A)

(200A)

WD233

WD228 (50A)

WD501

(50A)

From Bilge System

(200A) (150A)

WD513

C/D

WD221

No.2 Bilge, Fire & G/S Pump

(150A)

FW Tank (P)

UP 25A

D-deck

(80A)

WD230 FW Tank (S)

UP 25A

UP 40A

WD222

(250A)

[Steering Gear Room]

UP 65A

WD508 WD223

(300A)

Fire Pump

(50A)

WD220

(80A)

Sea Chest

(50A)

UP 80A

WD213

WD244

Engine Room

(50A)

From Comp. Air

WD240 SP : 11 bar

(125A)

To Bilge Eductor for Pipe Duct/Cofferdams

WD511

WD514

UP 40A

WD210

(50A)

WD412

C-deck

B-deck

To Water Spray Main for Rinsing WD239 WD243

Floor

WD410(S)

(150A)

From Booster Pump for FW Hose Reel

(25A)

(50A)

(50A)

WD218

WD515

(50A)

WD534

Steering Gear Room

SLWL

WD253

2nd Deck (50A)

WD408 PI

(50A)

WD215

WD363

WD529

(P)

(250A)

(40A)

(50A)

(125A)

(150A)

WD364

(80A)

WD396

WD395

WD211

(80A)

(300A)

(50A)

UP 40A

UP 80A

(50A)

(50A)

WD603 Trunk Deck

To Water Spray For Lifeboat & Embarkation Area & C-deck

WD355(P)

WD208 WD207 WD254

WD212

WD527

WD531 (125A)

(40A)

1st Deck

WD362

WD528

H (50A)

A-deck

(80A)

(300A)

Oil Cooler

(50A)

(50A)

UP 80A

UP 40A

WD353

WD206

WD209

PI

(50A)

WD350

High Expansion Foam System

WD360

CP

WD370

(100A)

WD356 WD366

WD525

WD530

(250A)

WD358

WD357

WD354

(80A)

WD359

(50A)

(50A)

(50A)

Swimming Pool

WD379

(80A)

(80A)

WD518

WD 205

(40A)

WD526

B-deck

(80A) (80A) (80A) (80A)

(50A)

(40A)

(50A)

(80A)

WD523

C-deck

WD 202

(P)

WD524

D-deck

WD533

(50A)

WD521

WD532

WD201

WD522

(50A)

Fresh Water Line Air Line Drain Line

(50A) (50A)

WD232 WD517 (P) (S)

WD516

Fire Water Line

Nav. Deck Outside Engine Casing

A-deck

Key Sea Water Line

(50A)

Pipe Duct WD507

SW Main in E/R

UP 65A

(50A)

8-1

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG Part 8: Fire Fighting System 8.1 Fire and Deck Wash System 1. Specification Bilge, Fire and G/S Pumps Maker: Shinko Ind. Ltd. Model: RVP200MS No. of sets: 2 Type: Vertical, centrifugal Capacity: 240/150 m3/h x 45/100 MTH Motor output & speed: 110 kW x 1800 rpm Jockey Pump Maker: Model: No. of sets: Type: Capacity: Motor output & speed:

Shinko Ind. Ltd. SHQ50M 1 Horizontal, centrifugal 10 m3/h x 100 MTH 11 kW x 3600 rpm

The fire and deck wash system can supply sea water to the following: 

The fire hydrants in the engine room



The fire hydrants on deck



The fire hydrants in the accommodation block



To water spray system for rinsing



The swimming pool



To water sray for lifeboat and embarkation area



The cargo manifold sea water curtain system



The high expansion foam system



The Deck water monitor system



The side passageway bilge, bosun’s store bilge, pipe duct, bow thruster & FWD pump room and cofferdam bilge educators



To the anchor washing water

The deck fire main has a main isolating valve WD353 before the ring main isolating valve to the cargo area. The ring main is fitted with a further three section isolator valves on each side at regular intervals along the deck to allow any part of the system to be supplied from either side of the ship.

Fire Pump Maker: Model: No. of sets: Type: Capacity: Motor output & speed:

Shinko Ind. Ltd. RVP160-2M 1 Vertical, centrifugal 150 m3/h x 100 MTH 75 kW x 1800 rpm

The main Fire System is supplied from the engine room by the fire pump or by the No.1 fire and G/S pump and the No.2 fire and G/S pump in a duty standby configuration.

Emergency Fire Pump Maker: Model: Number of sets: Type: Capacity: Motor output & speed:

Shinko Ind. Ltd. GVD300-3MS 1 Vertical, centrifugal 600 m3/h x 100 MTH 300 kW/1800 rpm

Under normal operation conditions the “main fire” system will be under pressure during port time, supplying the manifold water curtain and with hoses run out as a fire precaution.

2. General Description The fire main system is supplied from the engine room by the two fire and G/S pumps. They are electric motor driven vertical centrifugal pumps, with a delivery capacity of 240/150 m3/h x 45/100 MTH.

The on duty/off duty pumps can only be manually stopped if those are not required from W/H, fire control station, local or IAS. IAS has selection function for the on duty/off duty No. 1 fire and G/S pump and the No.2 fire and G/S pump. The fire main is pressurised at between 10 and 10.5 bar by means of a sea water accumulator tank which is maintained under pressure by means of the fire line pressure pump. The sea water jockey pump is rated at 10 m3/h and cannot support washing down decks etc. The sea water accumulator unit operates in the same way as the fresh water hydrophore units, with air pressure providing the loading in the accumulator tank. The hydrant outlet valves should be operated at frequent intervals to ensure that they will open satisfactorily should it be necessary in the event of an emergency. The emergency fire pump is located in the steering gear room. The pump is vertical, centrifugal, self-priming with an electric motor, and has its own dedicated sea chest. The pump rate is 600 m3/h x 100 MTH. The emergency fire pump is dedicated as the emergency pump for fire fighting requirements, e.g. failure of fire pumps, flooding of engine room, etc. The emergency fire pump can be started from:

The “main fire” system is kept pressurized by the jockey pump in normal condition. The fire pump, No.1 fire and G/S pump and No.2 fire and G/S pump can be started manually, from the local panel or IAS.

There are two main line pressure transmitters installed for monitoring and control of the fire pumps. The IAS receives main fire line pressure for controlling the jockey pump, fire pump, No.1 and No.2 fire and G/S pump to keep pressure at all times. The jockey pump cut in pressure is set to 5 bar and cut out pressure is set to 7 bar in the IAS.

   

The IAS on the bridge The fire control station (FCS) The CCR The local starter panel

3. Operating Procedure Preparation for Use of the Fire Main System NOTE The fire main must be maintained under pressure at all times by the use of the accumulator tank unit and fire line jockey pump. The fire main should be already flooded before the sea water accumulator unit is started.

The duty pump cut in pressure is set to 4 bar and 3 bar for the standby pump. IMO No. 9636711 / 1st Draft (2013.09.30)

8-2

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG Illustration 8.1b Fire and Deck Wash System (2/3) Interval Max. 40 m

(50A)

WD349

UP 100A

(80A)

WD348

(80A)

WD340

WD368

WD335

WD327

WD398

(150A)

To Bilge & Deck Scupper System

WD333 WD402

WD351

WD355

WD356

WD359

Water Monitor

(80A)

WD341

H

To Bilge & Deck Scupper System

(40A)

WD325

(250A)

WD343

(150A)

WD339

(150A)

WD329

(100A)

WD323

WD350

Accommodation

WD370

WD344

WD354

WD360 From ER (ND 150)

WD319 WD386 WD314

Liquid Dome

No.4 Trunk Space

No.3 Trunk Space

WD392

WD313

WD352

WD342

WD304

No.1 Trunk Space

WD309

WD381

WD391

WD307

To Bilge & Deck Scupper System

(80A)

WD337

(100A)

WD328

Water Monitor

Bow Thr. & FWD Trans. Space

Flexible Pipe

WD336

(80A)

C/L

WD324

WD326

To Bilge & Deck Scupper System

WD332 (80A)

Detail

Key Fire Water Line Fresh Water Line

(Typical) (Typical)

(100A)

FW313(S) FW317(P)

(80A)

This Valve to be kept closed at all times after using bilge eductor.

Trunk Deck

FW312(S) FW316(P)

From Fresh Water

WD301

WD320

WD374

WD334

(80A)

WD302

WD303

(100A)

2 WD32

WD338 WD 401

WD367

WD346 WD345

(50A)

From Fresh Water

WD383

(80A)

WD390

No.2 Trunk Space

WD384 WD311 WD394

H

WD347 UP 100A

WD358

WD308

(50A) (150A)

(50A)

WD382 WD389

WD375

WD801

(50A)

WD310

Interval Max. 40 m

Swimming Pool

(80A)

WD387 WD388

WD306

WD318 WD315 WD393 WD518

WD385 WD312

WD397 Boss & Plug (PT 3/8)

WD305

WD379

Mooring Deck

C/L

WD376

WD357

To High Exp. Foam System

(200A)

Oil Cooler

WD321

WD37 3

(100A)

WD304

(80A)

(50A)

(Typical)

CU-NI 90/10 80A Pipe

WD303

(Typical)

Upper Deck (100A)

Interval 300 mm

Manifold Center

10 mm x 74 Holes

(50A)

(40A)

Abt. 22.6 m

WD008

WD317 (50A)

(50A)

Fire Main (ND150)

(50A)

Trunk Deck Space

Liquid Dome

No.1 Cargo Tank

For Electric Motor Room (50A)

WD005

(40A)

FWD Deep HFO Tank

WD003

To Bilge Ejector for Bow Thr. & FWD P. Room

WD004

To Bilge Ejector for FWD Void

Bow Thr. & FWD P. Room

Trunk Deck Space Side Passage Way

WD002

(125A)

Cofferdam

AFT Deep HFO Tank

(50A)

(50A) (40A)

(50A)

Fire Main (ND150)

Side Passage Way

To Bilge Ejector for Bosun Store

Bosun Store

For Cargo Compressor Room

Cargo Machinery Room

WD001

Upper Deck

FWD Void Pipe Duct

Typical Section View

IMO No. 9636711 / 1st Draft (2013.09.30)

8-3

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG

the pressure in the fire main system.

WD221

Jockey pump discharge valve to accumulator tank unit

Open

WD241

Accumulator tank outlet valve to fire line

Open

To operate the sea water accumulator unit, proceed as follows: 1)

2)

Check that the sea water main suction is flooded with sea water, and that the high or low sea suction valves are open. Check that all hydrant valves are closed. Check that the accumulator tank gauge valves are open. Open jockey pump suction valve WD228 from the sea water main, and pump discharge valve WD221.

