Cargo Operating Manual Grace Acacia

LNGC GRACE ACACIA
Issue and Update Control .................................................................................. 3

Trading Area ....................................................................................................... 8
Operating Requirements.................................................................................... 9
Cargo Machinery Symbols and Colour Scheme ............................................ 10
Abbreviations .................................................................................................... 11
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 Cargo Valve Check List ..........................................................1 - 5
1.1.4 Maker List...............................................................................1 - 6
1.1.5 General Arrangement..............................................................1 - 9
1.1.6 Ship Gangway Position.........................................................1 - 10
1.1.7 Tanks and Capacity Plan....................................................... 1 - 11
1.2 Classification, Rules and Regulations..............................................1 - 13
1.3 Design Concept of the Cargo System ..............................................1 - 15
1.3.1 Cargo Containment System Principle ...................................1 - 15
1.3.2 Membrane Cargo Containment.............................................1 - 23
1.3.3 Deterioration or Failure ........................................................1 - 25
1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 27
Illustration
1.3.1a Cargo Tank Lining Reinforcement..............................................1 - 14
1.3.1b Cargo Tank General ....................................................................1 - 18
1.3.2a Construction of Containment System .........................................1 - 19
1.3.2b Construction of Containment System Flat Area ......................1 - 20
1.3.2c Construction of Containment System Corner Part 1 ................1 - 21
1.3.2d Construction of Containment System Corner Part 2................1 - 22
1.4a Hazardous Areas and Gas Dangerous Zone ...................................1 - 26
Part 2 : Properties of Gases
2.1 Characteristics of LNG ...................................................................... 2 - 4
2.1.1 Physical Properties and Composition of LNG........................ 2 - 4
2.1.2 Flammab ility of Meth an e, Ox yg en and Nitrog en
Mix tur es ............................................................................... 2 - 5
2.1.3 Supplementary Characteristics of LNG .................................. 2 - 6
2.1.4 Avoidance of Cold Shock to Metal ......................................... 2 - 8
2.2 Properties of Nitrogen and Inert Gas ................................................. 2 - 9
Illustration
2.1.1a Density Ratio Methane/Ambient Air Versus Temperature ........... 2 - 1
2.1.1b Boiling Point of Methane with Pressure ....................................... 2 - 2
2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures .......... 2 - 5
2.1.3a Temperature and Steel Grades ...................................................... 2 - 7
2.1.4a Structural Steel Ductile to Brittle Transition Curve...................... 2 - 8
Part 3 Integrated Automation System (IAS)
3.1 IAS for general ................................................................................. 3 - 4
3.2 DEO Open Supervisory Station (DOSS) ........................................ 3 - 4
3.3 DOHS (DEO Open History Station)................................................. 3 - 8
3.4 DOGS (DEO Open Gateway Station)............................................... 3 - 8
3.5 DOPC (DEO Process Controller ) .............................................. 3 - 8
Cargo Operating Manual

3.6 Alarm Management........................................................................... 3 - 9
3.6.1 Classification of Alarm .......................................................... 3 - 9
3.6.2 Alarm Acceptance Procedure ................................................. 3 - 9
3.7 Alarm Printout................................................................................. 3 - 10
3.8 Fast Alarm Function........................................................................ 3 - 10
3.9 Data Logging .................................................................................. 3 - 10
3.10 Extension Alarm and Engineers Alarm........................................ 3 - 11
3.10.1 Extension Alarm................................................................. 3 - 12
3.10.2 Engineers Alarm and Patrolman System........................... 3 - 15
Illustration
3.1.1a IAS Overview (System Configuration)........................................ 3 - 1
3.1.1b IAS Overview (System Connection)............................................ 3 - 2
3.1.1c IAS Overview (Power Supply Concept) ...................................... 3 - 3
3.6a Alarm Acceptance Procedure .......................................................... 3 - 9
3.7a Alarm Printer Configuration.......................................................... 3 - 10
3.7b Example of Alarm Printout ........................................................... 3 - 10
3.8a Example of Alarm Printout ........................................................... 3 - 10
3.10a Extension Alarm and Engineer Call System ............................... 3 - 11
3.10.1a Layout of Group Alarm Indication........................................... 3 - 12
3.10.1b Alarm Annunciation Sequence for Machinery System ............ 3 - 13
3.10.1c Alarm Annunciation Sequence for Cargo System .................... 3 - 14
3.10.1d Duty Selector Indication for Machinery................................... 3 - 14
3.10.1e Duty Selector Indication for Cargo .......................................... 3 - 14
Part 4 : Cargo System
Alarm & Trip Set-Point............................................................................4 - 1
4.1 Cargo Piping System........................................................................4 - 12
4.2 Cargo Tank Pressure Control System...............................................4 - 15
4.2.1 Cargo Tank Pressure Control ................................................4 - 15
4.2.2 Cargo Tank Vent Control.......................................................4 - 15
4.2.3 Mode Selection .....................................................................4 - 16
4.3 Cargo Pumps....................................................................................4 - 18
4.3.1 Main Cargo Pumps................................................................4 - 18
4.3.2 Stripping/Spray Pumps .........................................................4 - 24
4.3.3 Emergency Cargo Pump .......................................................4 - 30
4.4 Cargo Compressors..........................................................................4 - 36
4.4.1 HD Compressors...................................................................4 - 36
4.4.2. LD Compressors ..................................................................4 - 42
4.5 High Duty / Low Duty Heaters ........................................................4 - 48
4.6 LNG Vaporiser .................................................................................4 - 52
4.7 Forcing Vaporiser.............................................................................4 - 56
4.8 Custody Transfer System .................................................................4 - 60
4.8.1 Custody Transfer System ......................................................4 - 60
4.8.2 Float Level Gauge.................................................................4 - 68
4.8.3 Trim-List Indicator................................................................4 - 70
4.9 Nitrogen Production System ............................................................4 - 72
4.10 Inert Gas and Dry Air System ........................................................4 - 76
4.11 Gas Detection System ....................................................................4 - 80
4.12 Cargo and Ballast Valve Control....................................................4 - 84
4.12.1 Cargo Valve Control System ...............................................4 - 84
4.12.2 Hydraulic System Operation ...............................................4 - 85

4.12.3 Ballast and F.O Valve Control System ................................4 - 88
4.12.4 Emergency Shutdown System.............................................4 - 90
4.12.5 Ship Shore Link...................................................................4 - 92
4.12.6 Mooring Load Monitoring System......................................4 - 97
4.13 Relief Systems..............................................................................4 - 100
4.13.1 Cargo Tank Relief Valves ..................................................4 - 100
4.13.2 IBS & IS Relief Valves......................................................4 - 100
4.13.3 Pipe Relief Valves .............................................................4 - 100
Illustration
4.1a Cargo Piping System ......................................................................4 - 11
4.3.1a Main Cargo Pumps......................................................................4 - 17
4.3.1b Main Cargo Pump Characteristic Curve......................................4 - 19
4.3.2a Stripping/Spray Pumps................................................................4 - 23
4.3.2b Stripping/Spray Pump Characteristic Curve ...............................4 - 25
4.3.3a Emergency Cargo Pump..............................................................4 - 29
4.3.3b Emergency Pump Characteristic Curve.......................................4 - 31
4.4.1a HD Compressor...........................................................................4 - 35
4.4.1b Performance Map of HD Compressor.........................................4 - 37
4.4.2a LD Compressor ...........................................................................4 - 41
4.4.2b Performance Map of LD Compressor .........................................4 - 43
4.5a High Duty/ Low Duty Heaters .......................................................4 - 47
4.6a LNG Vaporiser ...............................................................................4 - 51
4.7a Forcing Vaporiser ...........................................................................4 - 55
4.8.1a Custody Transfer System.............................................................4 - 59
4.8.2a Float Level Gauge .......................................................................4 - 67
4.8.2b Float Level Gauge .......................................................................4 - 69
4.8.2c Float Level Gauge .......................................................................4 - 69
4.8.3a Trim List Indicator....................................................................4 - 70
4.9a Nitrogen Generator.........................................................................4 - 71
4.10a Inert Gas and Dry Air System ......................................................4 - 75
4.11a Gas Detection System...................................................................4 - 79
4.12.1a Cargo Valve Hydraulic Lines ....................................................4 - 83
4.12.3a Ballast Valve Hydraulic Lines ...................................................4 - 87
4.12.4a Emergency Shutdown System ...................................................4 - 89
4.12.5a Ship-Shore Link ........................................................................4 - 91
4.13.1a Cargo Tank Relief Valves ..........................................................4 - 99
4.13.2a IBS & IS Relief Valves..............................................................4 - 99
4.13.3a Pipe Relief Valves (REC131-S1(E))........................................4 - 101
4.13.3b Pipe Relief Valves (REC131-S1(N)) .......................................4 - 101
Part 5 : Cargo Auxiliary and Ballast System
5.1 Temperature Monitoring System........................................................5 - 3
5.2 Insulation Space Nitrogen Control System ........................................5 - 6
5.3 Cofferdam Glycol Heating System ....................................................5 - 8
5.3.1 Glycol Water Heater................................................................5 - 8
5.3.2 Cofferdam Heating System ...................................................5 - 12
5.4 Cargo Machinery F.W. Cooling System ...........................................5 - 14
5.5 Ballast System..................................................................................5 - 16
5.6 Loading Computer ...........................................................................5 - 19
Index
LNGC GRACE ACACIA

5.6.1 ON-Line and OFF-Line Mode .............................................. 5 - 19
5.6.2 Software Configuration......................................................... 5 - 19
5.6.3 Explanation of the Ship Manager Screen.............................. 5 - 20
5.6.4 Operation of the Ship Manager Screen ................................. 5 - 21
5.7 Fuel Oil and Gas oil Systems........................................................... 5 - 22
5.8 Steam Condensate System ............................................................... 5 - 23
5.9 Bilge and Scupper System ............................................................... 5 - 24
5.10 Instrument Air System ................................................................... 5 - 27
Illustration
5.1a Temperature Sensors in Cofferdams ................................................ 5 - 1
5.1b Temperature Sensors on Secondary Barrier Trunk Deck and Duct Keel
................................................................................................................. 5 - 2
5.1c Cargo Tank Temperature .................................................................. 5 - 3
5.2a Insulation Space Nitrogen Control System ...................................... 5 - 4
5.2b Barrier Space N2 Pressurisation Control.......................................... 5 - 5
5.3.1a Glycol Water Heater...................................................................... 5 - 7
5.3.2a Cofferdam Glycol Heating System ............................................. 5 - 11
5.4a Auxiliary Fresh Water Cooling System.......................................... 5 - 14
5.5a Ballast System................................................................................ 5 - 15
5.5b Ballast Exchange Conditions ......................................................... 5 - 18
5.7a Fuel Oil and Gas oil Systems......................................................... 5 - 22
5.8a Fuel Oil Heating and Cargo Steam System.................................... 5 - 23
5.9a Bilge System .................................................................................. 5 - 24
5.9b Bilge System.................................................................................. 5 - 25
5.9c Scupper System.............................................................................. 5 - 26
5.10a Compressed Air System ............................................................... 5 - 27
5.10b Inert Gas and Dry Air System...................................................... 5 - 28
Part 6 : Cargo Operations
6.1 Post Dry Dock Operation................................................................... 6 - 2
6.1.1. Procedure for Normal Insulation Space Inerting ................... 6 - 2
6.1.2 Drying Cargo Tanks................................................................ 6 - 4
6.1.3 Inerting Cargo Tanks............................................................... 6 - 6
6.1.4 Gassing-up Cargo Tanks ......................................................... 6 - 8
6.1.5 Cooling Down Cargo Tanks.................................................. 6 - 12
6.2 Ballast Passage ................................................................................ 6 - 15
6.2.1 Cooling Down Tanks Prior to Arrival ................................... 6 - 18
6.2.2 Spraying During Ballast Voyage........................................... 6 - 20
6.3 Loading............................................................................................ 6 - 21
6.3.1 Preparations for Loading ...................................................... 6 - 21
6.3.2 Ships Liquid Lines Cool Down ........................................... 6 - 24
6.3.3 To Load Cargo with Vapour Return to Shore........................ 6 - 28
6.3.4 De-Ballasting ........................................................................ 6 - 34
6.4 Loaded Voyage with Boil-Off Gas Burning..................................... 6 - 36
6.4.1 Normal Boil-Off Gas Burning .............................................. 6 - 36
6.4.2 Forced Boil-Off Gas Burning ............................................... 6 - 38
6.5 Discharging with Gas Return from Shore........................................ 6 - 40
6.5.1 Preparations for Unloading................................................... 6 - 40
6.5.2 Liquid Line and Arm Cool Down before Discharging.......... 6 - 42
6.5.3 Discharging with Vapour Return from Shore........................ 6 - 44

6.5.4 Ballasting ..............................................................................6 - 46
6.6 Pre-Dry Dock Operations ................................................................6 - 48
6.6.1 Stripping and Line Draining..................................................6 - 48
6.6.2 Tank Warm Up ......................................................................6 - 52
6.6.3 Inerting..................................................................................6 - 54
6.6.4 Aeration.................................................................................6 - 64
Illustration
6.1.1a Insulation Space Inerting...............................................................6 - 1
6.1.2a Drying Cargo Tanks ......................................................................6 - 3
6.1.3a Inerting Cargo Tanks .....................................................................6 - 5
6.1.4a Gassing-up Cargo Tanks (Stage-1)................................................6 - 7
6.1.4b Gassing-up Cargo Tanks (Stage-2)................................................6 - 9
6.1.5a Cooling Down Cargo Tanks ........................................................ 6 - 11
6.2.1a Cooling Down Tanks Prior to Arrival .........................................6 - 17
6.2.2a Cooling Down One Tank During Ballast Voyage........................6 - 19
6.3.2a Ships Liquid Lines Cool Down..................................................6 - 23
6.3.3a Loading with Vapour Return to Shore....................................... 6 - 27
6.3.4a De-Ballasting by Gravity ............................................................6 - 31
6.3.4b De-Ballasting by Pump ...............................................................6 - 32
6.3.4c De-Ballasting by Stripping Eductor ............................................6 - 33
6.4.1a Normal Boil-Off Gas Burning.....................................................6 - 35
6.4.2a Forced Boil-Off Gas Burning......................................................6 - 37
6.5.1a Inerting Manifold Connections ...................................................6 - 39
6.5.2a Liquid Line and Arm Cool Down before Discharging ................6 - 41
6.5.3a Discharging with Vapour Return from Shore ..............................6 - 43
6.5.4a Ballasting ....................................................................................6 - 45
6.6.1a Stripping......................................................................................6 - 47
6.6.1b Drainage of Cross-over Piping....................................................6 - 48
6.6.1c Typical Section for Cross-over Piping ........................................6 - 49
6.6.2a Tank Warm Up ............................................................................6 - 51
6.6.3a Inerting ........................................................................................6 - 53
6.6.3b Inerting Liquid Line....................................................................6 - 55
6.6.3c Inerting Spray Line .....................................................................6 - 57
6.6.3d Inerting Manifolds and Machinery Space ...................................6 - 59
6.6.4a Aeration...................................................................................... 6 63
Part 7 : Emergency Procedures
7.1 Vapour Leakage .................................................................................7 - 2
7.2 Liquid Leakage ..................................................................................7 - 4
7.3 Water Leakage to Barrier Space.........................................................7 - 8
7.4 Fire and Emergency Breakaway ........................................................7 - 9
7.5 Emergency Cargo Pump Installation................................................7 - 12
7.6 One Tank Operation .........................................................................7 - 14
7.6.1 Warm Up (No.2 Cargo Tank) ................................................7 - 14
7.6.2 Gas Freeing (No.2 Cargo Tank) ............................................7 - 16
7.6.3 Aeration (No.2 Cargo Tank)..................................................7 - 18
7.6.4 Drying and Inerting (No.2 Cargo Tank) ................................7 - 20
7.6.5 Gassing-Up (No.2 Cargo Tank).............................................7 - 24
7.6.6 Cool Down (No.2 Cargo Tank) .............................................7 - 26
7.7 Ship to Ship Transfer........................................................................7 - 27

7.8 Jettisoning of Cargo .........................................................................7 - 29
Illustration
7.1a Insulation Space Nitrogen Control System .......................................7 - 1
7.2a LNG Drain from Inter Barrier Space ................................................7 - 3
7.3.a Water Drain from Insulation Space..................................................7 - 7
7.3b Water Drain From Insulation Space..................................................7 - 8
7.5a Emergency Cargo Pump Fitting Sequence......................................7 - 11
7.6.1a Warm Up (No.2 Tank) .................................................................7 - 13
7.6.2a Gas Freeing (No.2 Cargo Tank)...................................................7 - 15
7.6.3a Aeration (No.2 Cargo Tank) ........................................................7 - 17
7.6.4a Drying (No.2 Cargo Tank)...........................................................7 - 19
7.6.4b Inerting (No.2 Cargo Tank) .........................................................7 - 21
7.6.5a Gassing-Up (No.2 Cargo Tank) ...................................................7 - 23
7.6.6a Cool Down (No.2 Cargo Tank)....................................................7 - 25
Part 8 : Fire Fighting System
8.1 Fire and Deck Wash System...............................................................8 - 2
8.2 Water Spray System ...........................................................................8 - 4
8.3 Dry Powder System ...........................................................................8 - 6
8.4 CO2 System ......................................................................................8 - 10
8.5 Fire Detection System ......................................................................8 - 11
8.5.1 Fire Alarm System.................................................................8 - 11
8.5.2 Fire Alarm Detector...............................................................8 - 14
8.6 Quick Closing Valves and Fire Dampers System.............................8 - 16
8.7 Emergency Escape from E/R ...........................................................8 - 17
Illustration
8.1a Fire and Deck Wash System..............................................................8 - 1
8.2a Water Spray System ..........................................................................8 - 3
8.2b Water Spray System ..........................................................................8 - 4
8.3a Dry Powder System ..........................................................................8 - 5
8.3b Dry Powder System ..........................................................................8 - 7
8.4a CO2 System for Cargo Area ..............................................................8 - 9
8.6a Quick Closing Valves and Fire Dampers System............................8 - 15
8.7a Emergency Escape from Engine Room...........................................8 - 17
Index
LNGC GRACE ACACIA

Issue and Update Control
Item
This manual was produced by:

PENTATECH CO., LTD.
Issue 1
2.1 Characteristics of LNG
January 2007
2.1.1 Physical Properties and Composition of LNG
January 2007
2.1.2 F l a m m a b i l i t y o f M e t h a n e , O x y g e n a n d N i t r o g e n
January 2007
Issue 2
Issue 3
Mixtures
For any new issue or update contact:

Business Marine Venture Center Korea Maritime University
1, Dongsam-Dong, Yeongdo-Gu, Busan, Korea
2.1.3 Supplementary Characteristics of LNG
January 2007
2.1.4 Avoidance of Cold Shock to Metal
January 2007
2.2 Properties of Nitrogen and Inert Gas
January 2007
Illustration
E-Mail: company@pentatech.co.kr
1. Modification/Correction Records
Item
Issue 1
Issue 2
Issue 3
2.1.1a Density Ratio Methane/Ambient Air Versus Temperature
January 2007
2.1.1b Boiling Point of Methane with Pressure
January 2007
2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures
January 2007
2.1.3a Temperature and Steel Grades
January 2007
January 2007
Index
January 2007
2.1.4a Structural Steel Ductile to Brittle Transition Curve
January 2007
Text
Cargo Machinery Symbols and Colour Scheme
January 2007
3.1 IAS for general
January 2007
Abbreviations
January 2007
3.2 DEO Open Supervisory Station (DOSS)
January 2007
3.3 DOHS (DEO Open History Station)
January 2007
Text
1.1 Principal Particulars
January 2007
3.4 DOGS (DEO Open Gateway Station)
January 2007
1.1.1 Principal Particulars of the Ship
January 2007
3.5 DOPC (DEO Process Controller )
January 2007
1.1.2 Principal Particulars of Cargo Machinery
January 2007
3.6 Alarm Management
January 2007
1.1.3 Maker List
January 2007
3.6.1 Classification of Alarm
January 2007
1.1.4 General Arrangement
January 2007
3.6.2 Alarm Acceptance Procedure
January 2007
1.1.5 Tanks and Capacity Plan
January 2007
3.7 Alarm Printout
January 2007
1.2 Classification, Rules and Regulations
January 2007
3.8 Fast Alarm Function
January 2007
1.3 Design Concept of the Cargo System
January 2007
3.9 Data Logging
January 2007
1.3.1 Cargo Containment System Principle
January 2007
3.10 Extension Alarm and Engineers Alarm
January 2007
1.3.2 Membrane Cargo Containment
January 2007
3.10.1 Extension Alarm
January 2007
1.3.3 Deterioration or Failure
January 2007
3.10.2 Engineers Alarm and Patrolman System
January 2007
1.4 Hazardous Areas and Gas Dangerous Zone
January 2007
Illustration
Illustration
3.1.1a IAS Overview (System Configuration)
January 2007
1.3.1a Cargo Tank Lining Reinforcement
January 2007
3.1.1b IAS Overview (System Connection)
January 2007
1.3.1b Cargo Tank General
January 2007
3.1.1c IAS Overview (Power Supply Concept)
January 2007
1.3.2a Construction of Containment System Securing of Insulation Boxes
January 2007
3.6a Alarm Acceptance Procedure
January 2007
1.3.2b Construction of Containment System Flat Area
January 2007
3.7a Alarm Printer Configuration
January 2007
1.3.2c Construction of Containment System Corner Part
January 2007
3.8 Example of Alarm Printout
January 2007
1.3.2.d Construction of Containment System Longitudinal Dihedral
January 2007
3.10a Extension Alarm and Engineer Call System
January 2007
1.4a Hazardous Areas and Gas Dangerous Zone Plan
January 2007
3.10.1a Layout of Group Alarm Indication
January 2007
3.10.1b Alarm Annunciation Sequence for Machinery System
January 2007
Text
LNGC GRACE ACACIA

Item
Issue 1
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Issue 3
Issue 1
3.10.1c Alarm Annunciation Sequence for Cargo System
January 2007
4.1a Cargo Piping System
January 2007
3.10.1d Duty Selector Indication for Machinery
January 2007
4.3.1a Main Cargo Pumps
January 2007
3.10.1e Duty Selector Indication for Cargo
January 2007
4.3.1a Main Cargo Pumps
January 2007
4.3.2a Stripping/Spray Pumps
January 2007
Text
4.1 Cargo Piping System
January 2007
4.3.2a Stripping/Spray Pumps
January 2007
4.2 Cargo Tank Pressure Control System
January 2007
4.3.3a Emergency Cargo Pump
January 2007
4.2.1 Cargo Tank Pressure Control
January 2007
4.4.1a HD Compressor
January 2007
4.2.2 Cargo Tank Vent Control
January 2007
4.4.2a LD Compressor
January 2007
4.2.3 Mode Selection
January 2007
4.5a High Duty/ Low Duty Heaters
January 2007
4.3 Cargo Pumps
January 2007
4.5a High Duty/ Low Duty Heaters
January 2007
4.3.1 Main Cargo Pumps
January 2007
4.6a LNG Vapouriser
January 2007
4.3.2 Stripping/Spray Pumps
January 2007
4.6a LNG Vapouriser
January 2007
4.3.3 Emergency Cargo Pump
January 2007
4.7a Forcing Vapouriser
January 2007
4.4 Cargo Compressors
January 2007
4.8.1a Custody Transfer System
January 2007
4.4.1 HD Compressors
January 2007
4.8.2a Float Level Gauge
January 2007
4.4.2 LD Compressors
January 2007
4.8.2b Float Level Gauge
January 2007
4.5 H/D & L/D Heater
January 2007
4.8.2c Float Level Gauge
January 2007
4.6 LNG Vaporizer
January 2007
4.8.3a Trim List Indicator
January 2007
4.7 Forcing Vaporizer
January 2007
4.9a Nitrogen Generator
January 2007
4.8 Custody Transfer System
January 2007
4.10a Inert Gas and Dry Air System
January 2007
4.8.1 Custody Transfer System
January 2007
4.11a Gas Detection System
January 2007
4.8.2 Float Level Gauge
January 2007
4.11a Gas Detection System
January 2007
4.8.3 Trim-List Indicator
January 2007
4.12.4a Emergency Shutdown System
January 2007
4.9 Nitrogen Production System
January 2007
4.12.5a Ship-Shore Link
January 2007
4.10 Inert Gas and Dry Air System
January 2007
4.13.1a Cargo Tank Relief Valves
January 2007
4.11 Gas Detection System
January 2007
4.13.2a IBS & IS Relief Valves
January 2007
4.12 Cargo and Ballast Valve Control
January 2007
4.13.3a Pipe Relief Valves (REC131-S1(E))
January 2007
4.12.1 Cargo Valve Control System
January 2007
4.13.3b Pipe Relief Valves (REC131-S1(N))
January 2007
4.12.2 Hydraulic System Operation
January 2007
Text
4.12.3 Ballast and F.O Valve Control System
January 2007
5.1 Temperature Monitoring System
January 2007
4.12.4 Emergency Shutdown System
January 2007
5.2 Insulation Space Nitrogen Control System
January 2007
4.12.5 Ship Shore Link
January 2007
5.3 Cofferdam Glycol Heating System
January 2007
4.12.6 Mooring Load Monitoring System
January 2007
5.3.1 Glycol Water Heater
January 2007
4.13 Relief Systems
January 2007
5.3.2 Cofferdam Heating System
January 2007
4.13.1 Cargo Tank Relief Valves
January 2007
5.4 Cargo Machinery F.W. Cooling System
January 2007
4.13.2 IBS & IS Relief Valves
January 2007
5.5 Ballast System
January 2007
4.13.3 Pipe Relief Valves
January 2007
5.6 Loading Computer
January 2007
5.6.1 ON-Line and OFF-Line Mode
January 2007
Illustration
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Issue 3
LNGC GRACE ACACIA
Item
Issue 1
Issue 2
Issue 3
Item
Issue 1
5.6.2 Software Configuration
January 2007
6.3.2 Cargo Lines Cool Down
January 2007
5.7.4 Operation of the Ship Manager Screen
January 2007
6.3.3 To Load Cargo with Vapour Return to Shore
January 2007
5.6.3 Explanation of the Ship Manager Screen
January 2007
6.3.4 Nitrogen Set-up during Loading
January 2007
5.7 Fuel Oil and Gas oil Systems
January 2007
6.3.5 De-Ballasting
January 2007
5.8 Steam Condensate System
January 2007
6.4 Loaded Voyage with Boil-Off Gas Burning
January 2007
5.9 Bilge and Scupper System
January 2007
6.4.1 Normal Boil-Off Gas Burning
January 2007
5.10 Instrument Air System
January 2007
6.4.2 Forced Boil-Off Gas Burning
January 2007
.5 Discharging with Gas Return from Shore
January 2007
Illustration
5.1a Temperature Sensors in Cofferdams
January 2007
6.5.1 Preparations for Unloading
January 2007
5.1b Temperature Sensors on Secondary Barrier Trunk Deck and Duct
January 2007
6.5.2 Liquid Line and Arm Cool Down before Discharging
January 2007
Keel
6.5.3 Discharging with Gas Return from Shore
January 2007
5.1c Cargo Tank Temperature
January 2007
6.5.4 Ballasting
January 2007
5.2a Insulation Space Nitrogen Control System
January 2007
6.6 Pre-Dry Dock Operations
January 2007
5.2b Barrier Space N2 Pressurisation Control
January 2007
6.6.1 Stripping and Line Draining
January 2007
5.3.1a Glycol Water Heater
January 2007
6.6.2 Tank Warm Up
January 2007
5.3.2a Cofferdam Heating System
January 2007
6.6.3 Inerting
January 2007
5.4a Auxiliary Fresh Water Cooling System
January 2007
6.6.4 Aeration
January 2007
5.5a Ballast System
January 2007
6.3.1 Preparations for Loading
January 2007
5.7a Fuel Oil and Gas oil Systems
January 2007
January 2007
5.8a Fuel Oil Heating and Cargo Steam System
January 2007
January 2007
5.9a Bilge System
January 2007
6.3.4 Nitrogen Set-up during Loading
January 2007
5.9b Bilge System
January 2007
6.3.5 De-Ballasting
January 2007
5.9c Scupper System
January 2007
January 2007
5.10a Compressed Air System
January 2007
January 2007
5.10b Inert Gas and Dry Air System
January 2007
January 2007
.5 Discharging with Gas Return from Shore
January 2007
Text
6.1 Post Dry Dock Operation
January 2007
January 2007
6.1.1. Procedure for Normal Insulation Space Inerting
January 2007
January 2007
6.1.2 Drying Cargo Tanks
January 2007
6.5.3 Discharging with Gas Return from Shore
January 2007
6.1.3 Inerting Cargo Tanks
January 2007
6.5.4 Ballasting
January 2007
6.1.4 Gassing-up Cargo Tanks
January 2007
January 2007
6.1.5 Cooling Down Cargo Tanks
January 2007
January 2007
6.2 Ballast Passage
January 2007
6.6.2 Tank Warm Up
January 2007
6.2.1 Cooling Down Tanks Prior to Arrival
January 2007
6.6.3 Inerting
January 2007
6.2.2 Spraying During Ballast Voyage
January 2007
6.6.4 Aeration
January 2007
6.3 Loading
January 2007
Illustration
January 2007
6.1.1a Insulation Space Inerting
January 2007
Issue 2
Issue 3
January 2007
LNGC GRACE ACACIA

Item
Issue 1
Issue 2
Issue 3
Item
Issue 1
6.1.2a Drying Cargo Tanks
January 2007
7.6.4 Drying and Inerting (No.2 Cargo Tank)
January 2007
6.1.1a Insulation Space Inerting
January 2007
7.6.5 Gassing-Up (No.2 Cargo Tank)
January 2007
6.1.2a Drying Cargo Tanks
January 2007
7.6.6 Cool Down (No.2 Cargo Tank)
January 2007
6.1.3a Inerting Cargo Tanks
January 2007
7.7 Ship to Ship Transfer
January 2007
6.1.4a Gassing-up Cargo Tanks (Stage-1)
January 2007
7.8 Jettisoning of Cargo
January 2007
6.1.4b Gassing-up Cargo Tanks (Stage-2)
January 2007
Illustration
6.1.5a Cooling Down Cargo Tanks
January 2007
7.1a Insulation Space Nitrogen Control System
January 2007
6.2.1a Cooling Down Tanks Prior to Arrival
January 2007
7.2a LNG Drain from Inter Barrier Space
January 2007
6.2.2a Cooling Down One Tank Prior to Arrival on Ballast Voyage
January 2007
7.3.a Water Drain from Insulation Space
January 2007
6.3.2a Cargo Lines Cool Down
January 2007
7.5a Emergency Cargo Pump Fitting Sequence
January 2007
6.3.3a Loading with Vapour Return to Shore
January 2007
7.3b Water Drain From Insulation Space
January 2007
6.3.4a Nitrogen Set-up During Loading
January 2007
7.6.1a Warm Up (No.2 Tank)
January 2007
6.3.5a De-Ballasting by Gravity
January 2007
7.6.2a Gas Freeing (No.2 Cargo Tank)
January 2007
6.3.5b De-Ballasting by Pump
January 2007
7.6.4a Drying (No.2 Cargo Tank)
January 2007
6.3.5c De-Ballasting by Eductor
January 2007
7.6.3a Aeration (No.2 Cargo Tank)
January 2007
6.4.1a Normal Boil-Off Gas Burning
January 2007
7.6.4b Inerting (No.2 Cargo Tank)
January 2007
6.4.2a Forced Boil-Off Gas Burning
January 2007
7.6.5a Gassing-Up (No.2 Cargo Tank)
January 2007
6.5.1a Inerting Manifold Connections
January 2007
7.6.6a Cool Down (No.2 Cargo Tank)
January 2007
6.5.2a Liquid Line and Arm Cool Down before Discharging
January 2007
Text
6.5.3a Discharging with Gas Return from Shore
January 2007
8.1 Fire and Deck Wash System
January 2007
6.5.3b Discharging without Gas Return from Shore
January 2007
8.2 Water Spray System
January 2007
6.5.4a Ballasting
January 2007
8.3 Dry Powder System
January 2007
6.6.1a Stripping
January 2007
8.4 CO2 System
January 2007
6.6.1b Drainage of Cross-over Piping
January 2007
8.5 Fire Detection System
January 2007
6.6.1c Typical Section for Cross-over Piping
January 2007
8.5.1 Fire Alarm System
January 2007
6.6.2a Tank Warm Up
January 2007
8.5.2 Fire Alarm Detector
January 2007
6.6.3a Inerting
January 2007
8.6 Quick Closing Valves and Fire Dampers System
January 2007
6.6.4a Aeration
January 2007
8.7 Emergency Escape from E/R
January 2007
Text
Issue 2
Issue 3
Illustration
7.1 Vapour Leakage
January 2007
8.1a Fire and Deck Wash System
January 2007
7.2 Liquid Leakage
January 2007
8.2a Water Spray System
January 2007
7.3 Water Leakage to Barrier Space
January 2007
8.2b Water Spray System
January 2007
7.4 Fire and Emergency Breakaway
January 2007
8.3a Dry Powder System
January 2007
7.5 Emergency Cargo Pump Installation
January 2007
8.3b Dry Powder System
January 2007
7.6 One Tank Operation
January 2007
8.4a CO2 System for Cargo Area
January 2007
7.6.1 Warm Up (No.2 Cargo Tank)
January 2007
8.7a Emergency Escape from Engine Room
January 2007
7.6.3 Aeration (No.2 Cargo Tank)
January 2007
7.6.2 Gas Freeing (No.2 Cargo Tank)
January 2007
LNGC GRACE ACACIA