Illustration 8.1c Fire Main System (3/3) (200)

To Water Spray Main for Rinsing To Bilge Eductor for Pipe Duct & Cofferdam To Fire Main Line

WD237

Bilge, Fire & G/S Pump (240/150 m3/h x 45/100 MTH) WD224

4)

5)

Repeat steps 2) & 3) until the tank reaches full pressure. The level in the gauge should be approximately half way up. Air and water may be alternately vented and drained to establish the correct level.

6)

The sea water accumulator tank is now operational, and the fire line jockey pump can be selected to AUTOMATIC operation.

7)

Each of the hydrants can be individually opened in turn to vent air from the system.

3)

Ensure that the valves are set as in the following table to supply sea water to the fire main system.

No.2

CP

Valve

ZS

WD230

Main SW Line

PI

WD226

No.1

Open

WD244

Fire pump discharge valve

Open

WD229

No.1 bilge, fire and G/S pump sea water suction valve

Open

WD220

WD229

WD220 CP

BG018 ZS

WD230

No.2 bilge, fire and G/S pump sea water suction valve

Open

BG019

No.2 bilge, fire and G/S pump main bilge suction valve

Closed

8-4

WD224

4)

Closed Open

BG006

The fire mains are run in the under deck passage along the port and starboard sides of the vessel. At strategic locations along the deck, hydrant connectors are provided so that all areas of the deck may be reached by water spray from the hoses. The fire and deck wash main supply the cargo manifold side shell water curtain.

Closed

No.1 bilge, fire and G/S pump discharge valve to fire main

Procedure for Supplying Sea Water to the Fire Main System The fire pump, bilge, fire and G/S pumps (located in the engine room), can all supply water to the system through suction from the sea water main. The sea water main must therefore be open and operating to ensure a steady supply of sea water for fire fighting. It will be assumed then, that the fire main is operational and fully pressurised by the fire jockey pump.

No.1 bilge, fire and G/S pump main bilge suction valve No.1 bilge, fire and G/S pump to eductor for pipe duct bilge /cofferdams

WD222 (250)

Bilge Well (FWD, STBD)

Position

Fire pump suction valve

BG018 BWTS ReCirc. Pumps

Description

WD233

BG019 (250)

After the hydrants have been vented, the fire main system is ready for operation. The fire line jockey pump should now continuously maintain

IMO No. 9636711 / 1st Draft (2013.09.30)

Open the deck main isolating valve WD353. This valve is manually operated by extended spindles. Ensure that all hydrant outlet valves are closed.

ZS

Open tank outlet valve WD241. With the fire line jockey pump, fill the accumulator tank until the water level gauge on the tank reads full; and then stop the jockey pump. Connect a G/S air hose to the air charging inlet valve and pressurize the accumulator tank with general service air until the level in the tank reaches the bottom of the glass. Full air pressure in the tank should now be reached.

PI

BG021

BG020

3)

2)

Bilge Well (FWD, PORT)

BG302

WD223

Ensure that all manual intermediate isolating valves along the fire main on the main deck are open.

(250)

Open

(150)

Jockey pump suction valve from sea water main line

1)

(250)

WD228

BG006

Position

(250)

Description

(250)

Valve

WARNING When using the bilge, fire and G/S pumps, always ensure that the suction valves to the bilge main and forward bilge wells are closed. Any oily bilge water supplied to the water spray system could result in oil being added to a fire.

(200)

The sea water accumulator unit valves will be set as follows:

(200)

Operating Procedure for Sea Water Accumulator Unit

No.2 bilge, fire and G/S pump direct bilge suction valve No.2 bilge, fire and G/S pump to eductor for pipe duct bilge /cofferdams

Closed Closed

WD223

No.2 bilge, fire and G/S pump discharge valve to fire main

Open

WD234

No.1 bilge, fire and G/S pump fresh water suction valve

Closed

WD237

No.1 bilge, fire and G/S pump discharge valve to water spray main for rinsing

Closed

At the IAS, and at the respective switchboard starter panels, ensure that the selected pumps are set as ON in order to allow the pumps to be operated remotely. Start the main fire pump or the selected bilge, fire and general service pump on high speed.

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG Illustration 8.1b Fire and Deck Wash System (2/3) Interval Max. 40 m

(50A)

WD349

UP 100A

(80A)

WD348

(80A)

WD340

WD368

WD335

WD327

WD398

(150A)

To Bilge & Deck Scupper System

WD333 WD402

WD351

WD355

WD356

WD359

Water Monitor

(80A)

WD341

H

To Bilge & Deck Scupper System

(40A)

WD325

(250A)

WD343

(150A)

WD339

(150A)

WD329

(100A)

WD323

WD350

Accommodation

WD370

WD344

WD354

WD360 From ER (ND 150)

WD319 WD386 WD314

Liquid Dome

No.4 Trunk Space

No.3 Trunk Space

WD392

WD313

WD352

WD342

WD304

No.1 Trunk Space

WD309

WD381

WD391

WD307

To Bilge & Deck Scupper System

(80A)

WD337

(100A)

WD328

Water Monitor

Bow Thr. & FWD Trans. Space

Flexible Pipe

WD336

(80A)

C/L

WD324

WD326

To Bilge & Deck Scupper System

WD332 (80A)

Detail

Key Fire Water Line Fresh Water Line

(Typical) (Typical)

(100A)

FW313(S) FW317(P)

(80A)

This Valve to be kept closed at all times after using bilge eductor.

Trunk Deck

FW312(S) FW316(P)

From Fresh Water

WD301

WD320

WD374

WD334

(80A)

WD302

WD303

(100A)

2 WD32

WD338 WD 401

WD367

WD346 WD345

(50A)

From Fresh Water

WD383

(80A)

WD390

No.2 Trunk Space

WD384 WD311 WD394

H

WD347 UP 100A

WD358

WD308

(50A) (150A)

(50A)

WD382 WD389

WD375

WD801

(50A)

WD310

Interval Max. 40 m

Swimming Pool

(80A)

WD387 WD388

WD306

WD318 WD315 WD393 WD518

WD385 WD312

WD397 Boss & Plug (PT 3/8)

WD305

WD379

Mooring Deck

C/L

WD376

WD357

To High Exp. Foam System

(200A)

Oil Cooler

WD321

WD37 3

(100A)

WD304

(80A)

(50A)

(Typical)

CU-NI 90/10 80A Pipe

WD303

(Typical)

Upper Deck (100A)

Interval 300 mm

Manifold Center

10 mm x 74 Holes

(50A)

(40A)

Abt. 22.6 m

WD008

WD317 (50A)

(50A)

Fire Main (ND150)

(50A)

Trunk Deck Space

Liquid Dome

No.1 Cargo Tank

For Electric Motor Room (50A)

WD005

(40A)

FWD Deep HFO Tank

WD003

To Bilge Ejector for Bow Thr. & FWD P. Room

WD004

To Bilge Ejector for FWD Void

Bow Thr. & FWD P. Room

Trunk Deck Space Side Passage Way

WD002

(125A)

Cofferdam

AFT Deep HFO Tank

(50A)

(50A) (40A)

(50A)

Fire Main (ND150)

Side Passage Way

To Bilge Ejector for Bosun Store

Bosun Store

For Cargo Compressor Room

Cargo Machinery Room

WD001

Upper Deck

FWD Void Pipe Duct

Typical Section View

IMO No. 9636711 / 1st Draft (2013.09.30)

8-5

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG 5)

After connecting the fire hose, open the desired hydrant valves on the fire main.

CAUTION At least one outlet on the system should be opened to allow flow through the pump in use. This will help to avoid overheating and cavitation of the pump. A general service water outlet for the anchor wash will be the most suitable for this.

WD342

Starboard isolating valve after of cargo manifold

Open

WD339

Port cargo manifold isolating valve

Open

WD338

Starboard cargo manifold isolating valve

Open

WD329

Port isolating valve forward of cargo manifold

Open

WD328

Starboard isolating valve forward of cargo manifold

Open

WD323

Port isolating valve forward cargo tank

Open

WD374

Starboard isolating valve forward cargo tank

Open

WD373

Port isolating valve at forward on trunk deck

Open

WD322

Starboard isolating valve at forward on trunk deck

Open

Procedure for Operating the Deck Fire Main The deck fire main is a ring main, and therefore all of the hydrants can be supplied with water; with the exception of any hydrants located between closed valves. The fire and deck wash system is comprised of the fire hydrants on the fire ring main running along the main deck, and the fire hydrants along the accommodation block. Branch lines from the fire main system in the engine room directly supply the fire hydrants in the AFT deck areas and the funnel uptake block. Isolating valves on sections of the deck fire ring main are kept in the open position at all times, except when there is a need to isolate a section of the fire main for any reason. The hydrant valves are normally kept in the closed position. To operate the deck fire main, proceed as follows: 1)

2)

Check that the fire main is pressurised using the accumulator tank and fire line jockey pump as previously described. When system is fully pressurised, check that the emergency fire pump is set for operation and that the fire pump is set for automatic operation. Open the deck fire main isolating valves. Set the valves as in the following table: Valve

Description

The accommodation first response hose reels are fed with fresh water from the fresh water hydorphore unit. Fire Hose Boxes Each fire hydrant has a hose box located close to it. A fire hose and nozzle, with a standard hydrant fixture, is located inside of each box. After each use, the hoses and nozzles should be thoroughly flushed with fresh water from the domestic fresh water hydrophore unit and must then be correctly stowed in their boxes. A scheduled periodic check should be carefully made for any signs of wear or damage, and hoses and nozzles should be quickly replaced if necessary. Cargo Manifold Water Curtains

Start the main fire pump, or the duty bilge, fire and G/S pump.

Bow Fire Main System Flushing water for the flexible hoses of the windlass are also supplied by the fire main. Supply valves WD302 for the port windlass and WD301 for the starboard cooling system are opened as required. The bosun store bilge eductor is supplied with operating water through isolating valve WD001. Accommodation Block

The fire main, which is pressurised by the fire pump or the G/S pump, supplies water from the fire main to both the port and starboard cargo manifold side curtains. In the event that the G/S pump is needed, it will be run at high speed in order to supply adequate volume. Two manually operated valves, one at each end of each water curtain, are equipped to supply the water curtains and also allow on the use of the fresh water supply to them. 

The Port water curtain valves are: WD341 & WD333



The Starboard water curtain valves are: WD336 & WD332

Water Monitor

First, need to open valves WD354 and WD379. The accommodation block fire hydrants on the port and starboard sides are supplied with water from the fire main as required. The swimming pool is filled from the deck fire main. On the navigation bridge deck, air eliminator valves are equipped at the upper most parts of the fire main.

The fire main also supplies water from the fire main to both side of water monitors near the cargo manifold to protect unexpected damages by the firing or cold shock of the metal. In the event that fire and the G/S pump are needed with the relevant valves are WD402 & WD401.

Position

WD353

Isolating valve from engine room

Open

WD344

AFT crossover valve on cargo deck

Open

WD350

Main isolating valve to cargo deck (P)

Open

WD801

Main isolating valve to cargo deck (S)

Open

WD343

Port isolating valve after of cargo manifold

Open

IMO No. 9636711 / 1st Draft (2013.09.30)

3)

Accommodation First Response Hose Reels

NOTE Every hydrant valve should be operated at least once every two months. During fire drills and normal deck washing procedures, use of all deck valves should be performed. In this way, the opening of valves at frequent intervals will help ensure that their movement will be free should they be required during an emergency.

8-6

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG Illustration 8.2a Water Spray System

OJN904 OJN906 (65A) OJN911 (65A)

WW061 WW035

(150A)

(150A)

(125A)

WW025

(50A)

WW039

WW041

WW043

WW045

WW064

WW063

WW059

WW060

WW058

WW057

Electric Motor Room

No.3 Liquid Dome

8 Spray Nozzles OJN601 : CG001 OJN602 : CL310, CS314, CS315 OJN603 : CL300, CS304 OJN604 : CL305, CL306 CS301, CS317, CS310 OJN605 : CL302 OJN606 : CL301 OJN607 : No.3 Liquid Dome

Cargo Machinery Room

4 Spray Nozzles OJN651 : CG302 OJN652 : CS305 OJN653 : CG301 No.3 Gas Dome OJN654 : CG304, CS306 CS307, CF301, CF302 No.3 Gas Dome

No.3 Gas Dome

WW028 WW037 OJN957 OJN959 (65A)

WW062

(100A)

(65A)

OJN955

OJN956

OJN953

OJN954 OJN952

OJN951

13 Spray Nozzles OJN951 : Manifold AFT OJN952 : Manifold FWD OJN953 : CL704, CL703, CG701 OJN954 : CL702, CL701 OJN955 : AFT HFO & MDO Filling Line OJN956 : FWD HFO Filling Line

No.2 Gas Dome

6 Spray Nozzles OJN751 : CS205 OJN752 : CG202 OJN753 : CG201 OJN754 : CG204, CG221 CG222, CS206, CS207, CF201, CF202, No.2 Gas Dome

OJN804

OJN801

OJN754

OJN754

OJN753

OJN752

OJN754

OJN751

OJN706

OJN705

OJN704

OJN706

OJN706

OJN703

OJN706

No.2 Liquid

Dome 9 Spray Nozzles OJN701 : CL210, CS208 OJN702 : CL202 OJN703 : CL200 OJN704 : CS201, CS204, CL206 OJN705 : CL205, CS210 OJN706 : CL201, No.2 Liquid Dome

OJN963 OJN960 OJN962 OJN958

OJN961

OJN702

OJN701

OJN654

OJN654

OJN653

OJN654

OJN652

OJN607

OJN604

OJN607

OJN603

OJN606

OJN605

OJN602

OJN555

OJN556

OJN557

OJN554

OJN552

OJN553

OJN503 OJN508

OJN506 OJN508 OJN505

8 Spray Nozzles OJN551 : CG002 OJN 552 : CG601, CG602 OJN 553 : CL602 OJN 554 : CG603, CG604 OJN 555 : CG402 OJN 556 : No.4 Gas Dome CG401, CG404 CG421, CG422 CF401, CF402 CS406, CS407 OJN 557 : CS405

No.4 Gas Dome

(100A)

10 Spray Nozzles OJN501 : CG636, CF405, CG415 OJN502 : CG406, CG407 OJN503 : CL400, CL402 OJN504 : CL410 OJN505 : CS414, CS416, CS415 OJN506 : CS404, CS419 OJN507 : CL406 OJN508 : CL401 No.4 Liquid Dome

OJN556

WW056

(40A)

OJN802

WW047 WW046

OJN851

WW055 (40A) OJN852

(65A)

OJN803

(40A)

OJN806

(65A)

OJN504 OJN507

WW013

(25A)

OJN651 (40A)

OJN601

OJN806

(50A)

OJN551

No.4 Liquid Dome

(25A)

WW031

(65A)

OJN502

OJN508

Engine Room

(100A)

WW027

OJN805

(65A) OJN501 (125A)

(125A)

WW065

WW069

WW030

OJN806

WW023

(150A)

OJN913 OJN910 OJN912 OJN908

No.1 Liquid Dome

OJN853

OJN909 (150A) (200A) (150A)

OJN907 : CS808, CS809, CS811, CS812 OJN908 : CS802, CS803, CS805, CS806 OJN909 : CL808 OJN910 : CL805 OJN911 : CS807, CL807 OJN912 : CS804, CL806 OJN913 : CG802

OJN806

OJN905 OJN907

13 Spray Nozzles OJN901 : Manifold AFT OJN902 : Manifold FWD OJN903 : CL804, CL803, CG801 OJN904 : CL801, CL802 OJN905 : AFT HFO & MDO Filling Line OJN906 : FWD HFO Filling Line

OJN853

OJN902

OJN903

OJN853

Cargo Manifold (P) OJN901

5 Spray Nozzles OJN851 : CG102 OJN852 : CG107 OJN853 : CG105, CG106 OJN854 : CG101, CF101, CS107, No.1 Gas Dome

No.1 Gas Dome

9 Spray Nozzles OJN801 : CS001, CL110 OJN802 : CL107 OJN803 : CL106, CS104, CS101, CL105 OJN804 : CL102 OJN805 : CL100 OJN806 : CL201, No.1 Liquid Dome

OJN957 : CS708, CS709, CS711, CS712 OJN958 : CS702, CS703, CS705, CS706 OJN959 : CL708 OJN960 : CL705 OJN961 : CS707, CL707 OJN962 : CS704, CL706 OJN963 : CG702

Cargo Manifold (S)

Key

W/H-Top (25A)

(65A)

Nav. Deck

(65A)

D-Deck

Fire Water Line

Elev. View (50A)

(80A)

For Life Boat/Embarkation Area (P & S)

(50A)

(125A)

C-Deck

(65A)

(65A) (25A)

B-Deck

Motor Room

Cargo Compressor Room

(150A)

No.4 Cargo Tank

WD237

24 Spray Nozzles

(300A)

WW006 (25A)

(80A)

Group 2 for Liquid/Gas Dome & valves Service (100A)

From Fire and Deck Wash System

6 Spray Nozzles

an BT W .4 No

k(

P&

S) 2 Spray Nozzles

de Si

e ag ss Pa

ay W

D-deck (100A)

WW072

8-7

(50A)

51 Spray Nozzles

30 Spray Nozzles

(50A)

51 Spray Nozzles

(125A)

C-deck

WW071 WW007

Trunk Deck Space

Front View Looking AFT

IMO No. 9636711 / 1st Draft (2013.09.30)

26 Spray Nozzles

(100A)

Group 3 for Accomm. & Cargo Mach. Room & Life Boat Area Service

From Fire Main

WW009 Water Spray Pump

(80A)

Group 1 for Cargo Manifold Area (P&S) Service

(250A)

WW005

(65A)

Nav. Deck

(350A)

Engine Room

2 Nozzles

(65A)

(200A)

For L/B Access (A-deck)

W/H-Top

H

H

H

WW001 WW002 WW003

SW Cross Main in E/R

(25A)

(200A)

A-Deck

WW004

The area protected by rundown of higher spray nozzles.

(125A)

6 Spray Nozzles (100A)

B-deck Si de Pa ss ag e

2 Spray Nozzles

W ay

de Si

s Pa

ge sa

ay W

WW067 WW019

WW066 WW016 WW011

Trunk Deck Space

Motor Room Si de

Void Pa ss ag e

W ay

Sect. View Looking FWD

Part 8 Fire Fighting System

CORCOVADO LNG

Cargo Operating Manual

8.2 Water Spray System

The nozzle arrangement is as shown below:

3. Operating Procedure

1. Specification

Number of Nozzles and Capacities

It is assumed that the sea water main suction valves at the sea chest are open to provide the sea water main:

Water Spray Pump Maker: Type: Model: Number of sets: Capacity: Motor output & speed:

Group 1 (3496.6 l/min.)

Shinko Ind. Ltd. Vertical, centrifugal, electric motor driven KV300K 1 850 m3/h x 100 MTH 400 kW, 1800 rpm, AC 440 V

2. General Description The accommodation block front, cargo machinery room, cargo tank liquid and vapour domes and manifold areas are protected by water spray from the effects of fire, gas leakage, or liquid spill. 3

There is one (1) 850 m /h x 100 MTH water spray pump, mounted on the bottom platform in the engine room, delivering to three (3) spray rails across the accommodation block front, lifeboat embarkation areas port and starboard, cargo machinery room sides and deck domes/manifolds.

Cargo Manifold (Port side)

13 nozzles at total flow 1748.3 l/min

Cargo Manifold (STBD side)

13 nozzles at total flow 1748.3 l/min

Group 2 (4037.8 l/min.) No.1 Liquid Dome

9 nozzles at total flow 649.7 l/min

No.2 Liquid Dome

9 nozzles at total flow 665.9 l/min

No.3 Liquid Dome

8 nozzles at total flow 403.3 l/min

No.4 Liquid Dome

10 nozzles at total flow 600.7 l/min

No.1 Gas Dome

5 nozzles at total flow 341.9 l/min

No.2 Gas Dome

6 nozzles at total flow 475.9 l/min

No.3 Gas Dome

6 nozzles at total flow 467.7 l/min

No.4 Gas Dome

8 nozzles at total flow 432.7 l/min

Group 3 (5438.4 l/min.) NAV. BRI. Deck (Front under/ Front port/ Front STBD side)

24 nozzles at total flow 456.0 l/min

D-Deck (Front under/ Front port/ Front STBD side)

30 nozzles at total flow 570.0 l/min

C-Deck (Front under/ Front port/ Front STBD side)

30 nozzles at total flow 630.0 l/min

Each group main spray rail has a remotely operated hydraulic isolating valve operated from the fire control station, CCR and manually at local side. The spray pumps can be started locally and from the wheelhouse, CCR, on the main deck close to the accommodation exits and the fire control station.

Port lifeboat embarkation & access area

8 nozzles at total flow 912.0 l/min

Starboard lifeboat embarkation & access area

8 nozzles at total flow 912.0 l/min

Cargo machinery room FWD wall

28 nozzles at total flow 537.6 l/min

Each main group is subdivided into smaller sections, with a flow regulating and section isolating valve fitted. The accommodation front is covered by three (3) such subsections, beginning at deck level C, right through to the navigation/bridge deck. The decks below C deck will have sufficient flow passing over them so that they do not need to be covered by a fixed rail.