2. General
4. Description
Although the ship is supplied with Shipbuilders plans and manufacturers

instruction books, there is no single handbook which gives guidance on
operating complete systems.
The concept of this Cargo Operating Manual is based on the presentation of

operating procedures in the form of one general sequential chart (algorithm)
which gives a step-by-step procedure for performing operations.
The manual consists of introductory sections which describe the systems and
equipment fitted and their method of operation related to a schematic diagram
where applicable. This is then followed where required by detailed operating
procedures for the system or equipment involved.
The purpose of this manual is to fill some of the gaps and to provide the ships
officers with additional information not otherwise available on board. It is
intended to be used in conjunction with the other plans and instruction books
already on board and in no way replaces or supersedes them.
In addition to containing detailed information on the machinery and related
systems, the machinery manual provided by each vendor contains safety
procedures and procedures to be observed in emergencies and after accidents.
Used in conjunction with the SMS MANUAL, this information is designed to
ensure the safe and efficient operation of the ship. Quick reference to the relevant
information is assisted by division of the manual into Parts and Sections, detailed
in the general list of contents on the preceding pages.
Reference is made in this book to appropriate plans or instruction books.
For other information refer to:
1) Books and Publications contained in the SMS Directory
2) SMS Manual
In many cases the best operating practice can only be learnt by experience.
Where the information in this manual is found to be inadequate or incorrect,
details should be sent to HHI so that revisions may be made to manuals of other
ships of the same class.
3. Safe Operation
The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping and are
detailed in the various manuals available onboard. However, records show that
even experienced operators sometimes neglect safety precautions through over
familiarity and the following basic rules must be remembered at all times.
1) Never continue to operate any machine or equipment which appears to be
potentially unsafe or dangerous and always report such a condition
immediately.
2) Make a point of testing all safety equipment and devices regularly.
3) Never ignore any unusual or suspicious circumstances, no matter how
trivial. Small symptoms often appear before a major failure occurs.
4) Never underestimate the fire hazard of petroleum products, whether fuel
oil or cargo vapour.
5) Never start a machine remotely from the control room without checking
visually if the machine is able to operate satisfactorily.
In the design of equipment and machinery, devices are included to ensure that as
far as possible in the event of a fault occurring, whether on the part of the
equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If these safety devices are
neglected, the operation of any machine is potentially dangerous.
The overview of machinery operations consists of a basic operating algorithm

which sets out the procedure for operations, from preparing the plant for
operation from dead ship condition, to shutting down the plant in readiness for
dry dock. The relevant illustration and operation section number is located on the
right hand side of each box.
Each machinery operation consists of a detailed introductory section which
describes the objectives and methods of performing the operation, related to the
appropriate flow sheet which shows pipelines in use and directions of flow
within the pipelines.
Details of valves which are OPEN during the different operations are provided in
the text for reference.
5. Illustrations
All illustrations are referred to in the text and are located either within or above
the text where sufficiently small, so that both the text and illustration are
accessible when the manual is laid face up. When text concerning an illustration
covers several pages, the illustration is duplicated above each page of text.
Where flows are detailed in an illustration these are shown in colour. A key of all
colours and line styles used in an illustration is provided on the illustration.
Details of colour coding used in the illustrations are given in the colour scheme.
Symbols given in the manual adhere to international standards and keys to the
symbols used throughout the manual are given on the following pages.
6. Notices
The following notices occur throughout this manual:
WARNING
Warnings are given to draw readers attention to operations where danger to life
or limb may occur.
CAUTION
Cautions are given to draw readers attention to operations where danger to life
or limb may occur.
NOTE
Notes are given to draw readers attention to points of interest or to supply
supplementary information.
LNGC GRACE ACACIA

Trading Area
The vessel is designed to meet the ship/shore compatibility in following LNG
terminals for this size of size of vessel as far as practicable.
Discharging Terminals
- Chita L-1/L-2, Japan
- Futtsu, Japan
- Himeji, Japan
- Kawagoe, Japan
- Higashi, Ogishima, Japan
- Niigata, Japan
- Ohgishima, Japan
- Senboku 2-1 & 2-2, Japan
- Yokkaichi, Japan
- Yung An, Taiwan
- Lake Charles, USA
- Cove Point, USA
- Penuelas, Puerto Rico
- Montoir ( Upstream & Downstream Berths), France
- Revithousa, Greece
- Inchon No.1 & 2 Korea
- Pyeong-Taek No.1 & 2, Korea
- Tongyeong, Korea
- Zeebrugge, Belgium
- Marmara Ereglisi, Turkey
Loading Terminals
-
Ras Laffan No.1 & 2, Qatar

Qalhat, Oman
Withnellbay, Australia
Bintult No.1,2 & 3 Bertha
Das Island, U.A.E
Arzew, Algeria
Berthioua, Algeria
Point Fortin, Trinidad and Tobago

The following items shall be considered in the design criteria of the vessel at the
above listed LNG terminals.
- Mooring force calculation, layout and including fender reaction force
- Parallel middle body with fender contact area matching in ships
condition
- Working range of loading & discharging arm ( high and low), and
envelope, with detailed arrangement
- Ship/shore communication (including Optical Fiber Data Link)
- Emergency shutdown system
- Fire Fighting
- Storage and crane, etc
- Breasting Dolphin(BD) layout including equipment
- Mooring Dolphin(MD) lay out including equipment
- Alongside of terminals (Port and Starboard side)
- Tidal level(high and low) of terminal
- Other information of terminals (Depth of water, Weather criteria, etc.)
- Any special navigation or working light requirement on the ship)
According to the SIGTTO Port information, the size of vessel does not meet the
Port requirement for the following LNG terminals.
Discharging Terminals
- Negishi, Japan
- Oita, Japan
- Yanai, Japan
- Huelva, Spain
- Cartagena, Spain
- Barcelona, Spain
- Sines, Portugal
- Elba Island, USA
- Porto Levante, Italy
- Dahej, India
- Dabhol, India
- Ismir, Turkey
- Aliaga, Turkey
Loading Terminals
- Bontang No.1,2 & 3 Berths
Trading Area
LNGC GRACE ACACIA

Operating Requirements
Cargo information (IGC Code 18.1)
1. Information should be on board and available to all concerned, giving the
necessary data for the safe carriage of cargo. Such information should include
for each product carried:
(1) A full description of the physical and chemical properties necessary for
the safe containment of the cargo;
(2) Action to be taken in the event of spills or leaks;
(3) Counter-measures against accidental personal contact;
(4) Fire-fighting procedures and fire-fighting media;
(5) Procedures for cargo transfer, gas-freeing, ballasting, tank cleaning and
changing cargoes;

Personnel training (IGC Code 18.3)
1. Personnel involved in cargo operations should be adequately trained in
handling procedures.
2. All personnel should be adequately trained in the use of protective equipment
provided on board and have basic training in the procedures, appropriate to
their duties, necessary under emergency conditions.
3. Officers should be trained in emergency procedures to deal with conditions of
leakage, spillage or fire involving the cargo, and a sufficient number of them
should be instructed and trained in essential first aid for cargoes carried.
Entry into spaces (IGC Code 18.4)
1. Personnel should not enter cargo tanks, hold spaces, void spaces, cargo
handling spaces or other enclosed spaces where gas may accumulate, unless:
(1) The gas content of the atmosphere in such space is determined by means
of fixed or portable equipment to ensure oxygen sufficiency and the
absence of toxic atmosphere; or
(6) Special equipment needed for the safe handling of the particular cargo;
(7) Minimum allowable inner hull steel temperatures; and
(2) Personnel wear breathing apparatus and other necessary protective

equipment and the entire operation is under the close supervision of a
responsible officer.
(8) Emergency procedures.

2. Products required to be inhibited should be refused if the certificate required
by 1708. is not supplied.
3. A copy of this Chapter or national regulations incorporating the provisions of
this Chapter should be on board every ship covered by this Chapter.
Compatibility (IGC Code 18.2)
1. The master should ascertain that the quantity and characteristics of each
product to be loaded are within the limits indicated in the International
Certificate of Fitness for the Carriage of Liquefied Gases in Bulk and in the
Loading and Stability Information booklet provided for in 202. 5 and that
products are listed in the International Certificate of Fitness for the Carriage
of Liquefied Gases in Bulk as required under Sec 3 of the Certificate.
2. Care should be taken to avoid dangerous chemical reactions if cargoes are
mixed. This is of particular significance in respect of:
(1) Tank cleaning procedures required between successive cargoes in the
same tank; and
(2) Simultaneous carriage of cargoes which react when mixed. This should be
permitted only if the complete cargo systems including, but not limited to,
cargo pipework, tanks, vent systems and refrigeration systems are
separated as defined in 106. 32.
2. Personnel entering any space designated as gasdangerous on a ship carrying

flammable products should not introduce any potential source of ignition into
the space unless it has been certified gas-free and is maintained in that
condition.
3. (1) For internal insulation tanks, special fire precautions should be taken in the
event of hot work carried out in the vicinity of the tanks. For this purpose,
gas absorbing and deabsorbing characteristics of the insulation material
should be taken into account.
(2) For internal insulation tanks, repairs should be carried out in accordance
with the procedures provided for in 404. 7 (6).
Protective equipment (IGC Code 18.6)

Personnel should be made aware of the hazards associated with the cargo being
handled and should be instructed to act with care and use the appropriate
protective equipment as mentioned in 1401. during cargo handling.
Systems and controls (IGC Code 18.7)
Cargo emergency shutdown and alarm systems involved in cargo transfer should
be tested and checked before cargo handling operations begin. Essential cargo
handling controls should also be tested and checked prior to transfer operations.
Cargo transfer operations (IGC Code 18.8)
1. Transfer operations including emergency procedures should be discussed
between ship personnel and the persons responsible at the shore facility prior
to commencement and communications maintained throughout the transfer
operations.
2. The closing time of the valve referred to in 1303.1 (i.e. time from shutdown
signal initiation to complete valve closure) should not be greater than:
3,600U
LR
(sec)
where:
U = ullage volume at operating signal level (m3)
LR = maximum loading rate agreed between ship and shore
facility (m3/h).
The loading rate should be adjusted to limit surge pressure on valve closure to
an acceptable level taking into account the loading hose or arm, the ship and
the shore piping systems where relevent.
Carriage of cargo at low temperature (IGC Code 18.5)

1. When carrying cargoes at low temperatures:
(1) If provided, the heating arrangements associated with cargo containment
systems should be operated in such a manner as to ensure that the
temperature does not fall below that for which the materials of the hull
structure is designed;
(2) Loading should be carried out in such a manner as to ensure that
unsatisfactory temperature gradients do not occur in any cargo tank,
piping, or other ancillary equipment; and
(3) When cooling down tanks from temperatures at or near ambient, the cooldown procedure laid down for that particular tank, piping and ancillary
equipment should be followed closely.
Operating Requirements
LNGC GRACE ACACIA

Cargo Machinery Symbols and Colour Scheme
Symbol
Description
Symbol
Crossing Pipe, Not Connected

Crossing Pipe, Connected
Flexible Hose
Sliding Type Expansion Joint
Sleeve Type Expansion Joint
Description
Symbol
Symbol
Description
Description
Hose Globe Valve
Float Type Air Vent Head Without Fire Screen
Hose Angle Valve
Float Type Air Vent Head With Fire Screen
Pressure Reducing Valve
Filling Cap
Three Way Valve
Sounding Head With Cap (Deck Stand Type)
Three Way Cock
Sounding Head with Self Closing Valve
Three Way Control Valve
Rose Box
Ball Valve
Mud Box
Solenoid Valve
Box Type Strainer
Expansion Bend
Bellows type Expansion Joint
Blank Flange
Spectacle Flange
Air Motor Operated Valve
Orifice
M
Cast Steel or Duct Cast Iron
Colour
Description
LNG Liquid
LNG Spray
LNG Vapour
Inert Gas
Superheated Steam
De-superheated Steam
Nitrogen
Electric Motor Operated Valve
Y-type Strainer
Reducer
Pressure Control Valve
Steam Trap
Spool Piece
Manual Operated Butterfly Valve
Steam Trap With Strainer
Globe Angle
Hydraulic Remote Operated Butterfly Valve
Hand Pump
Angle Valve
Pneumatic Remote Operated Butterfly Valve
Ejector, Eductor
Hydraulic Cylinder Type Actuator
Drain Hold With Plug
Pneumatic Cylinder Type Actuator
Oil Coaming
Intermediate Position Control Valve Actuator
Suction Bellmouth
Auto Control Valve Actuator
Open Scupper
Surface Valve
Scupper for Indoor Part
Condensate/Distilled Water
Vapour Control Valve
Electric Motor Driven Pump
Compressed Air
Hand Operated
Pressure Gauge
Deck Stand
Compound Gauge
Self Closing Valve (Angle)
Manual Hydraulic Operated Deck Stand
Flow Meter
Gate Valve (Sluice)
Goose Neck Air Vent Pipe
Sight Glass
Center Flange
Screw Down Non-return Valve (Globe)

Screw Down Non-return Valve (Angle)
Lift Check Valve (Globe)
Lift Check Valve (Angle)
Swing Check Valve
Flap Check Valve
Relief Valve (Globe)
Relief Valve (Angle)
Self Closing Valve (Globe)
10
Lubricating Oil
Heavy Fuel Oil
Glycol Water
Sea Water
Fresh Water
Hydraulic Oil
Diesel Oil
Bilge
Sludge & Waste Oil
Fire Sea Water
Symbols and Colour Scheme
LNGC GRACE ACACIA