Cargo machinery room AFT wall

28 nozzles at total flow 537.6 l/min

Cargo machinery room PORT wall

28 nozzles at total flow 883.2 l/min

They are grouped into three sections as follows: Group 1

Cargo manifold area (port and starboard) service

Group 2

Cargo liquid dome, gas dome and valves service

Group 3

Accommodation, cargo machinery room, lifeboat area service & electric motor room

IMO No. 9636711 / 1st Draft (2013.09.30)

1) All intermediate isolating valves along the water spray system on the deck must be open. 2) Set up the group valves as shown in the table below: Valve

Description

Position

WW001

Supply to group 1 water spray system

Open

WW002

Supply to group 2 water spray system

Open

WW003

Supply to group 3 water spray system

Open

3) Start water spray pump either from the IAS screen or from the emergency panel and supply water to the water spray system. The water spray pump must be selected as remote at the local selector switch in order to allow them to be started from the IAS screen.

The water spray system can be flushed with fresh water by the fire and G/S pumps via WD237.

8-8

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG Illustration 8.2b Water Spray Nozzle

"FF" Type Fogjet Spray Nozzle

"HH-W" Type Fulljet Spray Nozzle

A

B

B

Part No

Nozzle Type

WS 1200 003 03 05

1FF-Bronze25

S.S.CO. FUL LJET

A

Connection Capacity Size Size NPT 1

25

Capacity (L/Min)

Dimensions

1 bar

2 bar

3 bar

5 bar

7 bar

10 bar

57

81

99

127

151

180

WS 1200 003 03 06

1FF-Bronze35

NPT 1

35

80

113

138

178

210

252

WS 1200 003 03 08

1-1/4FF-Bronze70

NPT 1-1/4

70

160

225

275

355

420

500

A (mm)

B (mm)

29.5

42

31

53

Material

Bronze

Capacity (L/Min)

Spray Angle (DEG)

Part No

Nozzle Type

Connection Size

Capacity Size

WS 1200 004 03 04

3/8HH-Bronze24W

NPT 3/8

24W

10.7

14.5

17.3

19.7

22.0

24.0

114

120

104

WS 1200 004 03 06

1/2HH-Bronze30W

30W

13.4

18.1

22.0

25.0

27.0

29.0

114

120

108

WS 1200 004 03 07

1/2HH-Bronze35W

35W

15.6

21.0

25.0

29.0

32.0

34.0

114

120

108

WS 1200 004 03 08

1/2HH-Bronze40W

40W

17.8

24.0

29.0

33.0

36.0

39.0

114

120

108

WS 1200 004 03 09

1/2HH-Bronze45W

45W

20.0

27.0

33.0

37.0

41.0

44.0

114

120

110

WS 1200 004 03 11

3/4HH-Bronze6W

6W

31.0

42.0

51.0

58.0

64.0

69.0

114

120

112

NPT 1/2

NPT 3/4

1 bar 2 bar 3 bar 5 bar 7 bar 10 bar 0.3 bar

0.7 bar 6.0 bar

Dimensions A (mm)

B (mm)

30.0

17.0

35.0

21.0

Material

Bronze

40.5

27.0

"K" Type Floodjet Spray Nozzle

A

Part No

B

Nozzle Type Connection Capacity Size Size 0.7 bar

WS 1200 005 03 01 1/4K-Bronze24 WS 1200 005 03 02 1/4K-Bronze27

NPT 1/4

Capacity (L/Min)

Spray Angle (DEG)

1.0 bar

1.5 bar

2.0 bar

3.0 bar

4.0 bar

0.5 bar

1.5 bar

4.0 bar

24

9.2

10.9

13.4

15.5

18.9

22.0

115

131

144

27

10.3

12.3

15.1

17.4

21.0

25.0

119

135

148

IMO No. 9636711 / 1st Draft (2013.09.30)

Dimensions A (mm)

B (mm)

14.3

34.0

Material

Bronze

8-9

Part 8 Fire Fighting System

CORCOVADO LNG

Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30)

8 - 10

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG Illustration 8.3a Dry Powder System Hose Station

199,600 mm

Key Hand Hose Station

54,000 mm

53,200 mm

53,200 mm

Monitor

39,200 mm

No.1 Dry No.6 Powder Station (P) (80A)

(40A)

(65A) (40A) (40A)

(40A) (40A)

(40A)

(40A)

(40A)

(40A) (40A) (40A)

(65A)

10

IMO No. 9636711 / 1st Draft (2013.09.30)

9

8

7

No.2 Dry Powder No.6 Station (S)

Deck Store

6

5

8 - 11

4

3

2

1

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG 8.3 Dry Powder System

2. Main System

1. General Description

The dry powder fire extinguishing system consists of two (2) identical systems, situated on the port and starboard side of the upper deck passageways, supplying two (2) monitors and ten (10) hand hose cabinets. The monitors are situated at the cargo manifolds and the hand hose cabinets are strategically situated to cover the cargo deck area.

The dry powder fire fighting system is supplied by NK Co., Ltd. and consists of 2 separated dry powder tank units.

Tank 1

2750 L (2805 kg)

Main deck (P)

Tank 2

2750 L (2805 kg)

Main deck (S)

5 Hose cabinets

Operation of the system can be carried out from a cabinet in the Fire Control Station (FCS), CCR and locally. Activation of the CO2 pilot cylinders in the cabinets allows the high pressure gas to flow into the main valve (before the monitor) actuator, thereby causing the valve to open. The CO2 is now ported to the release mechanism for the bank of nitrogen expulsion cylinders.

1 Monitor 1 Monitor 5 Hose cabinets

No.1 Tank Unit   

One (1) Monitor: 25 kg/sec x 60 sec x 110 % x 1 unit = 1650.0 kg Five (5) Hand hoses: 3.5 kg/sec x 60 sec x 110 % x 5 units = 1155.0 kg Fifteen (15) N2 cylinder bottles

After the system has been used, it is necessary to ensure the expellant pipe work and, more importantly, that the main valves are blown clear of any remaining dry powder. 3. Hand Hose System

No.2 Tank Unit   

One (1) Monitor: 25 kg/sec x 60 sec x 110 % x 1 unit = 1650.0 kg Five (5) Hand hoses: 3.5 kg/sec x 60 sec x 110 % x 5 units = 1155.0 kg Fifteen (15) N2 cylinder bottles

The 10 dry powder hose cabinets are situated along the main deck centre line from forward to aft. Each hand held hose has a length of 33 m. Fig.2 Dry Powder System Monitor

Operation of the unit is from any of the five associated hose cabinets. Activation of the CO2 pilot cylinders in one of the cabinets allows the high pressure gas to flow into the main valve (before the hose) actuator, thereby causing the valve to open. The nitrogen is now ported to the release mechanism for the bank of nitrogen expulsion cylinders. The 15 high pressure nitrogen cylinders are now released and flow into the main dry powder tank through an upper and lower injection pipe. When the tank pressure has reached sufficient pressure, a pressure release valve operates, thereby allowing the residual nitrogen in the expellant pipe-work to open the main outlet from the tank. Operation of the manual valve at any of the 10 hose cabinets supplied by the tank will now allow the dry powder to be used as required.

Fig.3 Deck Dry Powder Hose Cabinet

After the system has been used it is necessary to ensure the expellant pipe work and, more importantly, that the main valves are blown clear of any remaining dry powder.

Fig.1 Dry Powder System Monitor Release Cabinet

IMO No. 9636711 / 1st Draft (2013.09.30)

8 - 12

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG Illustration 8.3b Dry Powder Schematic Arrangement

Local Fire Control Station STBD

10

No.1 Tank Unit PORT (2,750L)

Cleaning Line

PORT

No.1 (P)

R

Cargo Manifold (P)

No.2 (S)

Key Nitrogen Nitrogen and Sodium Bicarbonate

R

No.2 (S)

R

CO2 (40A)

Upper Inlet N2 Gas Line

No.1 Con. Valve

Cargo Control Station

4 9

No.2 Con. Valve

No.1 (P)

No.2 (P)

No.1 (S)

(65A)

6

Lower Inlet N2 Gas Line

Symbol

R 5

(40A)

Air Conn. Line

PORT

No.2 (S)

No.1 (P)

No.2 (P)

Valve (Normal Open)

Hand Hose Cabinet No.1

To Hand Hose Cabinet No.5

Release Control Cabinet Selection Valve

R (40A)

R No.1 (S)

Valve (Normal Close)

To Hand Hose Cabinet No.3

R (40A)

STBD

R

To Hand Hose Cabinet No.7

Non-Return Check Valve Constant Pressure Valve and Filter

R

4

4

(40A)

To Hand Hose Cabinet No.9

(80A)

Cleaning Line

3

1

No.1 Con. Valve

No.2 Con. Valve

8

N2 Gas Line

(40A)

Lower Inlet

(40A)

Air Conn. Line

Hand Hose Cabinet No.10

To Hand Hose Cabinet No.6

To Hand Hose Cabinet No.4

Main Regulator

Cargo Manifold (S) (40A)

To Hand Hose Cabinet No.2 No.1 (S)

R (65A)

Cylinder with Vent Bleed Control Valve Hand Hose

Local

R

R

R

Cylinder

R

22

Regulator (Selection Valve)

Safety Valve (for Tank)

To Hand Hose Cabinet No.8

R

7

R

Ball Valve (40A)

N2 Gas Line

Regulator

Non-Return Check Valve

R

Upper Inlet

R

Main Discharge Valve

R

R

Description

Dry Powder Nozzle (Ball Valve Type) Instruction Chart

No.2 (P)

Pressure Gauge Dry Powder with Root Valve Vent Bleed

R No.2 Tank Unit STBD (2,750L)

IMO No. 9636711 / 1st Draft (2013.09.30)

8 - 13

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG 4. Operating Procedure Monitor Release Control Cabinets (Local, CCR and FCS) a) Open the release cabinet door. b) Open the cylinder valve. c) Open the port or starboard ball valve. d) The system is now activated. e) If dry powder is not discharged: Go to the dry powder room, open crossover manual valve to allow backup from the other tank.

5)

The system is now activated.

Manual Operation of the System (Emergency) If the powder is not released by the pilot cylinder in the release cabinet, or if the pilot cylinder is empty, it may be released manually at the powder tank as follows: a)

WARNING The appropriate full fire fighting clothing and personal protection equipment should always be worn when attempting to fight a fire. Be ready for the action of the hose nozzle upon pressurisation and discharge of powder. Always ensure that hoses do not become kinked or twisted. After pressurisation of the system, operation must begin quickly or caking of the powder and clogging of the system may occur.

Open valve ① and ②.

5. After Use of the System After any use of the dry powder system, it is critical that it be flushed through with N2 as soon as possible. This will prevent any powder remaining in the lines from clogging the system. Usually enough N2 will remain in the system for this cleaning operation.