Abbreviations
CARGO/CONTROL
DP
DIFFERENTIAL PRESSURE
GW
GLYCOL WATER
CAS
CASCADE
DV
DRAIN VALVE
HIGH/HOUR
AIR
CIRC
CIRCULATING
DW
DISTILLED WATER/DRINKING WATER
HD
HIGH DUTY
A/B
ABOVE BASE LINE
CO
CHANGE-OVER
DWG
DRAWING
HDR
HEADER
ABNORMAL
CAB
CABINET
DRN
DRAIN
HFO
HEAVY FUEL OIL
ABS
ABSOLUTE
CCR
CENTRAL CONTROL ROOM
DRV
DRIVE, DRIVING
HH
HIGH-HIGH
ACB
AIR CIRCUIT BREAKER
C/D
COFFERDAM
DSHTR
DESUPERHEATER
HLA
HIGH LEVEL ALARM
ACC
AUTOMATIC COMBUSTION CONTROL
CENT
CENTRAL/CENTRIFUGAL
ECDIS
ELECTRONIC CHART DISPLAY &
HORI
HORIZONTAL
ACCOMMODATION.
CFW
COOLING FRESH WATER
INFORMATION SYSTEM
HP
HIGH PRESSURE
AC/H
AIR CHANGES PER HOUR
CH-VR
CHANGE-OVER
EGE
EXHAUST GAS ECONOMIZER
HPT
HIGH PRESSURE TURBINE
ACK
ACKNOWLEDGE
CIRC
CIRCULATING
EDSHTR
EXTERNAL DESUPERHEATER
HSE
HEALTH SAFETY AND THE ENVIRONMENT
ACT
ACTIVATE
CL
CLOSE
EER
ELECTRIC EQUIPMENT ROOM
HSC
HIGH SEA CHEST
ADJ
ADJUST
CLASS
CLASSIFICATION SOCIETY
ELE.
ELECTRIC
HR
HOUR
ADV
ADVANCE
CLR
COOLER
ELEV
ELEVATOR
H/T
HIGH TEMPERATURE
A/E
AUXILIARY ENGINE
CRT
CATHODE RAY TUBE
EMCY
EMERGENCY
HTR
HEATER
AFT
AFTER
CNR
CORNER
EMR
ELECTRIC MOTOR ROOM
HVAC
HEATING VENTILATION AND AIR CONDITIONING
AHD
AHEAD
CO2
CARBON DIOXIDE
ENG
ENGINE
HYD
HYDRAULIC
AI
ANALOG INTPUT
C/D
COFFERDAM
E/R
ENGINE ROOM
INDICATOR
ALM
ALARM
COMP
COMPRESSOR
E.R.W
ELECTRIC RESISTANCE WELDING PIPE
IAS
INTERGRATED AUTOMATIC SYSTEM
AM
APPLICATION MODULE
COND
CONDENSATE/CONDENSER
ESBD
EMERGENCY SWITCHBOARD
IBS
INTER BARRIER SPACE
ANG
ANGLE
CONN
CONNECTION
ECR
ENGINE CONTROL ROOM
IG
INERT GAS
AO
ANALOG OUTPUT
CONT
CONTROL
ESB
EMERGENCY SWITCHBOARD
IGG
INERT GAS GENERATOR
APPROX
APPROXIMATELY
COOL.
COOLING
ESD
EMERGENCY SHUT DOWN
IGV
INLET GUIDE VANE
APT
AFT PEAK TANK
CP
CONTROL PANEL
ESDS
EMERGENCY SHUT DOWN SYSTEM
IN
INLET
ASTERN
CPP
CONTROLLABLE PITCH PROPELLER
EXH
EXHAUST
INCIN
INCINERATOR
ATM
ATMOSPHERE
CSB
CARGO SWITCHBOARD
EXP
EXPANSION
IND
INDICATION
ATOM
ATOMISING
CSBD
CARGO SWITCH BOARD
EXT
EXTENSION
INH
INHIBIT
AUTO
AUTOMATIC
CSL
CONSOLE
FCV
FLOW CONTROL VALVE
INSUL
INSULATION
AUXILIARY
CST
CENTISTOKES
FDB
FORWARD DEEP BALLAST
IR
INFRA-RED
BASE
CSW
COOLING SEA WATER
FDF
FORCED DRAFT FAN
IGG
INERT GAS GENERATOR
B/L
BALLAST/LADEN
CTS
CUSTODY TRANSFER SYSTEM
FG
FUEL GAS
ILLC
INTERNATIONAL CONVENTION ON LOAD LINES
B/T
BOW THRUSTER
CUR
CURRENT
FLG
FLOAT LEVEL GAUGE
IMO
INTERNATIONAL MARITIME ORGANIZATION
BALLAST
CYL
CYLINDER
FM
FROM
IRD
INTERNATIONAL RESEARCH DEVELOPMENT
BATT
BATTERY
DUMP
FO
FUEL OIL
IS
INSULATION SPACE
BGB
BOILER GAUGE BOARD
DB
DOUBLE BOTTOM/DISTRIBUTION BOARD
FPT
FORE PEAK TANK
ISO
ISOLATING
BHT
BILGE HOLDING TANK
DBT
DOUBLE BOTTOM TANK
FRP
FIBER REINFORCED PLASTIC
IWRC
INDEPENDENT WIRE ROPE CORE
BULKHEAD
D/A
DEAERATOR
FW
FRESH WATER
JIS
JAPANESE INDUSTRIAL STANDARD
BLG
BILGE
DEL
DELIVERY
FWC
FEED WATER CONTROL
JSRA
SHIPBUILDING RESEARCH ASSOCIATION OF
BLK
BLOCK
DET
DETECTOR/DETECTION/ DETAIL
FWD
FORWARD
BLR
BOILER
D/G
DIESEL GENERATOR
FWE
FINISHED WITH ENGINE
kg/cm G
BLWR
BLOWER
DGPS
DIFFERENTIAL GLOBAL POSITIONING
GA
GENERAL ARRANGEMENT
KS
KOREAN INDUSTRIAL STANDARD
SYSTEM
GACP
GENERATOR AUTO CONTROL PANEL
LOW/LEVEL/LITRE
ABNOR
ACCOM
AST
AUX
BA
BHD
JAPAN
2
BMS
BURNER MANAGEMENT SYSTEM
BNR
BURNER
DI
DIGITAL INPUT
GALV
GALVANIZED
LBP
LENGTH BETWEEN PERPENDICULARS
BO/WU
BOIL OFF / WARM-UP
DIAM
DIAMETER
GC
GLASS CLOTH
LCV
LEVEL CONTROL VALVE
BOIL-OFF GAS
DIA
DIAMETER
GE
GENERATOR ENGINE
LD
LOW DUTY
BRG
BEARING
DIFF
DIFFERENTIAL
GEN
GENERATOR
LDO
LIGHT DIESEL OIL
BW
BILGE WELL
DISCH
DISCHARGE
GMS
GAS MANAGEMENT SYSTEM
LG
LEVEL GAUGE
BWC
BRIDGE WING CONSOLE
DK
DECK
GRP
GLASS REINFORCED PLASTIC
LIQ
LIQUID
BALLAST WATER LINE
DMCR
DERATE MAXIMUM CONTINUOUS RATING
G/S
GENERAL SERVICE
LL
LOW-LOW
BUZZER
DO
DIESEL OIL/DIGITAL OUTPUT
GTT
GAZ TRANSPORT & TECNIGAZ
LLA
LOW LEVEL ALARM/LOW-LOW ALARM
BOG
BWL
BZ
11
Abbreviation
LNGC GRACE ACACIA

LNG
LIQUEFIED NATURAL GAS
OVBD
OVERBOARD
SEL
SELECT
TYP
TYPICAL
LO
LUBRICATION OIL
OVFL
OVERFLOW
SEPTR
SEPARATOR
TX
TEMPERATURE TRANSMITTER
LOA
LENGTH OVER ALL
OVLD
OVERLOAD
SEQ
SEQUENCE
UPP
UPPER
LP
LOW PRESSURE
OVRD
OVERRIDE
SERV
SERVICE
UPS
UNINTERRUPTED POWER SUPPLY
LPT
LOW PRESSURE TURBINE
PRESSURE/PRIMARY/PORT
SETT
SETTLING
VOLTAGE/VALVE
LS
LEVEL SWITCH
PB
PUSH BUTTON
S/G
STEERING GEAR
VAP
VAPOUR
LSC
LOW SEA CHEST
PCV
PRESSURE CONTROL VALVE
SHP
SHAFT HORSE POWER
VDR
VOYAGE DATA RECORDER
LT
LOW TEMPERATURE
PD
PIPE DUCT
SHTR
SUPERHEATER
VDU
VISUAL DISPLAY UNIT
LTG
LIGHTING
PI
PRESSURE INDICATOR
SIGTTO
SOCIETY OF INTERNATIONAL GAS TANKER
VIB
VIBRATION
LVL
LEVEL
PID
PROPORTIONAL INTEGRATE DERIVATIVE
& TERMINAL OPERATION
VISC
VISCOSITY
L.W.L
LOW WATER LINE
PST
PISTON
SMLS
SEAMLESS
VL
VERY LOW
LWR
LOWER
PKG
PACKAGE
SNAME
SOCIETY OF NAVAL ARCHITECTS AND
VPR
VAPOUR
MACH
MACHINERY
PMS
POWER MANAGEMENT SYSTEM
MARINE ENGINEERS
VRC
VALVE REMOTE CONTROL
MAN
MANUAL
PNL
PANEL
SOL
SOLENOID
V/V
VALVE
MANI
MANIFOLD
POS
POSITION
SOLAS
MARVS
MAXIMUM ALLOWABLE RELIEF VALVE
P/P
PUMP
SETTING
PRESS
PRESSURE
MAIN BOILER
PRI
M/B
INTERNATIONAL CONVENTION FOR SAFETY
WTR
WATER
OF LIFE AT SEA
W/H
WHEELHOUSE
SP
SPACE/SET POINT
WHC
WHEELHOUSE CONSOLE
PRIMARY/PRIMING
SPR
SPRAY
WIND
WINDING
MBL
MINIMUM BREAKING LOAD
PROV
PROVISION
ST
START
WO
WASTE OIL
MCR
MAXIMUM CONTINUOUS RATING
PSU
POWER SUPPLY UNIT
S/T
STERN TUBE
WS
WORKSHOP
M/E
MAIN ENGINE
PURI
PURIFIER
STBD
STARBOARD
WU
WARM UP
MFWPT
MAIN FEED WATER PUMP TURBINE
PURIF
PURIFIER
STBY
STAND-BY
CROSS/TRANSMITTER
MG
MASTER GAS
PV
PROCESS VALUE
STC
STEAM TEMPERATURE CONTROL
MGPS
MARINE GROWTH PREVENTING SYSTEM
PVC
POLYVINYL CHLORIDE
STM
STEAM
MID
MIDDLE
PWR
POWER
STOR
STORAGE
MIN
MINIMUM
PX
PRESSURE TRANSMITTER
STR
STARTER/STRAINER/STRAIGHT
MSB
MAIN SWITCHBOARD
QTY
QUANTITY
STRG
STEERING
MSBD
MAIN SWITCHBOARD
REDUNDANT
SUC
SUCTION
MSBR
MAIN SWITCHBOARD ROOM
RECIRC
RECIRCULATING
SUP
SUPPLY
MT
MAIN TURBINE
REG
REGULATOR
SV
SOLENOID VALVE
MT.
METRIC TONNES
REM
REMOTE
SVB
SOLENOID VALVE BOX
MTH
METRES IN HEIGHT
REV
REVERSE
SW
SEA WATER/SWITCH
MTR
MOTOR
RM
ROOM
SWBD
SWITCHBOARD
MV
MAGNETIC VALVE
RPB
REMOTE PUSH BUTTON
SWL
SAFETY WORKING LOAD
N2
NITROGEN
RPM
REVOLUTIONS PER MINUTE
SYN
SYNCHRONIZE
NAV
NAVIGATION
RTN
RETURN
SYS
SYSTEM
NCR
NORMAL CONTINOUS RATING
RVI
ROTOR VIBRATION INDICATION
TAL
TEMPERATURE ALARM LOW
NIM
NETWORK INTERFACE MODULE
RW
ROCK WOOL
TC
TURBOCHARGER/THERMOCOUPLE
NO.
NUMBER
SECONDARY/ STARBOARD
T/C
TURBO CHARGER
NOM.
NOMINAL
SBT
SEGREGATED BALLAST TANK
TCV
TEMPERATURE CONTROL VALVE
NOR
NORMAL
SEC
SECOND
TEMP
TEMPERATURE
NPSH
NET POSITIVE SUCTION HEAD
SEQ
SEQUENCE
T/G
TURBO GENERATOR
NZL
NOZZLE
S/S
SHIP SIDE
THK
THICKNESS
OBS
OBSERVATION
S/T
STERN TUBE
THR
THRUSTER
O/C
OPEN/CLOSE
SAH
STEAM AIR HEATER
TI
TEMPERATURE INDICATOR
OCIMF
OIL COMPANIES INTERNATIONAL MARITIME
SAL
SALINITY
TIAL
TEMPERATURE INDICATOR ALARM LOW
FORUM
SB
SOOT BLOWER
TK
TANK
O2
OXYGEN
SC
SEA CHEST
TPS
TANK PROTECTION SYSTEM
OMD
OIL MIST DETECTOR
SDC
STEAM DUMP CONTROL
TRB
TROUBLE
OP
OPEN/OUTPUT
SEC
SECONDARY
TSWT
TOP SIDE WING TANK
12
Abbreviation
LNGC GRACE ACACIA

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 Cargo Valve Check List ..........................................................1 - 5
1.1.4 Maker List...............................................................................1 - 6
1.1.5 General Arrangement..............................................................1 - 9
1.1.6 Ship Gangway Position.........................................................1 - 10
1.1.7 Tanks and Capacity Plan....................................................... 1 - 11
1.2 Classification, Rules and Regulations..............................................1 - 13
1.3 Design Concept of the Cargo System ..............................................1 - 15
1.3.1 Cargo Containment System Principle ...................................1 - 15
1.3.2 Membrane Cargo Containment.............................................1 - 23
1.3.3 Deterioration or Failure ........................................................1 - 25
1.4 Hazardous Areas and Gas Dangerous Zone.....................................1 - 27
Illustration
1.3.1a Cargo Tank Lining Reinforcement..............................................1 - 14
1.3.1b Cargo Tank General ....................................................................1 - 18
1.3.2a Construction of Containment System .........................................1 - 19
1.3.2b Construction of Containment System Flat Area ......................1 - 20
1.3.2c Construction of Containment System Corner Part 1 ................1 - 21
1.3.2d Construction of Containment System Corner Part 2................1 - 22
1.4a Hazardous Areas and Gas Dangerous Zone ...................................1 - 26
Part 1
Design Concept of the Vessel
Part 1 Design Concept of the Vessel
LNGC GRACE ACACIA

1.1 Principal Particulars
1.1.1 Principal Particulars of the Ship
Shipbuilder:
Yard Number:
Ship Name:
Delivery Date:
Nationality:
Call Sign:
Inmarsat-C I.D.:
Type of Cargo:
Type of Ship:
Stem:
Stern:
Navigation:
Freeboard Type:
Classification:
HHI-MHI
MS 40-2
Cross Compound Marine Steam
Turbine.
MCR 40,000 PS x 88 RPM
NCR 36,100 x 85 RPM
5.88 MpaG, 510 C
1
Output:
Hyundai Heavy Industries Ulsan Shipyard

Republic of Korea
1728
GRACE ACACIA
2007.02.06
Bahamas
C6UU9
764682894
764682895
764682896
764682897
LNG
150,000 m3 class Mark Membrane LNG carrier
Bulbous Bow and Raked Stem
Transom
Foreign going
A
Lloyds Register, +100A1 Liquefied Gas Tanker,
Shiptype 2G (-163C, 500kg/m3, 0.25barG) IWS,
ShipRight (SDA,FDAplus,CM), +LMC, UMS, ICC,
NAV1, IBS, SCM, EP, LI, BWMP(S), TCM, with
descriptive note pt HT steel
Length Overall:
Length Between Perpendiculars:
Breadth Moulded:
Depth Moulded:
Draft Design:
Scantling Draft:
Cargo Tank Capacity:
Cargo Tank Safety Valve:
Inter Barrier Space Safety Valve:
Insulation Space Safety Valve:
Main Engine Type:
MCR:
NCR:
Main Steam Turbine

Maker:
Model:
Type:
288 m
275 m
44.2 m
26.0 m
11.35 m
12.35 m
149,730 m3
25 kPa
3 kPa
3.5 kPa
HHI-MHI MS40-2
40,000 SHP x 88 RPM
36,000 SHP x 85 RPM
Steam:
No. of set:
Main Boiler
Maker:
Model:
Type:
Max. Evaporation:
Nor. Evaporation:
Steam:
No. of sets:
Mitsubishi Heavy Ind. Ltd

MB-4E-KS
Two Drum Water Tube.
70,000 kg/h
52,000 kg/h
6.03 MPa, 515 C
2
Generator Turbine
Maker:
Model:
Type:
Steam:
Turbine rated speed:
Generator output & speed:
No. of sets:
Shinko Ind. Ltd.

RG92-2
Multi-Stage Impulse
5.88 MPa, 510 C
8,145 RPM
3850 kW (4313KVA), 1800 RPM
2
Diesel Generator Engine

Maker:
Model:
Type:
Generator speed:
No. of set:
HHI-EMD
7L 27/38
4 Stroke, Trunk Piston type
720 RPM
1
Emergency Generator Engine

Maker:
Model:
Generator output & speed:
No. of set:
Voltage :
Cummins
KTA38
850 kW, 1062.5 kVA at p.f. 0.8
1
3 x 450V
Steering Gear
Maker:
Type:
Capacity:
No. of set:
ROLLS-ROYCE
Vane
3500KN-M (at 35 deg.)
1
Main Sea Water Circ. Pump

Maker:
Model:
Type:
Capacity x Total head:
Motor output & speed:
No. of set :
Shinko Ind. Ltd.

CVF850M
Vertical, single stage Centrifugal
6,000/4,500 M3/H x 5/8 MTH
150 kW / 400 RPM
1
Aux. Sea Water Circ. Pump

Maker:
Model:
Type:
No. of set :
Shinko Ind. Ltd.

CVF850LM
6,000/4,500 M3/H x 5/8 MTH
150 kW / 400 RPM
1
Main Cooling Sea Water Pump

Maker:
Model:
Type:
No. of sets :
Shinko Ind. Ltd.

SVS400M
1200 m3/h x 21 MTH
110kW / 1200 RPM
2
Central Cooling F. W Pump

Maker:
Model:
Type:
No. of sets :
Shinko Ind. Ltd.

SVS350M
1100 m3/h x 30 MTH
132kW / 1800 RPM
2
Ballast Pump
Maker:
Model:
Type:
No. of sets:
Shinko Ind. Ltd.