Hand Hose Cabinet a)

Open the cabinet door.

b)

Take out the full length of hose (33 m).

c)

Open the cylinder valve.

d)

Open the ball valve.

e)

Aim the fire fighting hose nozzle.

f)

The system is now activated.

g) If dry powder is not discharged: Go to the dry powder room, open crossover manual valve to allow backup from the other tank.

a)

→ close main valve ⑤. b)

Set inlet valve ⑥ to “Close” position.

c)

Set No.1 control valve ⑦ to N2 Stop” position. → stop pressurizing dry chemical container.

d)

Dissipate remaining gas in dry powder tank from vent valve ⑨.

e)

Set No.2 control valve ⑧ to “N2 release” position.

f)

Set cleaning valve ⑩ to “Cleaning” position.

g)

Return valve to normal positions after all nitrogen gas has been dissipated.

h)

Recharge N2 cylinders.

i)

Refill dry chemical agents to dry powder tank.

In Case of Failure of a Dry Powder Tank Unit 1)

Open manual valve ③ for crossover to allow back-up from the other tank.

2)

Go to the monitor release control cabinet at local, CCR or FCS.

3)

Open the cylinder valve.

4)

Open the ball valve.

IMO No. 9636711 / 1st Draft (2013.09.30)

Set control valve ④ to “Close” position.

8 - 14

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG Illustration 8.4a CO2 System (1/2)

To Open Air

CO2 Room P

P

P

P

P

P

P

P

Fire Control Station Control Cylinder Cabinet

P

Cap TD P

TD P

l

1 Bottles

18

d

6 Bottles

10

L

P

TD P

TD P

j

8 Bottles

r

4 Bottles

16

D

12 Bottles

24

J

P

P

TD P

p

f

22

12

R

P

P

TD P

P

P

P

Bow Thr. & Cargo FWD Pump RM Com. RM

7 Bottles

TD P

TD P

TD P

n

U

b

t

20

u

8

26

N

2

TD P

h

5 Bottles

B

TD P

Z

6 Bottles

14

T

TD P

1 Bottles

z

H

M

X

1 Bottles

x

6

M

B

No.2 CSBD Room

7

9

11

13

15

17

19

21

23

25

U

W

Y

A

C

E

G

I

K

M

O

Q

S

u

w

y

c

2

Bow Thruster CCR & FWD Pump Room

C

D

No.1 FCR

E

F

No.2 FCR

G

H

No.1 MSBR

a

b

No.2 CSBD Room

c

d

No.1 FCR

e

f

No.2 FCR

g

h

No.1 MSBR

J

K

L

M

N

O

P

i

j

k

l

m

n

o

p

e

g

i

k

o

m

s

q

1

ECR

Em’cy DG RM

Chemical Store

No.2 MSBR

ECR

Em’cy DG RM

Chemical Store

P

P

P

P

P

P

P

P

P

P

P

P

P

1

Elec. No.1 CSBD Motor RM Room

PS

No.2 MSBR

a

Bow Thr. & Cargo FWD Pump RM Com. RM

4 I

PG

Elec. No.1 CSBD Motor RM Room

Control Cylinder Cabinet A

TD P

M

Control Valve Cabinet

F

P

M

3

5

3

4

5

6

7

8

9

10

11

12

13

EMR

No.1 CSBD

No.2 CSBD

No.1 FCR

No.2 FCR

No.1 MSBR

No.2 MSBR

ECR

EDGE

CS

PS

Q

R

S

T

U

V

W

X

q

r

s

t

u

v

w

x

Paint Store

Paint Store

Y

y

Z

z

Required Q'ty of Cylinder * Total : 51 Bottles -

Bow Thruster & FWD Pump Room Cargo Compressor Room Electric Motor Room No.1 Cargo SWBD Room No.2 Cargo SWBD Room No.1 FCR No.2 FCR

: : : : : : :

25 Bottles 30 Bottles 12 Bottles 8 Bottles 8 Bottles 7 Bottles 7 Bottles

-

No.1 MSBR No.2 MSBR ECR Em’cy DGE Room Chemical Stores Paint Stores

IMO No. 9636711 / 1st Draft (2013.09.30)

: : : : : :

12 Bottles 12 Bottles 13 Bottles 7 Bottles 1 Bottles 2 Bottles

Key CO2 Line Pilot Line Electric Line

8 - 15

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG 8.4 CO2 System

Central Total Flooding System (Accommodation) Gross Mixing Min. CO2 Q’ty required

1. Specification Type: Capacity: Maker:

Protected space

High Pressure 51 cylinders each containing 45 kg NK Co., Ltd.

No.1 cargo switch board room No.2 cargo switch board room Total Supplied CO2

2. CO2 Flooding System

The CO2 flooding system is consists of 51 cylinders, each containing 45kg, and high pressure cylinders. These are contained in the CO2 room, situated on the engine room casing upper deck. The CO2 system covers the following areas: Central Total Flooding System (Engine Room Area) Gross Mixing Min. CO2 Q’ty required Protected space No.1 FCR (E/R 3rd platform deck S.) No.2 FCR (E/R 3rd platform deck P.) No.1 MSBR (E/R 2nd platform deck S.) No.2 MSBR (E/R 2nd platform deck P.) ECR (E/R 1st deck)

volume (m³)

ratio (%)

In kg

In 45kg cylinder

380

45%

305.36

7

380

45%

305.36

7

660

45%

530.36

12

660

45%

530.36

12

562.5

13

700

Total required CO2

45%

Cargo compressor room Electric motor room Total required CO2

volume (m³)

ratio (%)

In kg

In 45kg cylinder

1650

45%

1325.89

30

660

45%

530.36

12

-

ratio (%)

In kg

In 45kg cylinder

400

45%

321.43

8

400

45%

321.43

8

-

8

Central Total Flooding System (FWD) Protected space Bow thruster & forward pump room Total Supplied CO2

Gross volume (m³)

Mixing ratio (%)

1350

45 %

Min. CO2 Q’ty required In kg

In 45kg cylinder

1084.82

25

-

25

Central Total Flooding System (Engine Casing) Gross Mixing Min. CO2 Q’ty required Protected space Emergency generator room Chemical stores Paint store

volume (m³)

ratio (%)

In kg

In 45kg cylinder

380

45%

305.36

7

40

45%

32.14

1

100

45%

80.36

2

Total Supplied CO2

-

7

13

-

Central Total Flooding System (Cargo Area) Gross Mixing Min. CO2 Q’ty required Protected space

volume (m³)

WARNING Release of CO2 into any space must only be considered when all other options have failed and then only on the direct instructions of the Master.

30

Flooding the protected areas is achieved by the operation of the ball valves from their respective cabinets in the fire control station or in the CO2 room and the release of the pilot CO2 cylinders (release cabinets in the fire control station and in the CO2 room). Upon opening the supply cabinet door, the CO2 alarm is activated and the ventilation fans stop when the main valves are opened.

Fig.1 CO2 System Release Control Cabinet

The pilot gas is directed by the operation of the respective main valve (having first operated the time delay switch downstream of the HP cylinders) and the main valve for the selected area. Operation of the CO2 system can be carried out in fire control station, CO2 room and locally.

IMO No. 9636711 / 1st Draft (2013.09.30)

8 - 16

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG Illustration 8.4a CO2 System (2/2) Bow Thr. & FWD P/P Room Entrance M

Cargo Comp. Room Entrance

Elec. Motor Room Entrance

No.1 Cargo SWBD Room Entrance

No.2 Cargo SWBD Room Entrance

M

M

M

M

M

1

M

2 7

3 9

8

M

4 11

10

Cargo Comp. Room

Bow Thr. & FWD P/P RM

M

5 13

12

Elec. Motor Room

M

15

14

No.1 Cargo Switch RM

16

No.2 Cargo Switch RM Detail

A

A

(2 EA)

(2 EA) S

No.1 FCR Entrance M

7 kg/cm2 Air Supply

M

(2 EA) S

No.2 FCR Entrance M

17

No.1 MSBR Entrance M

18

E

20

(1 EA)

M

M

M

12

25

24

26

Engine Contorl RM

E

(1 EA)

M

13 3

2

5

4

Chemical Store

E

IMO No. 9636711 / 1st Draft (2013.09.30)

M

10

No.2 MSBR

(1 EA)

M

(1 EA)

M

M

E

Paint Store Entrance

Em’cy D/G Room

M

E

Chemical Store Entrance

1

ECR Entrance

22

Em’cy D/G Room Entrance

11

No.2 MSBR Entrance

23

No.1 MSBR

(1 EA)

(1 EA)

9

E

M

7 kg/cm2 Air Supply

M

21

No.2 FCR

(2 EA)

S

No.1

E

(2 EA)

8 19

No.1 FCR

7 kg/cm2 Air Supply

M

7

6

E

A

No.2

Paint Store

E

(1 EA)

6

Key CO2 Line Pilot Line Electric Line

E

(1 EA)

8 - 17

Part 8 Fire Fighting System

CORCOVADO LNG

Cargo Operating Manual

3. In the Event of Fire in a Protected Compartment

b)

If a fire in the protected compartment cannot be extinguished by portable fire fighting equipment, the CO2 system should be used as quickly as possible. Thus, proceed as follows:

c) d) e) f) g)

At CO2 Room and Fire Control Station Go to the CO2 room or fire control station and follow instructions 1)

2)

3)

Go to the key box. a) Break the glass. b) Take the key. c) Go to the relevant control valve cabinet. Go to the relevant control valve cabinet. a) Open the door.  The alarm will be activated.  The vent fan shall be stopped. b) Open valve No.1 & No.2 Go to the control cylinder cabinet. a) Open the door with key. b) Ensure all personnel have vacated the space to be flooded with CO2. c) Ensure the vent stopped and the openings, hatches, doors closed. d) Open one cylinder valve.  Main isolation valve will be opened immediately.  After about 30 seconds time delay the CO2 will be discharged from the CO2 cylinders and the system is now in operation.

At Entrance of Protected Space Go to the release control cabinet located at entrance of protected space in fire. 1)

2)

Go to the key box. a) Break the glass. b) Take the key. Go to the release control cabinet. a) Open this door.  Alarms will activate.  Aent fans will be stopped.

IMO No. 9636711 / 1st Draft (2013.09.30)

Ensure fuel oil quick closing valves closed, fuel pumps stopped, vents fans stopped. Ensure all personnel have vacated the protected space. Close vents, doors and hatches. Open one cylinder valve Open valve No.1 & No.2 Now system is in operation.

In case of failure go to the CO2 room immediately and follow the same procedure as above 4. Emergency Operation In case of failure in operating the system from the control cabinet, go to the CO2 room

5) Persons re-entering the space must continue to wear compressed air breathing apparatus until the atmosphere has been checked and found to contain at least 21% oxygen content. WARNING Never enter a protected space for at least 24 hours after release of CO2 into it. Take all precautions to note any hot spots that may remain, inspect the incident’s boundaries, and note the rate of cool down within the space. When it is deemed safe to do so, an inspection party wearing protective clothing and donning breathing apparatus should enter the space through a door and quickly shut it behind them. The party should then ensure that the fire has been extinguished and that all surfaces have cooled. Re-ignition of the fire is possible if oxygen comes into contact with hot or combustible materials.