GVD500-3M
3000 m3/h x 30 m
355 kW / 1200 RPM
3
Bilge, Fire & G.S. Pump

Maker:
Model:
Type:
No. of sets:
1-1
Shinko Ind. Ltd.

RVP200-2MS
Vertical, Centrifugal electric motor,
two speed with self priming
240 m3/h x 45 m
150 m3/h x 100 m
110 kW / 1800 RPM
2
LNGC GRACE ACACIA

Emcy Fire Pump
Maker:
Type:
Model:
Rated out-put:
Number of sets:
Shinko Ind. Ltd.

Vertical centrifugal, electric motor
driven with self priming
RVP160-2MS
72 m3/h x 110 m x 55kW
1
Water Spray Pump

Maker:
Model:
Type:
Capacity Total head:
No. of set:
Shinko Ind. Ltd.

KV300K
Vertical Centrifugal
850 m3/h x 110 m
400 kW / 1800 RPM
1
F.W Generator
Maker:
Model:
Type:
Capacity:
Max. salinity:
No. of sets:
Alfa-Laval Korea
VSP-36-C125CC / VSP-36-125SWC
Cond. Water Cooled(VSP-C25CC)
S.W. Cooled(VSP-C125SWC)
60 ton/day per unit
1.5 PPM
2
Control & G.S Air Compressor

Maker:
Type:
Capacity:
No. of sets:
ATLAS COPCO
M.D. Rotary Screw, F.W Cooled
350 m3/h x 0.9MPa
2
Starting Air Compressor

Maker:
Type:
Capacity:
No. of sets:
JONGHAP PNEUTEC
M.D. 2 Stage reciprocating, Air
Cooled
25 m3/h x 2.5 MPa
2
Windlass
Maker:
Type:
No. of sets:
Rolls-Royce
LBFM41,100
2
Mooring Winch
Maker:
Type:
No. of sets:
Rolls-Royce
LW. M22. 030
5
Capstan
Maker:
Type:
No. of sets:
Jung-A Marine Co., Ltd

Air.Motor Driven Type
4
Provision Crane
Maker:
Type:
Capacity:
No. of sets:
TTS Marine ASA

GP 150-5-17
SWL 5T at 17m
2
Hose Handling Crane

Maker:
Type:
No. of sets:
TTS Marine ASA

GP 400-10-25
2
Anchor
Maker:
Weight:
No. of sets:
Kum Hwa Cast Steel

12,675 kg
3
Anchor Chain Cable

Maker:
Dimension:
No. of set:
DaiHan
100 mm x 742.5m
1
Fire wire reel

Maker:
Type:
No. of sets:
Jung-A Marine Co., Ltd.

Air motor driven
2
1-2
LNGC GRACE ACACIA

1.1.2 Principal Particulars of Cargo Machinery
Main Cargo Pump
Maker:
Model:
Capacity:
Shaft power:
Efficiency:
Minimum flow:
Design pressure:
Design temperature:
No. of sets:
Shinko
SM350
1,800 m3/h x 155 MLC
469kW
81%
720 m3/h
1 MPaG
-163 C
8 (2 per each cargo tank)
Emergency Cargo Pump

Maker:
Model:
Capacity:
Shaft power:
Efficiency:
Minimum flow:
Design Pressure:
Design temperature:
No. of set:
Shinko
SMR200
550 m3/h x 155 MLC
161 kW
72 %
220 m3/h
1 MPaG
-163 C
1
Motor
Manufacturer:
Rated output:
Synchronous speed:
Electric power source:
Starting & Rated current:
Starting method:
Number of poles:
Shinko
575kW
1800 RPM
AC 6600 V / 60Hz
400A / 66 A
Soft start or Direct on line
4
Motor
Manufacturer:
Rated output:
Synchronous speed:
Starting Method:
Number of Poles:
Shinko
200 kW
3600 RPM
AC 440 V / 60Hz
2500 A / 355 A
Direct on line
2
Stripping/Spray Pump
Maker:
Model:
Capacity:
Shaft power:
Efficiency:
Minimum flow:
Design pressure:
Design temperature:
No. of sets:
Shinko
SM65
50 m3/h x 145 MLC
22.4 kW
46 %
20 m3/h
1 MPaG
-163 C
4 (1 each cargo tank)
Motor
Manufacturer:
Rated output:
Synchronous speed:
Starting method:
Number of poles:
Shinko
30 kW
3600 RPM
AC 440 V / 60Hz
380 A / 60 A
Direct on line
2
HD Compressor
Maker:
Model:
Type:
Volume Flow:
Inlet pressure :
Outlet Pressure:
Inlet Temperature:
IGV setting:
No. of sets:
LD Compressor
Maker:
Model:
Type:
Volume Flow:
Inlet pressure :
Outlet Pressure:
Inlet Temperature:
IGV setting:
No. of sets:
Cryostar
CM 400/55
Centrifugal. Single stage. Fixed speed
with adjustable guide vanes.
32,000 m3/h
0.103 MPa
0.196 MPa
-140C
-30 ~ +80
2
Cryostar
CM 300/45
Centrifugal. Single stage.
Adjustable guide vanes.
8,500 m3/h
0.103 MPa
0.196 MPa
-40C
-30 ~ +80
2
1-3
BOG/WARM-UP Heater
Maker:
Model:
Type:
Mass Flow:
Inlet volume flow & temp:
Outlet volume flow & temp:
Heat exchange:
Design temperature (Tube):
Design pressure:
No. of sets:
Cryostar
108-UT-38/34-4.6
BEU
37,200 kg/h (Design)
17,394 m3/h , -90C (Design)
38,346 m3/h , 80C (Design)
4,003 kW (Design)
-196 ~ +200C
1 MPa
2
LNG Vapouriser
Maker:
Model:
Type:
Mass Flow:
Heat exchange:
Design pressure:
No. of set:
Cryostar
65-UT-38/34-5.6
BEU
22,000 kg/h (LNG disch)
49 m3/h , -163C (LNG disch)
12,367 m3/h , -130C (LNG disch)
3,581 kW (LNG disch)
-196 ~ +200C
0.1 MPa
1
Forcing Vapouriser
Maker:
Type:
Mass Flow:
Heat exchange:
Design pressure:
No. of set:
34-UT-25/21-3.6
BEU
7,100 kg/h
16 m3/h , -163C
4,313 m3/h , -40C
1,560 kW
-196 ~ +200C
0.1 MPa
1
Glycol Water Circ. Pump

Maker:
Model:
Capacity:
No. of Sets:
Shinko Ind. Ltd.

GVC100M
22 m3/h x 35 MTH
5.5 kW / 3600 RPM
2
LNGC GRACE ACACIA

Nitrogen Generator
Maker:
Type:
Capacity:
N2 purity(N2+Argon):
Dew point:
Outlet pressure & temperature:
No. of sets:
Inert Gas Generator
Maker:
Type:
Capacity:
Discharge pressure:
Temperature:
Dew point after dryer:

Main Power Supply
No. of set:
Air Products As
Membrane Separation of Nitrogen
from Air
2 X 125Nm3/h
97%
-65C
min. 0.65MPa / max. 50C
2
SMit
Gin 15,000-0.25BUFD
14,500 m3/h
0.025 MPa
About 30C average
(max. 65C during switch-over of
dryer vessels)
max. -45C
440V, 3ph, 60Hz
1
Conventional Safety Valve for Cargo Piping System

Maker:
Fukui Seisakusho co., Ltd.
Type:
REC131-S1(E)
Relieving pressure:
1.3013 MPa
Set pressure:
1.0 MPa
Reseating pressure:
0.9 MPa
No. of sets:
12
Conventional Safety Valve for Cargo Piping System
Maker:
Type:
REC131-S1(N)
Relieving Pressure:
1.3013 MPa
Set Pressure:
1.0 MPa
Reseating Pressure:
0.9 MPa
No. of sets:
27
Drain Cooler for Heaters Drain
Maker:
Type:
Capacity(Tube):
No of set:
DongHwa Entec
Shell/Tube Type
63.04 m3/h X 2
1
Pilot operated Safety Valve for Cargo Tank

Maker:
Type & Size:
PSL-MD13-131-LS1(B), 10x 12
Relieving capacity:
27,030 Nm3/h
Relieving pressure:
131.3 kPa
Set pressure:
25 kPa
Reseating pressure:
22 kPa
No. of sets:
8
Pilot operated Safety Valve for I.B.S
Maker:
Type & Size:
Relieving capacity:
Relieving pressure:
Set pressure:
Reseating pressure:
No. of sets:

PSL-MD13-131-S1(B), 2x 3
502 Nm3/h
104.9 kPa
3 kPa
1.8 kPa
8
Pilot operated Safety Valve for I.S

Maker:
Type & Size:
Relieving capacity:
Relieving pressure:
Set pressure:
Reseating pressure:
No. of sets:

PSL-MD13-131-S1(B), 2x 3
544 Nm3/h
105.5 kPa
3.5 kPa
2.1 kPa
8
1-4
LNGC GRACE ACACIA

1.1.3 Cargo Valve Check List
Cargo Tank
No.1
No.2
No.3
No.4
Vapour Outlet V/V
CG100
CG200
CG300
CG400
Liquid Filling V/V

Liquid Branch V/V
Port Cargo Pump Disch.V/V
Stbd Cargo Pump Disch V/V
Emcy Cargo Pump Disch V/V
CL100
CL110
CL101
CL102
CL103
CL200
CL210
CL201
CL202
CL203
CL300
CL310
CL301
CL302
CL303
CL400
CL410
CL401
CL402
CL403
Spray Pump Disch. V/V

Spray Return V/V
Spray Master V/V
Spray By-pass V/V
CS101
CS100
CS103
CS104
CS105
CS107
CS108
CS201
CS200
CS203
CS204
CS205
CS207
CS208
CS301
CS300
CS303
CS304
CS305
CS307
CS308
CS401
CS400
CS403
CS404
CS405
CS407
CS408
Port Spray Nozzle Inlet V/V

Stbd Spray Nozzle Inlet V/V
FWD / Crossover / AFT

Vapor Vent Control V/V
Vapor Vent Block V/V
Liquid-Vapor Cross Conn. V/V
CG701
CG702
CL700
Vapor Crossover Block V/V
CG703
Spray Crossover Block V/V

FWD Spray Header Block V/V
AFT Spray Header Block V/V
CS701
CS700
CS702
Vaporizer Supply V/V

Comp or Vapor Suction V/V
Comp or Vapor Return V/V
CS600
CG601
CG602
Cargo Tank
Manifold
No.1
No.2
H/D Compressor Suction V/V

H/D Compressor Discharge V/V
CG513
CG521
CG514
CG522
CG515
CG523
CG516
CG524
Port
Stbd
No. 1 Liquid ESD V/V

Vapor ESD V/V
CL001
CL005
CL009
CL013
CG001
CL004
CL008
CL012
CL016
CG002
L/D Compressor Suction V/V

L/D Compressor Discharge V/V
L/D HTR Inlet V/V
L/D HTR Outlet V/V
CG504
CG510
Vapor ESD By-Pass V/V
CG003
CG004
H/D HTR Inlet V/V

H/D HTR Outlet V/V
No.1 Liquid Manual V/V

CL002
CL006
CL010
CL014
CL003
CL007
CL011
CL015
CG503
CG509
LNG Vaporizer Inlet V/V

LNG Vaporizer Outlet V/V
CS505
CG501
No.1 Manifold Cooldown V/V

CS001
CS003
CS005
CS007
CS002
CS004
CS006
CS008
Forcing Vaporizer Inlet V/V

Forcing Vaporizer Outlet V/V
CS506
CG502
H/D & L/D Disch. Cross Conn. V/V
CG530
L/D HTR Outlet Cross Conn. V/V
CG512
Vapor Return Main V/V
CG529
W/U Vapor Return V/V
CG511
Master Gas V/V
CG606
1-5
LNGC GRACE ACACIA

1.1.4 Maker List
SER
NO.
1
NAME OF
EQUIPMENT
CARGO PUMP
MODEL & TYPE

SM350
MAKER
SHINKO
TEL/FAX/E-MAIL
ADDRESS/
PERSON IN CHARGE
TEL)
5-7-21, OHZU, MINAMI-KU,
81-82-508-1000
HIROSHIMA, JAPAN
SER
NO.
10
FAX)
81-82-508-1020
2
SPRAY PUMP
SM65
SHINKO
TEL)
81-82-508-1000
NAME OF
EQUIPMENT
MODEL & TYPE
ELECTROPNEUMATIC
TANK LEVEL GAUGE
HANLA
AND DRAFT GAUGE
LEVEL CO.
LTD
SYSTEM

11
HIROSHIMA, JAPAN
FAX)
FWD H.F.O
EMERGENCY
CARGO
PUMP
SMR200
SHINKO
TEL)
81-82-508-1000
TRANS. PUMP
FAX)
81-82-508-1020
4
CARGO
COMPRESSOR
CM 300/45
CRYOSTAR
FRANCE S.A.
TEL)
Cryostar-France SA
33-389-7027 27
Zone Industrielle, BP 48
FAX)
F-68220 Hesingur/France
108-UT-38/34-4.6
CRYOSTAR
FRANCE S.A.
TEL)
Cryostar-France SA
33-389-7027 27
FAX)
CUSTODY
TRANSFER
SYSTEM
(CARGO
INSTRUMENTATION)
21-UT-38/34-3.2
CRYOSTAR
FRANCE S.A.
81-82-52-3112
Kumage - gun,
FAX)
Yamaguchi - Pref.
81-82-53-1001
Japan
KONGSBERG
TEL)
Kongsberg Maritime As
MARITIME AS
47-73-58-1000
N-7005 Trondheim, Norway
FAX)
FLOAT TYPE
FLOAT TYPE
WHESSOE
LEVEL GAUGE
LNG VAPOURISER
65-UT-38/34-5.6
CRYOSTAR
FRANCE S.A.
TEL)
Whessoe Europe Ltd
44(0) 1325 350 666
Unit 2D Enterprise House
FAX)
Valley Street Darlington
44(0) 1325 465 596
Co. Durham DL1 1GY

United Kingdom
14
TRIM / LIST
INDICATOR
CSM-2DD
UTSUKI
TEL)
Utsuki Keiki Co., Ltd
WM-2
FAX)
3530, Kamiyabe-Cho, TotsukaKu,

Yokohama, 245-0053
TEL)
Cryostar-France SA
DVF-11E
81-45-811-0425
Japan
33-389-7027 27
MC-DBPH
FAX)
TEL)
SMIT GAS SYSTEM BV
31-24-352-31-00
ST.
FAX)
6531 LB NIJMEGEN
31-24-356-49-95
P.O BOX 6664, 6503
15
33-389-7029 00
7
FAX)
47-73-58-1417
13
33-389-7029 00
LOW DUTY
COMPRESSOR
KANG SEO-KU, PUSAN,

KOREA
INDUSTRIES
CM 400/55
5
82-51-601-3000
209-1 Tabuse - Cho,
33-389-7029 00
HIGH DUTY
COMPRESSOR
1610-5, SONG JEONG-DONG,
TEL)
CO, LTD
12
TEL)
TAIKO KIKAI

HIROSHIMA, JAPAN
TEL)
Cryostar-France SA
33-389-7027 27
FAX)
INERT GAS
GENERATOR
CB-2S
81-45-813-1239
2 x 100%
MULT-STAGE FANS
SMIT GAS
SYSTEM
FORCONG
VAPOURISER
34-UT-25/21-3.6
CRYOSTAR
FRANCE S.A.
TEL)
Cryostar-France SA
33-389-7027 27
FAX)
NETHERLANDS
16
NITROGEN SYSTEM
33-389-7029 00
9
MIST SEPARATOR
VMS-12/12-1000
CRYOSTAR
FRANCE S.A.
HUBERTUSSTRAAF
GD NIJMEGEN
33-389-7029 00
8
ADDRESS/
PERSON IN CHARGE
TEL/FAX/E-MAIL
82-51-831-1850
VG-50MAB
81-82-508-1020
3
MAKER
TEL)
Cryostar-France SA
33-389-7027 27
FAX)
NITROGENERATOR
AIR
PRODUCTS
TEL)
Air Products AS
(MEMBRANE
47-3803-9900
SEPARATION OF
FAX)
NITROGEN FROM
47-3801-1113
Lumberveien 49 P.O. Box 8100,

Vagsbygd N-4675 Kristiansand
S,
Norway
TEL)
Fukui Seisakusho Co., Ltd
81-72-857-4527
6, 1-Chome, Shodai-Tajika,
FAX)
Hirakata, Osaka, Japan
AIR)
17
33-389-7029 00
SAFETY VALVE FOR
PILOT OPERATED
CARGO TANK AND