1) Ensure all personnel have been evacuated from the space to be flooded with CO2. 2) Confirm all vent fans stopped. Doors and hatched closed. 3) Open the relevant main valve. Turn the valve handle to anticlockwise or pull up the lever on the valve. 4) Go to the cylinder and open the cylinder valve.  Remove the safety pin of actuator fitted on cylinder valve  Pull down the operating lever and CO2 gas is discharged. 5) Take the same action rapidly for the required quantities of CO2 cylinder 6) System is now in operation. 5. After Discharge 1) Allow enough time for the CO2 gas to extinguish the fire. 2) Close the CO2 pilot cylinders by turning valve wheel clock-wise. 3) Do not reopen the space until all reasonable precautions have been taken to ascertain that the fire is out. 4) When the fire is out, ventilate the space thoroughly.

8 - 18

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG Illustration 8.4b CO2 System for Cargo Area

Side Passageway (P)

CO2 Bottle/HighExpansion Foam Room

e Sp ac k Tr un No .1

No .3

No .2

Tr u

Tr u

nk

nk

De

De ck

ck

ck De

De k Tr un .4 No

A cc

Sp ac e

Sp ac ck

oda tion om m

Ca s ing Eng ine

Sp ac e

e

CL

CL (65A)

(65A)

Expansion Loop From Control/ Service Air System

(50A)

(65A)

Side Passageway (S)

Key CO2 Fire Exiting Line Air Line

(50A) (65A) (65A)

From CO2 Room

ar go

Ta n

k

Flame Proof Lamp (Ex) Air Horn

Elec. Motor Room CO2 Release Box for Elec. M. Room

From CO2 Room Trunk Deck

CO2 Release Box for FWD P/P Room

Cargo Comp. Room CO2 Release Box for Cargo Comp. RM

From CO2 Room Trunk Deck

OD10 x 1.2T

No .1 C

From Inst. Air Line

CL

Bosun Store

BW Alarm Lamp Cofferdam

Bow Thruster Room & FWD Pump Room FWD Void

(50A) (65A)

IMO No. 9636711 / 1st Draft (2013.09.30)

8 - 19

Part 8 Fire Fighting System

CORCOVADO LNG

Cargo Operating Manual

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Part 8 Fire Fighting System

CORCOVADO LNG

Cargo Operating Manual Salwico EV-P / EV-DP

8.5 Detection and Alarm System

Ionization Smoke Detectors

8.5.1 Fire Detection System

Senses at an early stage, the invisible smoke particles evolved from a fire.

1. General Description

Optical Smoke Detectors

A fire detection system is designed to detect rapidly the onset of fire, give early warning and provide the crew with the best possible chance of controlling and extinguishing a fire, before it can destroy property, the ship and even lives.

Use a light source to determine obstruction or light scatter caused by smoke particles entering the chamber. More advanced units may use laser technology. Photo Thermal Detectors

The system comprises a central control and monitoring panel replicate with back-up panels, a combination of heat, smoke and flame detectors, alarm call points and alarm bell/horns. The system may be simple or more complex with addressable detectors, computerized control, etc. There are to be at least two separate power sources, one of which is taken from the emergency supply. The system is to be operable at all times, with the power supplies and electric circuits continuously monitored for failure or fault. Detectors and manually operated call points are grouped in sections, and activation of any unit initiates an audible and visual alarm at the control panel and indicating units. If an alarm is not acknowledged within two minutes, then audible alarms are activated throughout the crew accommodation, control stations and main machinery spaces. The control panel is located either on the bridge or at the main fire control station. The minimum extent and arrangement of a fire detection and alarm system is dependent on the type and age of a vessel. 2. Type of Detectors Heat Detectors Rate of rise gives an alarm when the detected temperature exceeds a fixed limit. Normally this will be between 54 and 78 deg. C. However, detectors with a higher temperature rating may be used in areas of high ambient temperature such as a galley, although the permissible operating temperature must not be more than 30 deg. C above ambient. The detectors will give an alarm at lower temperatures if the rate of increase in temperature is more than 1 deg. C per minute.

IMO No. 9636711 / 1st Draft (2013.09.30)

In this type of detector the condition of the optical (smoke detecting) chamber is monitored and compared with a heat sensing element. An alarm signal is generated when the comparison indicates a fire situation. The system is able to discriminate between smoke from fires, and smoke from other sources such as cigarettes or steam, and therefore reduces the incidence of false alarm. Flame Detectors The infrared and ultraviolet bands of the electromagnetic spectrum may be used for flame detection, but more commonly it is infrared flame detectors that are found on board. Infrared detectors respond to electromagnetic radiation resulting from the burning of carbon and hydrocarbon materials, and to the flame frequencies. The units should be immune to false alarms caused by solar rays. If hydrogen is present, a particular type of flame detector will be required. Linear Heat Detectors Types of linear heat detectors include pressurised tubing, cables that contain dielectric materials, fiber optic cables, and other systems. Linear heat detection may be found on cable trays and in environments where smoke detection would not be suitable.

Type Function Nominal voltage Working voltage Working current Alarm current Remote indication Ingress protection Cable terminals Temperature range Air humidity

Optical Smoke Detector Analogue, addressable, scattering light 24 VDC 20-37 VDC 0.2 mA 5 mA Max 3 mA Depends on base Depends on base -25°C to +70°C 0-95% RH

Salwico EV-P/EV-DP is an analogue addressable smoke detector with an optical chamber and is designed to give early warning for the presence of smoke in the supervised area. At the same time the detector offers a high protection against unwanted alarms. This is equipped with OMNIVIEW 360° LED indicator giving a clear, full 360° visibility of the red alarm indication. Salwico EV-H/AIR 54 °C & EV-H/CS 84 °C

Detectors must be tested periodically by hot air or smoke simulation. Meantime, there are various different types of detector described as above but following detectors are applied to the vessel.

Type Function Nominal voltage 8 - 21

Heat Detector Heat, thermistor 54°C / 84°C 24 VDC Part 8 Fire Fighting System

CORCOVADO LNG Working voltage Working current Alarm current Remote indication Ingress protection Cable terminals Temperature range Air humidity

20-37 VDC 0.2 mA 5 mA Max 3 mA Depends on base Depends on base -25°C to +70°C 0-95% RH

Cargo Operating Manual The heat sensing element is of thermistor type with a short response time to changes in the ambient temperature. Alarms are optically indicated until they are reset on the central.

Salwico AC-IR-3Fq

Salwico NS-AOHS-IS

Salwico EV-H is an analogue addressable heat detector ans is designed to give early warning for the presence of heat in the supervised area, and is available in two temperature classes: CS (fixed 84°C) and A1R (fixed 54°C + rate of rise 0.8°C/min), see separate part no. for 54°C.

Type

This is equipped with OMNIVIEW 360° LED indicator giving a clear, full 360° visibility of the red alarm indication.

Operating Voltage Range Supply Voltage

Addressable/Conventional IR Flame Detector 24 V DC 24 V DC

Max Current (Normal)

450 μA

Max Current Detector

700 μA (Alarm)

Addressable Mode

1 μA (Alarm incl. Base)

Salwico HC100 A2-IP67

Type Function Nominal voltage Working voltage Working current Alarm current Alarm temperature Temperature range Ambient humidity

Type Nominal voltage Working voltage Alarm temperature Working current Alarm current max Remote output max Ambient humidity Temperature range

Heat Detector 28 VDC 19 - 30 VDC 57°C < 25 μA 54 mA 2 mA 95% RH at 55°C -25°C to +70°C

The HC100 A2-IP67 is a conventional heat detector for use with all Salwico Fire Alarm Systems. It is delivered complete with adapter and base. In this version of HC100 the detector and adapter are moulded together and filled with a special moulding compound that gives it high resistance against dampness and vibrations. The detector can not be separated from the adapter. The HC100 A2- IP67 is suitable for location in harsh environments. IMO No. 9636711 / 1st Draft (2013.09.30)

IS optical smoke/heat detector Smoke sensing method Light scattering type Infra-red 24 VDC 15–28 VDC 0.2 mA 2.5 mA 84°C -25°C to +70°C 0-95% RH, non-condensing

NS-AOHS-IS is an intrinsically safe analogue addressable multi sensor detector for Salwico fire alarm systems. It has two separate analogue sensor elements. One optical for smoke detection and one heat-sensing element for heat detection. Alarm condition is indicated on the detector via a red LED. The LED is lit until the alarm has been reset on the control panel. The address is set with a DIP switch, which is mounted on the backside of the detector. This is connected to the detector loop via the ISOLATOR-A. Up to 20 addressable IS units can be connected to one ISOLATOR-A. It is not possible to connect any remote LED indicator to NS-AOHS-IS.

8 - 22

Conventional Mode

30 mA (Alarm Incl. Base)

Application Temperature Range

-25 °C to +75 °C

Humidity

Up to 95%

Salwico AC-IR-3Fq is a triple frequency conventional infrared flame detector produced using the latest in manufacturing technology. It is supplied with an array of advanced features, making it ‘better by design’. The Detector is using infrared elements suitable for the detection of smokeless combustible liquid and gas fires, as well as smoke-forming open fire involving carbonaceous materials as contained in wood, plastics, gases, oil products etc. The Fire evaluation process is done by triple Infrared (3Fq) sensor, protected by a sapphire glass filtering > 6.0 μm wavelength radiation. Sensor measures the hot carbon dioxide in a specific flame wavelength; the B and C sensors simultaneously measure the interference radiation in near wavelengths.

Part 8 Fire Fighting System

CORCOVADO LNG 3. Installation Smoke detectors are usually found in accommodation stairways, corridors and escape routes. When locating any detector near beams, ventilation duct extractions, and various other positions, care must be taken that the air flow around the location does not impair the performance of the detector. Flame detectors may be used in addition to smoke and heat detectors, but not in lieu of them. There are additional requirements regarding the installation of fixed fire detection systems in unattended machinery spaces, cargo holds, special category spaces and ro-ro decks. 4. Manual Call Points In addition to the detectors, manually operated call points are installed throughout the accommodation, service spaces and control stations.

Cargo Operating Manual MCP-A is an addressable manual call point for indoor environment, designed for the Salwico addressable fire alarm systems.

Pressing the glass causing it to crack activates the fire alarm. A protective plastic coating on the glass prevents operator injury.

Pressing the glass causing it to crack activates the fire alarm. A protective plastic coating on the glass prevents operator injury.

An LED on the front of the call point indicates the fire alarm. The LED remains lit until the fire alarm has been reset on the fire alarm panel.

An LED on the front of the call point indicates the fire alarm. The LED remains lit until the fire alarm has been reset on the fire alarm panel.

The call point can also be tested with a special key, included in the delivery. The address of the call point is set with a DIPswitch.

The call point can be tested with a special key, included in the delivery. The address of the call point is set with a DIPswitch.

The MCP-A provides short-circuit protection via connections 1-4 and no short-circuit protection via connections 5-8.

The MCP-A provides short-circuit protection via connections 1-4 and no short-circuit protection via connections 5-8. In order to achieve IP23 the MCP-A shall be mounted on a smooth surface and the cable inlet/outlet shall be secured against leakage.

General alarm push button, Salwico NS-GA2

Salwico MCP-A WP One manually operated call point shall be located at each exit. Manually operated call points shall be readily accessible in the corridors of each deck such that no part of the corridors is more than 20 m from a manually operated call point. Salwico MCP-A (GB) Function Nominal voltage Ingress protection

Closing contact 28 VDC IP22

The general alarm push button NS-GA2 is designed for use in dry spaces. The NS-GA2 can be wall- or recessed mounted. It is delivered c/w box for wall mounting. A plastic lid protects it from unintentional activation.

Type Nominal voltage Working voltage Supervising current Alarm current Ingress protection Temperature range Ambient humidity

Manual Call Point IP23 34 VDC 20-38 VDC 0.2 mA 2.5 mA IP23D -25ºC to +70ºC 0 to 95% RH

IMO No. 9636711 / 1st Draft (2013.09.30)

Type Nominal voltage Working voltage Supervising current Alarm current Ingress protection Temperature range Ambient humidity

Manual Call Point IP67 34 VDC 20-38 VDC 0.2 mA 2.5 mA IP67 -25ºC to +70ºC 0 to 95% RH

NS-GA2 has dual functions: 



Auto Activates the pre-programmed general alarm pattern. The button will stay active until it is pressed again. Manual Activates the audible alarm as long as it is pressed (momentary activation).

MCP-A is an addressable manual call point, designed for the Salwico addressable fire alarm systems. The selected material PC/ABS and the encapsulation, with ingress protection IP67, makes it very suitable for harsh environment. 8 - 23

Part 8 Fire Fighting System

CORCOVADO LNG 5. Timer for Alarm Delay

Cargo Operating Manual Sounder & beacon, 32 tones, Salwico Flashni/IP65

Door holder magnet, Salwico GPT-AG

Power input Working current Cable diameter Cable terminals Sound frequency Sound output Volume control Flash frequency Flash energy Operating temperature

Nominal voltage Holding power Working current Power consumption Cable dimension* Cable terminals

Salwico UR-2KN

Disconnection time (max) Nominal voltage Working voltage Maximum current Output Cable glands Cable diameter Protection class Ambient temperature

15+5 min 28 VDC 19 - 30 VDC 3 mA 1 change-over relay, max 48 V, 2 A 6-11 mm IP44 -10°C ~ +70°C

The timer unit, UR-2KN, is used to prevent unwanted alarms by temporarily disconnect detectors e.g. at service, welding etc. The timer is connected to the same loop as the detectors and other loop units and communicates with the central unit in the same way as they do. The timer has an output with a potential free change-over relay. The address of the timer is set by a DIP-switch. With two additional DIPswitches the address interval is set for the detectors on the same loop to be disconnected.

24 VDC (18 - 30 VDC) 58 - 85 mA Ø8-14 mm 4 mm2 300 – 4000 Hz 83 - 110 dBA at 1 m 0 to -20 dB 1 Hz 0.7 J -10ºC to +55ºC

Flashni is a compact combination of a high output sounder and beacon for spaces requiring both audible and visual indication of alarms. The ingress protection IP65 makes it suitable for installation in harsh environment.

24 VDC 650N 40 mA at 24 VDC 1W Ø 7-11 mm 1.5mm2

The magnetic door holder consists of two parts:  

GPT, door holder magnet, mounted on the wall. AG, armature, mounted on the door.

When the power to the magnet is cut, the door is released and a door closer may close the door. The GPT magnet is equipped with a door release button for local door release.

The sounder can be set to 32 different tones. The tones are set with a DIP switch inside the unit. It is also equipped with a volume control.

To activate the timer, turn the key switch to ON and turn the timer to the desired time. The detectors in the address interval are then disconnected and the LED is lit. When the timer reaches zero the relay is activated to indicate that a bonus time of 5 minutes remains. If a siren is activated by the relay, it can be muted with the MUTE key. When the bonus time has passed the detectors are reconnected and the LED turns off. If the key switch is turned to OFF the detectors are immediately reconnected.

IMO No. 9636711 / 1st Draft (2013.09.30)

8 - 24

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG

Heat Detector Tester

6. Testing Device

Flame Detector Tester

Smoke Detector Tester

< Salwico VD T-1> Description < Salwico Solo 330> Operations 1) Insert the canister into the smoke dispenser. 2) Lock into place using the screw mechanism. 3) Place the cup over the detector and discharge spray (not more than 1 second) with a slight upward movement. 4) Repeat this action without removing the cup every 10 seconds for max 1 minute, until the detector is in alarm.

The heat detector tester VDT-1 is a gas driven heat generator for the testing of conventional and analogue heat detectors. The test unit works as a normal cigarette lighter and can be refilled with the same type of gas

Description

1 ○

The Salwico IR test lamp is used to perform function test on Salwico NSDIR IP67 IR flame detector.

Operation When using the test unit, remove the clear cap. Then turn on the gas as 2 and light the gas ○ 3 . Adjust the flame to as low indicated on the unit ○

level as possible. The flame will heat the top of the test unit. The tester should then be held in a distance of approximately 8 cm / 3 inches from the heat sensing element of the detector with the tip of the test unit pointing to the sensor. Depending on the detector alarm range, ambient temperature, wind etc. the time delay to alarm can vary. If the response time gets to long because of e.g. a strong wind, the tester can be kept closer to the heat sensor of the detector. When the test unit is activated for a longer time the tip of it gets warmer and of that reason the distance to the detector should be increased otherwise the detector housing or the sensor element can be damaged. The detector must then cool off before it can be reset. If the detector is of thermostat type, the cooling can take longer time. After Operation After the tests turn of the gas and please beware of the very hot parts of the tester, which can cause personal injuries, damage material or create fire.

IMO No. 9636711 / 1st Draft (2013.09.30)

< Salwico IR Test lamp>

8 - 25

The extension rod makes it possible to easily test the detector in all environments. Detector Test There are two ways to test the detector. a)

Press the tester against the detector until the detector cause the tripping of the test initiation switch with an intermittent buzzer sounds. After about 10-15 seconds, check if the detector has operated.

b)

Set the manual test switch located on the rear of the device to “ON” position to cause a continuous intermittent buzzer sound. Hold the tester close to the detector so the distance between the detector and the device is within 5 cm. If the detector operates within 30 seconds under this condition, the detector is normal.

If the is no response after 30 seconds in any of those tests there may be a problem with the detector or the tester it self. See trouble shooting in manual.

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CORCOVADO LNG

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Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG Illustration 8.5.2a Fire Detection and Alarm System – Control Panel M 4.3

A System Indicators

Control Panel M 4.3 A

B

1

Power

System fault

2

System fault

Test

3

Test

Warning

4

Warning

Zone

5

Zone

Power

Status

Menu ESC

Alarm devi ce

Fault

1

Disableme nts

Custom LED 1

MULTIPLE A LARMS

RESET

MUTE

Shortcuts

2

3

__

ABC

DEF

4

5

6

GHI

Custom LED 2 Custom LED 3

1 Power 2 System Fault 3 Test

OK

Pre-Alarm Alarm delay off

Key

7

PQRS

JKL

8

TUV

MNO

4 Warning

6

Alarm device

5 Zone

7

Alarm delay off

6 Alarm Device 7 Alarm Delay Off 8 Custom Indicator 1-3

Custom LED 1 8

9 USB

Custom LED 2

9

Custom LED 3

WXYZ

0

9

C

B Operational Controls

Status

C Numerical Keypad

9

Menu 7

6

ESC

1

Key 1

1 Fire Alarm 2 Pre-Alarm

8 10

2

Pre-Alarm

OK

11

3 Fault 5 shortcuts 7 Menu

Fault

8 Navigation Keys 4

4

5

6

GHI

JKL

MNO

7

8

9

Key 1 Keys 0-9 2 Erase 3 Enter 4 Day Mode

PQRS

TUV

10 OK

MULTIPLE ALARMS

RESET

MUTE

Shortcuts

11 Display 12 Multiple Alarms

WXYZ

5 Night Mode

0 2

3

13 Reset 14 Mute 12

IMO No. 9636711 / 1st Draft (2013.09.30)

DEF

9 ESC

Disablements 5

3

ABC

4 Disablements 6 Status

3

2

1

__

13

4

5

14

8 - 27

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG

System Indicators

8.5.2 Fire Alarm System

1)

This Fire Detection and Alarm system is designed to meet marine and industrial requirements.

The system indicators section is comprised of the following indicators:

Consilium Marine & Safety AB Salwico Cargo

Maker: Type:

gives direct access to the Fault alarm list. 3

The system makes use of detectors and sensors for a range of conditions and parameters, including smoke, heat and flames. Any faults within the system are immediately detected as the function of the detectors is automatically and continually monitored and tested. The repeater panel allows the vessel’s personnel to monitor alarms and scroll through alarms in the queue list. However, fire alarms are displayed but cannot be accepted, mute and reset are not allowed, and disconnections or reconnections cannot be made from the repeater panel.

1

Power

2

System Fault

3

Test

4

Warning

Steady

5

Zone

green

is OK.

Flashing yellow

Main process and the serious

light

system is fault in the system.

Steady

yellow

light Steady

yellow

light yellow

7 8

Alarm Device

Alarm Delay Off Custom Indication 1-3 USB

2)

At least one zone is manually set

Disablements

At least one warning indication exists.

The Shortcut button activates the customer specific

At least one zone or a fire

shortcut list.

At least one zone or a fire

5

Shortcuts

detector is in fault condition.

the system.

Steady

orange

light

list

and

the

corresponding

indicators (Shortcut 1, Shortcut 2 and Shortcut 3) are programmed

light

(e.g. a bell) is disabled.

via the definition program.

Flashing yellow

At least one alarm device output

light

is in fault condition.

Steady

yellow

light

The

alarm

delay

This button gives direct access to the System status 6

function

Status

is

Colour and pattern of Custom LED indication is

summary list with Alarms (Fire and Pre-Alarms), Maintenance

(Faults

and

Warnings)

7

Menu

depending on system configuration.

This button gives direct access to the main menu and all system functions.

USB connection for flash memories to load or save

Go to previous menu.

a configuration file.

Selects the chosen menu alternative.

Flashing

and

Disablements (Active and Periodic).

disabled.

8

Navigation Keys

Go to the previous item in the list or menu. Go to the next item in the list or menu.

9

ESC

red

OK

system.