CARGO PIPING
HOLD SPACE
1-6
FUKUI
SEISAKUSHO
SPRING LONDED
CO., LTD
81-72-857-3324
LNGC GRACE ACACIA
SER
NO.
18
NAME OF
EQUIPMENT
MODEL & TYPE
CRYOGENIC
MANUAL
BUTTERFLY VALVE
REMOTE
MAKER
TEL/FAX/E-MAIL
KSB AMRI
TEL)33-553-924-965
ADDRESS/
PERSON IN CHARGE
SER
NO.
KSB AMRI
27
Zone industrielle
FAX)33-553-924-920
NAME OF
EQUIPMENT
GAS FLOW METER
MODEL & TYPE

EDGE
CONCENTRIC
Gag naire Fonse che
MAKER
DAEYANG
INSTRUMENT
CO., LTD
24490 La
France
CRYOGENIC BALL
REMOTE/MANUAL
VALVE
20
FRUFLO
RONA S.A.
CRYOGENIC GLOBE
REMOTE
VALVE
OPERATED
SNRI
TEL)
Fruflo Rona S.A.
32-42-40-6886
Parc Industrel des
FAX)
Hauts Sarts 3 Avenue
32-42-48-0246
4040 HERSTAL (Belgium)
TEL)
Route du treuil bp
33-5-45-29-6000
107 16700 ruffec (France)
28
GLYCOL WATER
SHEEL & TUBE
HEATER
TYPE
21
22
CRYOGENIC CHECK
SWING CHECK
VALVE
SDNR
CRYOGENIC GATE
TEL)
EN'TEC
30
VALVE
Route du treuil bp
33-5-45-29-6000
107 16700 ruffec (France)
31
STAINLESS STEEL
SFZ
8, rue des Fr'eres
SUSPENDED
33-4-7247-6200
Lumie'res 69680
UNIVERSAL TYPE
FAX)
CHASSIEU FRANCE
32
CARGO VALVE
REMOTE
CONTROL AND ESD
NAKAKITA
SYSTEM
TEL)
NAKAKITA
81-72-871-1341
1-1 FUKONO MINAMIMACHI
FAX)
DAITO-SHI OSAKA
81-72-874-7501
25
VALVE REMOTE
NAKAKITA
CONTROL SYSTEM
FOR WATER
BALLAST
TEL)
RX-515
KEIKI
82-51-518-3613~5
Bugok-dong,
GW-2X
KOREA
FAX)
Keumjung-gu,
GV-100S
CO. LTD
82-51-512-7737
Busan, Korea
SHINKO
TEL)
5-7-21, Ohzu,
81-82-508-1000
Minami-ku,
FAX)
Hiroshima,
81-82-508-1020
Japan
TEL)
5-7-21, Ohzu,
81-82-508-1000
Minami-ku,
FAX)
Hiroshima,
TEL)
5-7-21, Ohzu,
81-82-508-1000
Minami-ku,
FAX)
Hiroshima,
81-82-508-1020
Japan
TEL)
499
POWDER FIRE EXT.
82-51-204-2211
SHINPYUNG-DONG, SAHA-KU
SYSTEM
FAX)
PUSAN, KOREA
EM'CY FIRE PUMP
RVP 250MS
AUX. CEHT. COOL
SVA125M
SHINKO
IND. LTD,
GLYCOL W.CIRC.
PUMP
GJ40-20MH
SHINKO
N2 BLEED CONTROL
8821114/HW/78/4701E
VALVE
8821114EB/HW/78/4701E
3535202/HW/78/4700E
DRESSER
FLOW
CON.
MASONEILAN
DRESSER
PRODUITS
INDUSTRIELS
NK CO., LTD
81-51-204-2215
1-1 FUKONO MINAMIMACHI
FAX)
DAITO-SHI OSAKA
34
CO2 FIRE
SYSTEM
81-72-874-7501
26
DRY CHEMAICAL
NAKAKITA
81-72-871-1341
Gang Seo-Gu, Busan. Korea
DETECTOR
IND. LTD,
33
051)970-1070
#301-16,
33-4-7247-6201
24
1575-6, Song Jeong -Dong
TEL)
F.W.PUMP
TEL)
TEL)
051)970-1031
33-5-45-31-1291
EXPANSION
BELLOWS
Attn. : Mr. P. W. Jang
RIKEN
IND. LTD,
FAX)
23
Busan, Korea
FAX)
SADD-P
Route du treuil bp
TEL)
82-51-200-5212
PORTABLE GAS
33-5-45-29-6000
SNRI
503, Shinpyeong-Dong, SahaGu,
FAX)
CONCENTRIC
29
33-5-45-31-1291
SNRI
DongHwa
EDGE
FAX)
MANUAL OPERATED
TEL)
82-51-200-5210
Roche-chalais,
19
ADDRESS/
PERSON IN CHARGE
TEL/FAX/E-MAIL
EXTING.
NK CO., LTD
TEL)
499
82-51-204-2211
SHINPYUNG-DONG, SAHA-KU
FAX)
PUSAN, KOREA
81-51-204-2215
TEL)
MASONEILAN 3, RUE SAINT
33-2-31-59-59-59
PIERRE-B.P.87-14110 CONDE
FAX)
SUR NOIREAU, FRANCE
33-2-31-59-59-60
1-7
LNGC GRACE ACACIA
Blank Page
1-8
LNGC GRACE ACACIA

1.1.5 General Arrangement
Air Draft 41.2M in Berthing Condition (Draft 9.8M)

Vent Mast
Fan
Room
Vent Mast
Cargo Gear
Locker
L.P.
Vent Mast
Manifold Service Handling
Crane, 10 Ton (P&S)
Vent Mast
Fore Mast
L.P.
L.P.
Motor Cargo Compressor

Room
Room
No.4 Trunk
Paint
Store
Drinking W.
Tank (P)
F.W Tank (S)
B.V.H.
Room
No.2 Trunk
No.1 Trunk
G/E
M.L.O
L.O
Settling
Tank Storage
Tank(S)
M.L.O
M.L.O.
Storage
Grav.
Tank
Tank(S)
3rd Deck
After Peak Tank

4th Deck
Dry Powder
Room (P&S)
Trunk (Void)
S.L.
Deck Incinerator Pool

Store Room
Tank
2nd Deck
Distilled
Water Tank
(P&S)
No.3 Trunk
G/E M.D.O
Service
Tank
Bosun Store
Low
M.D.O Sulphur
Storage Fuel
Tank Tank (S)
(S)
AFT
H.F.O
Bunk
ank (S)
H.F.O
Settling
Tank (S)
H.F.O Overflow
Tank
Engine Room
No.3 Cargo Tank
No.2 Cargo Tank
No.1 Cargo Tank
FWD H.F.O Bunker

Tank (P&S)
FWD Water Ballast
Tank (P&S)
No.4 Cargo Tank
Cargo Tank
Fore Peak
Tank
(Void)
H.S.C
M.L.O Sump Tank

Oily Bilge Tank
Stern Tube L.O Sump Tank
Bilge Holding Tank
C.W. Tank
Filling (D.W.Tank)
Water Ballast Tank
L.S.C
No.5 Cofferdam
No.3 Cofferdam
No.4 Cofferdam
No.2 Cofferdam
Electrical Bonding Earth

ESDS/Ship-Shore Connetion Box
LNG Liquid
AIR CON
ROOM
POOL TANK
Bow Thrust &

Emergency Fire
Pump Room
LNG Liquid
Fuel Oil
Diesel Oil
Fresh Water
Fuel Oil
Diesel Oil
Fresh Water
UPPER DECK
LIFE BOAT (44P)

RESCUE BOAT (6P)
CO2 ROOM
Water Ballast Tank
LNG Vapour
F.O Filling (F.O. ADD. Tank)

Bilge Discharge Shore Connection
Seawage Shore Connection
L.O Filling (Main L.O Stor. Tank)
L.O Filling (G/E L.O Stor. Tank)
L.O Filling (G/T L.O Stro. Tank)
CHANGE
ROOM
(ENG)
No.1 Cofferdam
Pipe
Duct
DRY
CABLE POWDER
SPACE SPACE
NO.1 CARGO
SWBD. RM
NO.1 CARGO
(LOW)
TRANSFOEMER
ROOM
C.D.
&
P.D
NO.1 CARGO
SWBD. RM
(HIGH)
C.L.
DRY
ROOM
SHIP'S
LAUNDRY
GARB.
STR
PAINT
STORE
DECK
STORE
INCINERATOR
ROOM
FIRE
EQUIP'T
LKR.
E/R
BATT.
ROOM
SUEZ
WORKER
(4-P)
CHANGE
ROOM
(DECK)
LINEN
LKR
PUR.
C.G
LIFT
C.D.
&
P.D
NO.2 CARGO
SWBD. RM
(HIGH)
NO.2 CARGO
NO.2 CARGO TRANSFORMER
FIRE
ROOM
CONTROL LBY SWBD. RM
CABLE
(LOW)
STATION
SPACE
WINCH
MOTOR
ROOM
CARGO
COMPRESSOR
ROOM
ONLY
LIFE BOAT (44P)
Filling (F.W.Tank)
L.O Filling (G/T L.O Stro. Tank)

L.O Filling (G/E L.O Stor. Tank)
L.O Filling (Main L.O Stor. Tank)
Seawage Shore Connection
Bilge Discharge Shore Connection
F.O Filling (F.O. ADD. Tank)
Fresh Water
Diesel Oil
Fuel Oil
Fresh Water
Diesel Oil
Fuel Oil
LNG Liquid
Principal Dimensions
LNG Liquid
Overall Length
Length Between Perpendiculars
Breadth (Moulded)
Depth (Moulded)
Trunk Depth (Moulded)
Draught Design (Moulded)
Scantling Draught (Moulded)
LNG Vapour
1-9
288.0
275.0
44.2
26.0
33.09
11.35
12.35
m
m
m
m
m
m
m
LNGC GRACE ACACIA

1.1.6 Ship Gangway Position
113312 (Bethioua M5)

107300 (Elba Island ) : Removable Rail
107300 (Cove Point North) : Removable rail (Width : 1400)
55565 (Zeebrugge) : The Acc. Ladder to be Unfilded Before The Medium Size Chair Frame (Height : 1500) Islanding on Deck
54650 (Marmara Ereglisi)

41000 (range 41000-46000) (Montoir Up/Down Stream Removeable Gang Way ): Strengthened Rail
37250 (Range 42650-31850) (Withnell Bay)

36000 (Revithousa)
30250 (Bonny)
24000 (Bintulu No.1)
: Strengthened Rail (Span:1100)
23400 (Das Island): Strengthened Rail
22000 (Inchon No.1)
20000 (Tong Yeong)
51850 (Bontang-3)
19450 (Sines)
18250 (Higashi-Ohgisima) :
Strengthened Rail
18250 (Futtsu No.1 & 2):
Strengthened Rail
18000 (Qalhat)
17800 (Ras Laffan No.2)
17050 (Senboku No.2-2) :
Strengthened Rail
41000(Range41000-46000)
(Montoir Up/Down Stream Removable Gangway): Strengthened Rail
20750 (Heulva)
20000 (Inchon No.2)
17500 (Pyeong Taek No.2)
17000(Ohgishima): Strengthened Rail
17370 (Elba Island):Removable Rail)
15600 (Bontang-1)
15250 (Bontang-2)
14050 (Yung-An East)
15500 (Nigata): Strengthened Rail
15250 (Yanai)
14050 (Yung-An East)
13000 (Penuelas)
12000 (Point Fortin)

4500(Max. Slew:4500)
10000 (Oita)
UPPER DECK
LIFE BOAT (44P)

RESCUE BOAT (6P)
CHANGE
ROOM
(ENG)
CO2 ROOM
NO.1 CARGO
SWBD. RM
(LOW)
AIR CON
ROOM
C.D.
&
P.D
POOL TANK
DRY
CABLE POWDER
SPACE SPACE
NO.1 CARGO
TRANSFOEMER
ROOM
NO.1 CARGO
SWBD. RM
(HIGH)
C. L.
SHIP'S
LAUNDRY
GARB.
STR
PAINT
STORE
DECK
STORE
INCINERATOR
ROOM
FIRE
EQUIP'T
LKR.
E/R
BATT.
ROOM
LIFT
CHANGE
ROOM
(DECK)
DRY
ROOM
SUEZ
WORKER
(4-P)
LINEN
LKR
C.D.
&
P.D
PUR.
C.G
FIRE
CONTROL
STATION
LBY
NO.2 CARGO
SWBD. RM
(LOW)
NO.2 CARGO
SWBD. RM
(HIGH)
NO.2 CARGO
TRANSFORMER
ROOM
WINCH
Cargo Gear
Locker
MO T O R
RO OM
CA RGO
COMPRESSOR
RO OM
ONLY
CABLE
SPACE
LIFE BOAT (44P)
15100 (Himeji) :
Strengthened Rail (Span:4000)
5700
(barcelona)
15deg.
15150 (Senboku No.2-1) :

Strengthened Rail
10000 (Oita)
16000(Chita) :
12000 (Point fortin)
16000(Kawagoe) :
4500 (Max. Slew : 4500)
17000 (Negishi) :
Strengthened Rail
17500 (Pyeong Taek No. 1&2)
18000 (Qalhat)
19000 (Lake Charles) : Securing
Braket With Removable Rail
20000 (Inchon No.2)
20000 (Tong Yeong)
22400 (Ras Laffan No.1)
36000 (Revithousa)
23800 (Yokkaichi) : Strengthened Rail

26540 (Cartagena)
41000 (Range 41000-46000) (Motior Up/Down Stream Removable Gangway) : Strengthened Rail
104000 (Lake Charles) : Securing Braket Welded on Deck With removable Rail
41000 (Range 41000-46000)

(Motior Up/Down Stream Removable Gangway) : Strengthened Rail
107300 (Cove Point South) : Removable Rail (Width : 1400)
1 - 10
LNGC GRACE ACACIA

1.1.7 Tanks and Capacity Plan
Cargo Tanks
Capacities
Compartment
Location
Frame
Number
Volume
100% (m3)
Weight
98%
(Tons)
S.G.=0.47
Centre of Gravity
(100% Base)
V.C.G.
Above B.L
(m)
L.C.G.
From
Mid.(m)
Free
Surface
Moment
(m4)
No. 1 Cargo Tank
118.1-128.9
24653.8
24160.8
17.797
79.57
103566
No. 2 Cargo Tank
103.1-116.9
43266.88
42401.5
16.662
38.00
206520
No. 3 Cargo Tank
88.1-101.9
43235.6
42370.9
16.662
-10.19
206520
No. 4 Cargo Tank
74.1-86.9
38630.2
37857.6
16.662
-56.01
184617
149786.5
146790.8
16.849
6.66
Total
Water Ballast Tanks

Capacities
Compartment
Location
Frame
Number
FWD W.B. TK (S)
130-154
2009.7
FWD W.B. TK (P)
130-154
2009.7
Volume
100%
(m3)
Weight
100%
(Tons)
Fresh Water Tanks
Compartment
Location
Frame
Number
V.C.G.
Above B.L
(m)
L.C.G.
From Mid.
(m)
2060.0
12.198
107.08
2060.0
12.198
107.08
Weight
100%
(Tons)
V.C.G.
Above B.L
(m)
L.C.G.
From
Mid. (m)
Free
Surface
Moment
(m4)
Distilled W. TK (P)
2.0-10.0
145.8
145.8
18.386
-132.51
206
Distilled W. TK (S)
2.0-10.0
145.8
145.8
18.386
-132.51
206
Drinking W. TK (P)
10.0-17.0-
170.8
170.8
18.386
-126.59
417
Domestic F.W. TK (S)
10.0-17.0
170.8
170.8
18.386
-126.59
417
633.1
633.1
Total
18.386
-129.31
Fuel Oil Tanks
S.G.=1.025
Centre of Gravity
(100% Base)
Centre of Gravity
(100% Base)
Capacities
Volume
100% (m3)
S.G.=1.000
Free
Surface
Moment
(m4)
Capacities
Compartment
Location
Frame
Number
1361
FWD H.F.O.Bunker TK (S)
130.0-154.0
2570.1
1361
FWD H.F.O.Bunker TK (P)
130.0-154.0
63.0-73.0
Volume
100%
(m3)
Weight
95%
(Tons)
S.G.=0.970
Centre of Gravity
(100% Base)
Free
Surface
Moment
(m4)
V.C.G.
Above B.L
(m)
L.C.G.
From Mid.
(m)
2368.4
12.685
106.88
745
2599.4
2395.4
12.685
106.80
758
465.5
428.9
17.965
-83.37
34
No. 1 W.B. TK (S)
117-130
6161.4
6315.5
10.769
76.63
10884
AFT H.F.O.Bunker TK (S)
No. 1 W.B. TK (P)
117-130
6161.4
6315.5
10.769
76.63
10884
AFT H.F.O.Bunker TK (P)
63.0-73.0
355.7
327.8
17.966
-82.47
23
No. 2 W.B. TK (S)
102-117
6367.6
6526.8
8.903
36.39
27780
HFO. Sett. TK (S)
53.0-63.0
537.6
495.4
18.063
-91.07
51
No. 2 W.B. TK (P)
102-117
6367.6
6526.8
8.903
36.39
27780
HFO. Sett. TK (P)
55.0-65.0
542.2
499.6
18.005
-89.48
51
No. 3 W.B. TK (S)
87-102
6459.6
6621.1
8.805
-11.57
28957
Low Sulphur Fuel TK (S)
49.0-53.0
207.6
191.3
18.337
-96.70
20
No. 3 W.B. TK (p)
87-102
6459.6
6621.1
8.805
-11.57
28957
Low Sulphur Fuel TK (P)
49.0-55.0
295.9
272.7
18.009
-95.78
31
No. 4 W.B. TK (S)
73-87
5604.5
5744.6
9.072
-56.92
23824
No. 4 W.B. TK P)
73-87
5604.5
5744.6
9.072
-56.92
23824
7574.0
6979.5
A.P. TK
-6.1-17
2320.6
2378.7
14.291
-131.40
44268
Total
55526.4
56914.6
9.792
13.43
Total
1 - 11
14.383
44.67
LNGC GRACE ACACIA
Lubricating Oil Tanks
Compartment
Location
Frame
Number
Capacities
Volume
100% (m3)
Weight
95%
(Tons)
Other Tanks
S.G.=0.900
Centre of Gravity
(100% Base)
V.C.G.
Above B.L
(m)
L.C.G.
From Mid.
(m)
Free
Surface
Moment
(m4)
Compartment
Location
Frame
Number
Capacities
Weight
100%
(Tons)
Volume
100% (m3)
S.G.=1.000
Centre of Gravity
(100% Full)
V.C.G.
Above B.L
(m)
L.C.G.
From Mid.
(m)
Free
Surface
Moment
(m4)
Main L.O Sump TK (C)
32.0-37.0
69.9
59.8
2.746
-109.94
102
C.W. TK (C)
8.6-17.0
70.7
70.7
4.916
-125.80
47
Main L.O Sett. TK. (S)
38.0-41.0
106.5
91.9
20.461
-105.90
15
Bilge Holding TK(C)
17.0-28.0
119.2
119.2
1.724
-118.32
206
Main L.O Stor. TK. (S)
35.0-38.0
106.5
91.1
20.461
-108.30
15
Oily Bilge TK (C)
28.0-31.0
47.9
47.9
2.608
-113.32
240
Main L.O Grav. TK. (S)
41.0-43.0
28.1
24.0
16.765
-103.90
HFO Overflow TK (C)
57.0-73.0
87.6
87.6
8.517
-85.22
22
G/T L.O Sett. TK (P)
41.0-43.0
16.6
14.4
23.627
-103.90
Clean Bilge TK (C)
31.0-38.0
38.2
38.2
2.766
-109.39
19
G/T L.O Stor. TK. (P
41.0-43.0
16.7
14.3
23.598
-103.90
Sludge TK (S)
33.0-41.0
14.0
14.0
9.356
-108.12
G/E L.O Sett. TK. (S)
41.0-43.0
16.9
14.4
23.627
-103.90
G/E L.O Stor. TK. (S)
41.0-43.0
16.7
14.3
23.598
-103.90
377.7
377.7
S/T L.O Sump TK (S)
21.0-24.0
5.4
4.6
2.163
-119.44
383.6
327.9
Total
17.255
Compartment
Location
Frame
Number
M.D.O. Stor. TK (S)
45.0-51.0
G.E/M.D.O. Serv. TK (S)

IGG G.O Serv. TK (P)
Total
Centre of Gravity
(100% Full)
Free
Surface
Moment
(m4)
V.C.G.
Above B.L
(m)
L.C.G.
From Mid.
(m)
211.0
170.4
15.813
-99.10
31
51.0-59.0
134.2
108.3
23.613
-93.10
41
49.0-54.0
83.9
67.8
23.613
-96.30
26
429.1
346.5
19.777
-110.20
Other Tanks
S.G.=0.850
Weight
95%
(Tons)
Volume
100% (m3)
4.397
-107.00
MDO & Gas Oil Tanks

Capacities
Total
-96.80
Compartment
Location
Frame
Number
Capacities
Volume
100% (m3)
Weight
100%
(Tons)
S.G.=1.000
Centre of Gravity
(100% Full)
V.C.G.
Above B.L
(m)
L.C.G.
From Mid.
(m)
Free
Surface
Moment
((m4)
C.W. TK (C)
8.6-17.0
70.7
70.7
4.916
-125.80
47
Bilge Holding TK (C)
17.0-28.0
119.2
119.2
1.724
-118.32
206
Oily Bilge TK (C)
28.0-31.0
47.9
47.9
2.608
-113.87
240
HFO Overflow TK (C)
57.0-73.0
87.6
87.6
8.517
-85.22
22
Sludge TK (C)
33.0-41.0
14.0
14.0
9.356
-108.12
339.5
339.5
Total
1 - 12
4.581
-110.29
LNGC GRACE ACACIA

1.2 Classification, Rules and Regulations
1. Classification
The vessel shall be built in compliance with the current rules and regulations of
Lloyds Register, +100A1 Liquefied Gas Tanker, Shiptype 2G (-163C,
500kg/m3, 0.25barG) IWS, ShipRight (SDA,FDAplus,CM), +LMC, UMS,
ICC, NAV1, IBS, SCM, EP, LI, BWMP(S), TCM, with descriptive note pt HT
steel
2. Rules and Regulations
IMO amendments coming into effect and becoming compulsorily applicable to
this type of vessel up to 31 Dec. 2010 as defined in the LR publication Future
IMO legislation 2003 dated Feb. 2003 shall be applied.

Classification Society with regard to the above requirements and
recommendations of U.S.C.G including :
- Title 46, Chapter I.
Subchapter O (certain bulk dangerous cargoes), part 154
- Title 33. Chapter I.
Subchapter O (pollution), part 155,156,159
Subchapter P (ports and water safety) part 164
13) Rules of Navigation of the Suez Canal Authority including Regulations for
the Measurement of Tonnage Measurement
14) ILO Guide to Safety and Health in Dock work 1976, as amended in 1979
15) ILO Convention concerning Crew Accommodation on board Ship, No 92
& 133
11) SIGTTO Guidelines for ship to shore access for gas carriers, 1993
12) International Electro-Technical Commission (IEC) Publication 60092Electrical Installations in Ships except :
- Enclosure test for electric equipment (IEC 60092-12, 30)
- Graphic symbols (60092-2)
- Fire resistance cables (60092-401 Amendment no 1, 32, 3)
Rules of Class have preference over IEC
13) IEC Publication 60533 Electromagnetic Compatibility of Electrical and
Electronic Installations on Ships
14) ISO 6954-1984 (for hull vibration)
15) VDI 2056 Criteria for Assessment of Mechanical Vibrations in Machines
2) Rule and Regulation of the country of registry
Above Rules and Regulations are applied without inspection or survey by third
parties unless certificate is required by section 1.7 Certificate and/ or other
sections
16) IMO Resolution A.330(9) Amendment to the recommendation on safe

access to and working in large tanks to include large water ballast tanks
3) International Convention on Load Lines, 1966 and supplement,1981
3. Guidelines and Recommendations
17) IMO Resolution A.468(12),Code on noise Levels on Board Ships
4) International Code for the Construction and Equipment of Ships Carrying

Liquefied gases in Bulk (IGC Code)
The vessel to be built in compliance with following Guidelines and

Recommendations.
18) IMO Resolution A601(15) Provision and Display of Manoeuvring

Information Onboard Ships
1) Rule and Regulation of the Classification Society (LR)
5) International Convention for the Safety of Life at Sea (SOLAS), 1974 with
Protocol of 1978, and the Amendments
1) OCIMF. Mooring Equipment Guidelines, 1997
19) IMO Resolution A708(17) Navigation Bridge Visibility and Function
6)
2) OCIMF. Guidelines and Recommendations for the safe Mooring of large

Ships at Piers and Sea Islands
20) IMO Resolution A.719(17) Prevention of Air Pollution on Ships
International Convention for the Prevention of Pollution from

Ships(MARPOL), 1973/1978 (Annexes I, , ) and Amendments and
Protocol of 1997 Annex Prevention of Air Pollution from Ships, Reg.
12, 13, 14 & 16
7) Convention on the International Regulation for Preventing Collisions at Sea,

1972(1990 edition)
8) International Convention Standards of Training, certification and
Watchkeeping (STCW), 1993
9) International Tele-Communication and Radio Regulation, 1974, 1982 and
1982/87
10) International Convention on Tonnage measurement of ships, 1969, as
amended by IMO Resolution A.493(12) and A.494(12)
11) International ship & Port Facility Security (ISPS) Code
12) U.S.C.G. Rules and Regulations for Foreign Vessels operating in the
Navigable Waters of the United states U.S.C.G.. Rules regarding Oil
Pollution, Sanitation and Navigation Safety
Note : The Builder to furnish a Letter of Compliance from the
21) IMO Resolution A.751(18) Interim standards for ships Maneuverability

3) OCIMF. Recommendations for Manifolds for Refrigerated liquefied
Natural Gas Carriers(LNG), 1994
4) OCIMF. Ship to Ship Transfer Guide (liquefied gases), 1995
22) IMO Resolution A.830(19) Code on Alarms and Indicators

23) IMO Publication No 978- Performance standards for navigational
equipment(1997)
5) ICS guide to Helicopter / Ship operation (winching) 1989

6) SIGTTO Recommendations and Guidelines for Linked Ship/Shore
Emergency Shutdown of Liquefied Gas Cargo Transfer, 1987
7) SIGTTO Guidelines for the Alleviation of Excessive Surge Pressures on
ESD, 1987
8) SIGTTO Recommendations for the installation of Cargo Strainers on LNG
Carriers
9) SIGTTO An Introduction to the Design and Maintenance of Cargo System
Pressure Relief Valves on Board Gas Carriers, 1998
10) SIGTTO Port information for LNG Export and Import Terminals
1 - 13
LNGC GRACE ACACIA

Illustration 1.3.1a Cargo Tank Lining Reinforcement
Void Area
Cofferdam
Membrane Sheet
Primary Membrane
Secondary Membrane
Ballast
Inter Barrier Space
Void
Cofferdam
Insulation Space
Duct Keel
Ballast Tank
Pipe Duct
Duct Keel
1 - 14
LNGC GRACE ACACIA

1.3 Design Concept of the Cargo System
General Description
The cargo containment, cargo handling, control and measuring systems are
designed, constructed and equipped to transport liquefied natural gas
(hereinafter called LNG) in four (4) membrane cargo tanks at about -163C
and at the absolute pressure of 106.0 kPa.
The cargo containment system is of the membrane type in accordance with the
patent and design of the GTT MARK- and the requirements of the Class and
the regulatory bodies concerned.
The thickness of insulation is determined to limit the boil-off rate to less than
0.15% per day of methane during loaded voyages with tanks initially to 98.5%
of their total capacity.
The top part of tanks is chamfered athwartships by 45 to limit the effect of
liquid motion. The bottom part is similarly chamfered to enable tanks to
follow the lines of the ship.
The vessels design is such as to allow any one or more cargo tanks to be
empty with the remaining cargo tanks filled within the range acceptable to
GTT in the sea-going condition.
Each tank is fitted with a rectangular insulated liquid dome (about 4.9 x 4.5
meters) situated at its after end.
High duty and low duty compressors (hereinafter called H/D compressor and
L/D compressor), boil-off/warming up heaters, LNG vapouriser and forcing
vapouriser are installed in the cargo machinery room.
An oil fired inert-gas generator unit is installed in a separate compartment
within the engine room to supply the inert-gas and dry air necessary to prepare
the cargo tanks for filling with LNG, or for inspection and repair.
Standard(Mole%)
Nitrogen
0.04 1.00
0.35
Methane
86.70 90.40
88.0
Ethane
7.00 8.50
7.8
Propane
1.10 3.10
2.8
Butane
0.10 1.15
1.0
Pentanes and Heavier
0.007 0.10
0.05
A cargo machinery room and an electric motor room is provided on the trunk
deck.
Heat value (Average)
During loading the cargo vapour is returned to shore.
HHV
53.8 MJ/kg
1.3.1 Cargo Containment System Principle
LHV
49.2 MJ/kg
Membrane tanks are non-self-supporting tanks which consist of a thin layer

(membrane) supported through insulation by the adjacent hull structure. The
membrane is designed in such a way that thermal and other expansion or
contraction is compensated for without undue stressing of the membrane.
NOTE
Standard Composition is used for designing equipment. The equipment shall
work with any composition complying with the range shown in the above
table.
The cargo containment, cargo systems and ships hull structures are designed
on the following bases.
5. Boil-off rate
This dome is used as a common access for the cargo handling equipment into
the tank and also for various instrumentation and control lines, and as a means
for personnel access into the tank.
Each tank is also fitted with a gas line at the middle of cargo tank top.
- Density, pure methane : 425 kg/m
The domes are properly insulated inside to reduce thermal heat flow and
provide feed-through for cargo pipes, electric power, instrumentation and for
other necessary installations.
Density, cargo LNG : 470kg/m for general design of the ship, 500
kg/m for hull scantlings, cargo containment system and cargo pumps.
Minimum design temperature : -163C
2 Ambient pressure conditions

z
Atmospheric pressure range : 95 to 104kPa Absolute
The maximum boil-off rate of the cargo during a loaded voyage (tanks to be
full but cargo piping to be empty) is less than 0.15% per day of the cargo
volume at the fully loaded condition (98.5% of their total capacity) under the
following conditions.
Temperature
+45C
Sea water temperature
+32C
Cofferdam temperature
+5C
Other compartments
no heating
Temperature of cargo
-161.5C
Cargo
The cargo handling piping system shall consist basically of fore and aft LNG
liquid and vapour headers connected to their respective crossover and branch
lines leading to each cargo tank.
3. Design pressure of cargo tank

Pressure range
-1kPa to 25 kPa Gauge
The shore connections with two (2) liquid crossovers with Y piece and one (1)
vapour crossover are provided, and the lines are arranged to allow for easy
access for operation.
Normal operating pressure
106 kPa Absolute
The cargo pumps and stripping/spray pumps are of the electric motor-driven,
submerged type, and are installed in each cargo tank.
Range(Mole%)
Two nitrogen generators are installed in the engine room to supply the N2 gas
necessary to fill and make up the insulated spaces and purge the pipes, etc.
1. Cargo
Each cargo tank is provided with a vent mast.
Composition
Cargo tank pressure
4 Cargo composition
The make up of the LNG to be handled as loaded is expected to be within the
following range.
1 - 15
Sea condition
Cargo tank surface condition
Pure methane
106 kPa Absolute
calm
100% wetted
NOTE
The natural boil-off rate of 0.15% per day is achieved without the use of
vacuum conditions in the insulation space.
LNGC GRACE ACACIA
Differential press between IBS & IS is 0.2kPa to 0.7kPa.