Steady red light

All fire alarms are muted.

alarm and gives direct access to the Pre-Alarm list. Flashing orange

An un-muted pre alarm in the

light

system. orange

light

8 - 28

screen. accept a function. The OK button is also in some cases used to show details for a selected list entry.

11

Display

An un-muted fire alarm in the

light

The Escape button is used to go to the top menu This button is used to select a menu alternative or to

12

Multiple Alarms

The Pre-Alarm button indicates existence of a pre-

Pre Alarm

At least one disabled function in

At least one alarm device output

yellow

10

2

yellow

The alternatives in the shortcut

Flashing yellow

Steady

IMO No. 9636711 / 1st Draft (2013.09.30)

disablement and activates the Disablements menu. 4

The Fire alarm button indicates existence of a fire

System Indicators Operational Controls Numerical Keypad

The three sections and their indicator descriptions are as follows:

The Disablements button indicates existence of a

Operational Controls

Fire Alarm

All faults are muted.

light

The operational controls section is comprised of the following indicators:

1

yellow

Steady

alarm and gives direct access to the Fire alarm list.

  

Steady

An un-muted fault in the system.

in test mode.

detector is disabled.

Steady

2. Description of Control Panel M 4.3 Keys and Indicators

As shown in illustration 8.5a, the three control panel are:

Flashing yellow

light

light light

6

Power supply to the control panel

light

Steady

9

The main control panel is used to control the system and display information in the event of a fire alarm. The panel is divided into three main areas, with alphanumeric keys and a display menu used to communicate and guide the operator through the display texts. When a fire is detected by the system, the FIRE alarm indicator flashes with details of the fire and its location indicated on the display.

Fault

light

1. General Description

The fire detection and alarm system is a computerized fire detection system, which makes use of analogue type detectors. The detector loops for the system are connected to a back-up battery which operates in the event of power failure. The system is also looped to the gas sampling and alarm system.

The Fault button indicates existence of a fault and

13

Reset

14

Mute

The display has a backlit 4.3" graphical screen, 480×272, 16-bit colour screen. Press this button to scroll through the different alarms. The list always returns to the first fire alarm after 30 seconds of inactivity. This green button is used to reset a selected alarm, fault or disablement. This red button is used to mute (acknowledge) and silence alarms.

All pre alarms are muted.

Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG 3)

Numerical Keypad

Fire - Fault -

3

Dis.

The numerical keypad is comprised of the following:

Navigation

4

keys - Prev.

The numerical keypad is used to enter numerical 1

Keys 0~9

values. Keys 1–9 are also used as shortcuts when

Navigation

5

keys - Next

navigating in the menus. 2

This button is used to erase characters from the text

Erase

Enter

5

7

Day Mode

accept a function. The enter button is also used to show details for a selected list entry.

4

Night Mode

display. This button is used to select a menu alternative or to

3

6

Increase

Day Mode

the

brightness/contrast

level

for

the

Press the button to select lists: Fire Alarm, Fault

Description of the Access Levels

Alarm and Disablements.



Access level 2B For viewing of fire or fault alarms: - Fire alarms have priority over fault alarms. - Possibility to mute local buzzer - Access to the menu system - List status - Reset and muting of alarms - Make disablements



Access level 3 Same permissions as level 2B, plus these additional permissions: - Possibility to make changes to the configured system



Access level 4 All functions available, including advanced service options.

Scroll to previous item in the selected list. Scroll to next item in the selected list. Increase

the

brightness/contrast

level

for

the

indicators and display on the panel. Decrease the brightness/contrast level for the indicators and display on the panel. When the buttons for Day and Night mode are

8

Lamp Test

indicators and display on the panel.

pressed at the same time, all the repeater panel indicators and the display are lit. If they do not light, they are not working correctly.

Decrease the brightness/contrast level for the

Night Mode

indicators and display on the panel.

4. Operation

3. Description of Repeater Panel M 4.3 Keys and Indicators

1)

Access Levels

Illustration 8.5.2b Fire Detection and Alarm System – Repeater Panel M 4.3

To prevent un-authorized operation of the system, there are access levels to protect the different functions of the fire detection system.

NOTE Permissions on the different access levels can in some cases vary depending on programmed custom specific restrictions.

The user has to login to the system before any vital operations can be performed. Without access to an authorization code the user can only view fire and fault alarms and mute the local buzzer. Access level 2B is the default level. The system automatically returns to access level 2B after 30 minutes of inactivity. The different access levels are shown in the following table: Access level

Procedure to enter level

A Control Panel M 4.3 can be programmed to view events in the system with restricted rights to operate functions. For example a fire alarm is shown, but mute and reset are not allowed. 2)

Login

Each user is assigned to a specific access level. The predefined users are assigned the following default access codes:

Description of user

LOCAL MUTE

2

4

2B LAMP TEST

FIRE-FAULT-DIS.

1

3

5 6

7

3

4

1

Power

2

Local Mute

Operator access level None

Personnel trained and authorized to operate the system in case of

 

Level 2B 2222 Level 3 3333

fire or maintenance.

Power user access level

Personnel trained and authorized

Enter access code for level 3

to

via menu/login.

configured system.

Service access level

Only

Enter access code for level 4

personnel trained by in authorized

via menu/login.

service organization.

make

changes

authorized

to

To log in to the system:

the

a)

Go to Menu > 4 Login and select user.

b)

Enter the four-digit access code for the user. The system will acknowledge if the correct code is entered.

service

Green steady light indicates that the power supply to the repeater panel is OK. Silence the local buzzer alarm.

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Part 8 Fire Fighting System

Cargo Operating Manual

CORCOVADO LNG 3)

Pre-Alarm

The pre-alarm function gives an early alarm to fire conditions (e.g. a smouldering fire). The indication “Pre-Alarm” is lit on the control panel. The pre-alarms priority level is lower than the ordinary fire alarm level.

b)

the alarm is muted the fire indication stops flashing but remains lit until the fire alarm is reset.

a)

Press OK for more details.

b)

ALARMS button or

Reset a Fire Alarm The pre-alarm is also added to the Pre-Alarm List found under: Menu > 2 Fire Alarms > 2 Pre Alarm List. It is only possible to mute a pre-alarm, not reset it. A pre-alarm will remain in the Pre-Alarm List until the fire condition is under or over the level for pre-alarm. The pre-alarm usually does not activate any alarm devices or external outputs. 4)

Fire Alarm

Information Displayed when “Fire” is Flashing The following section describes the information displayed during a fire alarm, how to mute and reset an alarm, and the different types of alarms.

Scroll through the different fire alarms with the MULTIPLE /

arrow keys.

Reset and mute as above.

Type of Fire Alarms from Conventional Zones

a) Press RESET to reset the current fire alarm.

The fire detection system will display whether a detector or a manual call point generates the fire alarm. If two or more detectors are activated in the same zone, the fire alarm will be presented as a manual call point/multiple detectors.

NOTE Alarms cannot be reset if the fire condition remains. Several Alarms If there is more than one fire alarm in the system, the MULTIPLE ALARMS indication is activated. The first and last fire alarms are always displayed at the control panel.

Illustration 8.5.2c Fire Detection and Alarm System – Fire Flashing

The following information is displayed on the control panel:      

Number of alarm (s) First, last and current list entry Zone in alarm Type of unit in alarm Address number of unit in alarm (only for addressable loop) Supplementary text (if defined in system configuration)

Press “OK” to view more details:   

Time of alarm Date of alarm Supplementary text about location of detector (if defined in system configuration)

Power

Status

Menu ESC

System fault Test

FIRE ALARM 2 (3)

Warning

1

Pre-Alarm

Custom LED 1

Fault Disableme nts

3

Sho rtcuts

OK

1

__

MUTE=Silence Bells (and local buz zer) RESET= Reset Fi re alarm

MU LTIPLE A LARMS

Custom LED 2 Custom LED 3

13:09

FIRE ZONE 3 SMOKE HEAT 3 Deck 1 MVZ 3 Cabine c3245

2

Alarm device Alarm delay off

13:04

FIRE ZONE 1 SMOKE 1 PAX 123456789 2ndLine FIRE ZONE 2 MCP 2 Deck 3 MVZ 4 Casing Text Line 2

13:03

Zone

13:10

Mon 16 Nov 2011

RESET

2

3

ABC

DEF

4

5

6

GHI

JKL

MNO

MUTE 7

8

9

PQRS

TUV

WXYZ

Mute a Fire Alarm 0

The MUTE button has different functions depending on the current access level. a)

Press MUTE Access level 2 or higher: Silences the internal buzzer and all external alarm devices, and mutes the fire alarm indication. When

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Part 8 Fire Fighting System

CORCOVADO LNG 5)

Fault Indications

Cargo Operating Manual Illustration 8.5.2d Fire Detection and Alarm System – Fault Flashing

Information Displayed when “Fault” is Flashing The following sections describe the information that displays when a fault occurs, and how to mute and reset a fault.

Power

The following information is displayed on the control panel:

System fault

Menu

Status

ESC

   

Number of detected fault(s) Type of fault Identification of the faulty unit Supplementary text for the faulty unit (if defined)

Press OK for more details:   

Time when fault occurred Date when fault occurred Supplementary text about location of fault (if defined)

Test

FAULT ALARM 1 (3)

Warning

1

Pre-Alarm

3

Alarm delay off

Disableme nts Sho rtcuts

Press MUTE to silence internal buzzer and mute all faults in list.

b)

Press OK for more details.

RESET

OK

1

__

2

3

ABC

DEF

4

5

6

GHI

JKL

MNO

MUTE 7

8

9

PQRS

TUV

WXYZ

0

Mute a Fault a)

RESET= Reset cur rent entr y, MUTE=Mute a ll OK=Details, 1=Print item, 2=Print a ll

MU LTIPLE A LARMS

Custom LED 2 Custom LED 3

14:39

CENTRAL 1 CHARGERM 4 LOW POWER SUPPLY CH 1, FAULT (172) CHM 1.4

2

Alarm device

Custom LED 1

14:39

CENTRAL 1 CHARGERM 4 INTERNAL VOLTAGE LOW, FAULT (223) CHM 1.4 CENTRAL 1 CHARGERM 4 LOW POWER VOLTAGE LOW, FAULT (223) CHM 1.4

14:39

Zone

13:10

Mon 16 Nov 2011

Reset a Fault a)

Press RESET to reset the current fault alarm. If the cause of the fault alarm remains, the alarms cannot be reset.

Reset a Fault from the Fault List

All faults in the system are shown in the fault list. a)

Go to the fault list under: Menu > 1Fault Alarms > 1 Fault List

b)

Choose the fault in the fault list and then press RESET to reset the fault alarm.

Reset all Faults a)

Go to: Menu > 1 Fault Alarms > 3 Reset All Faults

b)

Press OH button.

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Part 8 Fire Fighting System