The properties of pure methane at -161.5C used in the calculations are:
LNG Filling Limit
Specific gravity
425 kg/m
Latent Heat
511 KJ/kg
Cargo tanks are said to be full when they are filled to within 98.5% of their
total capacity.
- Chemical composition ( for reference )

AL 99.2%, Fe 0.6%, Si 0.25%, Cu 0.05%, Zn 0.03%,
Mn 0.03
- Physical characteristics : Thickness : 0.7mm, Weight : 190 g/m
- Ultimate tensile strength 60 kg/mm
Metered under a constant pressure of 106 kPa Absolute in the cargo tanks
(steady state established for 48 hours at least)
Checked from readings made at sea in fine weather (Beaufort 5) during a
voyage in the loaded condition, after the ship has been loaded and upon arrival
in harbour before unloading takes place.
No liquid pumping is done using the forcing vapouriser and sprayer during the
voyage.
The average of corrected calculated rates from the readings made during at
least ten (10) voyages in the loaded condition, excluding the first voyage on
entering service.
6. Design and calculation
Cargo Tank Pressure
The design normal operation pressure Range of cargo tanks is between 7 kPa
and 19 kPa.
The maximum pressure of gas in the tank is 25 kPa MARVS (Maximum
Allowable Relief Valve Setting) above atmospheric pressure.
Insulated Spaces
There are two (2) different spaces located between the primary barrier and the
inner hull.
-
The inter-barrier space (I.B.S) between the primary and the secondary
barrier.
- The insulation space (I.S) between the secondary barrier and inner hull.
The two (2) spaces are maintained in a dry and inert condition using nitrogen
gas.
The pressure in these spaces is regulated at a pressure slightly above
atmospheric pressure in order to prevent any air ingress.
For the inter-barrier space the pressure is maintained between 0.5 kPa and 1.0
kPa above atmospheric pressure.
Sailing at sea with filling ratios between 10% of the tank length and 70% of
the tank height is prohibited.
7. Construction of the Insulation and Barriers
- Elongation at break 10 %
Glasscloth
Stainless Steel Sheets
- Warp contexture 10 per 25 mm
The specified material for construction of the membrane primary barrier is

supplied by manufacturers and approved by GTT.
- Weft contexture 10 per 25 mm

- Weight : 330 g/m about
- Type of steel : Nickel-Chromium stainless steel with very low carbon

content,
- Nominal thickness : 1.2 mm
- Chemical composition ( for reference )
C 0.030%, S 0.020%, P 0.040%, Cr = 17% to 20%,
Ni = 9% to 12%, Si 1%, Mn 2%, Cu 1%
The secondary barrier should be so designed that:

- It is capable of containing any envisaged leakage of liquid cargo for a
period of 15days, unless different requirements.
- It will prevent lowering of the temperature of the ship structure to an
unsafe level in the case of leakage of the primary barrier.
- The mechanism of failure for the primary barrier does not also cause the
failure of the secondary barrier and vice versa.
- Corresponds approximately to AISI 304L.

Plywood
Rigid Polyurethane Foam
The specified material for the thermal insulation of the tank is supplied by
manufacturers and approved by GTT.
The specified material for the prefabrication of the insulating panels are
supplied by manufacturers and approved by GTT.
12mm plywood
- Density : 120 kg/m

-
Closed cells : > 94%
Fibreglass content : 10 %
The 12mm plywood is used at the verso face in the fabrication of the
insulating panels and top bridge pads:
- Wood species : Birch
- Thermal conductivity at +24 : < 0.025 kcal/hr.mC
- Nominal thickness : 12mm
- Water absorption : 1.3% volume
- Number of plies : 9 plies alternate crossing at 90
Secondary Barrier TRIPLEX
- Appearance : ISO 2426 Class
Triplex for construction of the membrane secondary barrier is supplied by

manufacturers and approved by GTT.
- Compressive strength : 50 kg/cm at proportional limit and

perpendicularly to the fibres.
- Ultimate bending strength : 30 MPa for directions parallel and
perpendicular to face grain.
Aluminium foil
1 - 16
LNGC GRACE ACACIA
9mm plywood
The 9 mm plywood is used for the fabrication of the insulating panels

Polyurethane glue is used for the prefabrication of the insulation panels.
Product with two components: resin + hardener
Application by spraying system or automatic machine
Volume mass of mixture: 1.3
- Wood species : BirchNominal thickness : 9mm

- Number of plies : 7 plies alternate crossing at 90
- Appearance : ISO 2426 Class
-
Ultimate tensile strength : 600 kg/cm parallel to face grain

400 kg/cm perpendicular to face grain
Tensile strength perpendicular to the bonding plane : 2MPa
Shearing strength under tension : 3.5 MPa
92 mm plywood
The 92mm plywood is made by the bonding of several plywood panels of
15mm nominal thickness. This plywood is used for the fabrication of
hardwood keys.
Adhesive Products
Three (3) different kids of adhesive product are supplied by manufacturers and
approved by GTT.
-
Epoxy glue.
- Load bearing epoxy mastic,

-
Polyurethane glue.
Epoxy glue
Epoxy glue is used for assembling the insulating elements
Product with two components: resin + hardener
Volumetric mass of mixture: 1.3
Load bearing mastic
Loading bearing mastic is used for the supporting of insulating panels.
Product with two components: resin + hardener.
Mixing and application with automatic machine
Volume mass of mixture: 1.5
Polyurethane glue
1 - 17
LNGC GRACE ACACIA
Illustration 1.3.1b Cargo Tank General
1 - 18
LNGC GRACE ACACIA

Illustration 1.3.2a Construction of Containment System
Angle Piece
Membrane Sheet
Top Bridge Pad
Second ary Barrier Joint

Flat Joint (Glass Wool)
Flat Joint (Glass Wool)
Plugs
Anchoring Strip
Flat Panel
Stud
Corner Panel
Load Bearing Mastic
Retainer
Stud
Levelling W edge
1 - 19
Inner Hull
LNGC GRACE ACACIA

Illustration 1.3.2b Construction of Containment System Flat Area
Fitting Components
for Flat Panel
Cylindrical plug
Top bridge pad
Cylindrical plug
Nut HM 10
Washer LL 10
Flat panel
Secondary
barrier joint
Stud
Level wedge
Anchoring strip
Secondary
barrier (Triplex)
Flat joint
1 - 20
LNGC GRACE ACACIA

Illustration 1.3.2c Construction of Containment System Corner Part 1
Sandwich Panel
Note :
Actual dimensions of inner hull are
compensated by tolerance 40
X : Resin rope thickness 12.5mm

S: Secondary Insulation 170 mm
P : Primary Insulation 100mm
A : Bonding with PU GLUE
B : Bonding with EPOXY GLUE
Secondary barrier
curve joint
S+P
S
Top plywood Th. 9mm
Glass wool
Secondary barrier
Insulating foam
Flat panel
Back Plywood
Th. 9mm
A
A
Large corrugation profile for B/A B/C D/A D/C
A
Insulating foam
A
525
Flat Panel
Back plywood Th. 9mm

Plywood Th. 12mm
75 40
Junction band
1020
Transverse Bulkhead
525
510 40
340 40
210
340
(X+S+P)/ta n(90/2)+210+210+40 = 742.5
340
340
75 40
210
90
S+P+210+210 = 690
340
40
Longitudinal bulkhead
55
30
70
880
120
1 - 21
140
LNGC GRACE ACACIA

Illustration 1.3.2d Construction of Containment System Corner Part 2
X : Resin rope thickness 12.5 mm

S: Secondary Insulation 170 mm
P : Primary Insulation 100 mm
Sandwich Panel
B
A : Bonding with PU GLUE
Note :
Actual dimensions of inner hull
+40
are compensated by tolerance
-20
Secondary barrier
curve joint
B : Bonding with EPOXY GLUE
A
Top plywood
Th. 9mm
Secondary barrier
A
A
Insulating foam
Plywood Th. 12mm
Corner 3 BIS
Top plywood A
Th. 9mm
S+
P
A
A
Insulating foam
A
Back plywood
Th. 9mm
Back plywood
Th. 9mm
S+
P
Corner 3
8
0.
48
8
0.
48
Junction band
396
Flat Panel
396
4
0.
24
381 +40
-20
E-
211 +40
-20
340
381 +40
-20
340
211 +40
-20
-K
E-
-H
170
340
340
-H
151
Flat Panel
-K
151
45 +40
-20
Fl
at
P
170
45 +40
-20
an
el
0
+4 0
-2
45
0
+4 0
-2
45
6
39
321
6
39
70
15
40
A-C
321
70
55
15
20
(S+P)/Tan(135/2)+151+170 = 432.8
55
70
F-J
20
40
70
(S+P)/Tan(135/2)+321 = 432.8
(X+S+P)/Tan(135/2)+321+15 = 453.1
(X+S+P)/Tan(135/2)+321+15 = 453.1
1 - 22
LNGC GRACE ACACIA

1.3.2 Membrane Cargo Containment
The backing plywood of insulation panels are intended to be bonded on the

double hull.
Tank construction
1. General description
The following components of the MARK- containment system are applied as
follows:
z
The 1.2mm thick stainless steel primary barrier, whose main feature
consists of an orthogonal system of corrugations which compensate for
thermal contraction and mechanical ships deflections.
The insulation, which consists mainly of rigid polyurethane foam with
reinforcing glass fibre in between two (2) plywood sheets. The
insulation transmits cargo pressure to the internal structure of the vessel.
The upper face plywood of insulation panels are used to fit stainless steel strips
for the membrane fastening and also to support the membrane.
Two and Three-way corner panels:
The corner panels include reinforcing components for anchoring of the
membrane in the corners of the tank and are;
z
z
Hardwood keys, made of thick plywood.

Heavy corner pieces, made of stainless steel (SUS340L).
The secondary barrier, which is laminated composite material, and

which is made of two (2) glass cloths (for the resistance) with an
aluminum foil (hereinafter called Triplex) in between, for tightness.
The secondary barrier, whose purpose is to contain LNG in case of any
accidental leakage through the primary barrier, is inserted in the
insulating structure.
The containment system is made of prefabricated elements which are assembled

in the hold.
These elements are mainly:
z
z
The prefabricated insulating panels (flat and corner panels)

The membrane sheets (flat sheets and angle pieces)
The assembling is performed by bonding and mechanical fastening (for the

insulating panels) and by welding (for the membrane).
2. Manufacture
The prefabrication (forming of the corrugations) is made in a workshop with

specific tools and standard equipment such as presses.
A folding process which was developed by GTT is used in order to avoid any
permanent deformation of the membrane and ensure the regular nominal
thickness.
Welding of the studs for the panels and corner panels are done.
Welding of retainers for corner panels are performed at the blockconstruction stages as their position is perfectly determined with respect to
the edge of the tank.
3) Setting of the leveling wedges
4) Insulating panels installation

The cargo hold will be cleaned and all traces of rust, grease or pollution will
be removed from the inner hull surface before commencing insulation
installation.
Fitting of insulation panels to cargo holds are done by means of special
handling and securing legs and tools and also special care are taken to
protect the panels from damage.
Standard membrane sheets are of 3060 x 1020mm in dimensions.

Angle pieces are provided for the tank corners to insure the continuity of the
corrugations. Typical angles are of 90 and 135.
Load bearing mastic application and corner panel installation are done.
Bonding and putting the flat wall panels at their locations are done.
The panels are kept in place with the studs.
5) Inserting of the joint between panels
Insulation and membrane erection

1. General
The gap between panels are filled with glass wool.

Cylindrical plugs are inserted to cover the studs.
Insulation manuals and check sheets for the components, approved by the GTT,
the class and Buyer, are used at every stage of installation work and the results
are recorded.
1) Prefabricated insulating panels

Only manufacturers with service experience and approved by GTT are used for
the fabrication of the components of the containment system.
2) Installation of the mechanical attachment
Leveling wedges are fitted in order to compensate for double hull

deformation and to minimize the quantities of load-bearing mastic used.
2) Prefabricated membrane sheets

The membrane is made of 1.2mm thickness stainless steel sheets.
Hold measurement is performed in order to determine the actual dimensions

and the insulation positioning in the hold. Then tracing/marking of the
positions for the stud bolt axes are done.
Welders and operators for the welding machines are certified on the basis of
approved qualification procedures.
The insulating panels shall have a thickness of 270mm.
All welds are subjected to qualification tests for authorization and supervision by
the GTT during the actual construction work.
Standard flat panels:
2. Main work procedure
The different components (reinforced PU foam (R-PUF), plywood and

Secondary barrier) are bonded together in a workshop with a polyurethane
adhesive.
Main procedure of the cargo containment works are carried out as follows.
6) Bonding of the secondary barrier joints.

The completion of the secondary barrier is performed by bonding under
pressure and with epoxy adhesive, flat Triplex scabs over the joints between
flat wall panels and curved Triplex slabs between corner panels. Hot melt
glue is considered based on recommendation by GTT.
The tightness of the cover joints are checked by visual inspection and local
vacuum box test.
7) Installation of the top bridge pads.
Top bridge pads are installed between flat panels and also between two (2)
adjacent corner panels which are fitted during bonding in the erection work
stage in the cargo tanks.
1) Hold preparation
1 - 23
LNGC GRACE ACACIA
8) Tracing
Tracing and membrane sheet positioning are done.
9) Installation of membrane sheets
Installation of the membrane sheets and temporary fixing by clamps are
done.
10) Tack welding
Tack welding of the edge of membrane sheets onto the anchoring pieces
and/or on the overlapped membrane sheet already in place are done.
11) Continuous welding operation
Continuous welding operation is achieved in order to ensure tightness of
the primary barrier. This welding operation is performed either manually
or automatically.
Simultaneously, angle pieces are put in place and welded as for the
membrane sheets.
1 - 24
LNGC GRACE ACACIA

1.3.3 Deterioration or Failure
The insulation system is designed to maintain the boil-off losses from the cargo
at an acceptable level and to protect the inner hull steel from the effect of
excessively low temperature. If the insulation efficiency should deteriorate for
any reason, the effect may be a lowering of the inner hull steel temperature
resulting in a cold spot and an increase in boil-off from the affected tank.
Increased boil-off gas may be vented to the atmosphere via No.1 vent mast. The
inner hull steel temperature must, however, be maintained within acceptable
limits to prevent possible brittle fracture.
Thermocouples are distributed over the surface of the inner hull but, unless a
cold spot occurs immediately adjacent to a sensor, these can only serve as a
general indication of steel temperature. To date, the only reliable way of
detecting cold spots is by frequent visual inspections of the ballast spaces on the
loaded voyage.
The grade of steel required for the inner hull of the vessel is governed by the
minimum temperature this steel will reach at minimum ambient temperature,
assuming that the primary barrier has failed, if the LNG is in contact with the
secondary membrane.
For the contiguous hull, environmental conditions are issued from the USCG
rules.
- Air temperature = -18C
- Sea water temperature = 0C
- Wind speed = 5 knots
- LNG in contact with the secondary barrier.
If a cold spot is detected either by the inner hull temperature measurement

system or by visual inspection, the extent and location of the ice formation
should be recorded. Small local cold spots are not critical and, provided a close
watch and record are kept as a check against further deterioration and spreading
of the ice formation, no further action is required. If the cold spot is extensive,
or tending to spread rapidly, salt water spraying should be carried out.
CAUTION
In the unlikely event that this remedy is insufficient and it is considered unsafe
to delay discharge of cargo until arrival at the discharge port, the final recourse
will be to jettison the cargo via a spool piece fitted at the cargo liquid manifold,
using a single main cargo pump. This course of action should only be considered
after full consultation with Owners, Charterers and the relevant National
Authorities.
Hull Steel Grades
E
E
Watertight Bulkhead
E
Between Cargo Tanks
E
A
For the outer hull, conditions are based on IGC

- Air temperature = 5C
- Sea water temperature = 0C
- No wind
- LNG in contact with the secondary barrier
For these conditions Classification Societies require a steel grade distribution as
shown in Illustration 1.3.3a, where the tank top and top longitudinal chamfer are
in grade E steel and the remaining longitudinal steelwork grade DH both
grades having a minimum operating temperature of -30C. The transverse
watertight bulkheads between cargo tanks are of steel grade A with a glycol
water heating system.
B
E
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 0C will cause ice build-up on the plating, which in turn will cause a
further lowering of steel temperature due to the insulating effect of the ice.
To avoid this, glycol heating coils are fitted in the cofferdam spaces, of sufficient
capacity to maintain the inner hull steel temperature at 0C under the worst
conditions.
DH
DH
AH
Pipe Duct
1 - 25
LNGC GRACE ACACIA
B.V.H.
Room
Distilled
Water Tank
(P&S)
2nd Deck
M.L.O
Stor.
Tank
(S)
M.L.O
Sett.
Tank
(S)
Engine Room
1.5
m
Trunk (Void)
1.5
m
No.1 Trunk
G/E
M.D.O
Service
Tank (S)
Bosun Store
Low
Sulphur
M.D.O Fuel
Storage Tank
(S)
Tank
(S)
H.F.O
Settling
Tank (S)
4th Deck
AFT H.F.O
Bunk
Tank (S)
H.F.O Overflow
Tank (S)
M.L.O Grav.
Tank (S)
No.3 Cargo Tank
No.2 Cargo Tank
FWD H.F.O Bunker

Tank (P&S)
No.1 Cargo Tank
FWD Water Ballast

Tank (P&S)
No.4 Cargo Tank
Cargo Tank
Fore Peak
Tank
(Void)
H.S.C
Tank Top (2.50 m A/B)
Water Ballast Tank
Pipe
Duct
Water Ballast Tank
L.S.C
M.L.O Sump Tank
C.W. Tank
1.5
m
3
m
m
3
3
No.2 Trunk
S.L.
3rd Deck
After Peak Tank
No.3 Trunk
Pool
Tank
Incinerator
Room
Deck
Store
m
3
Paint
Store
L.P.
3m
L.P.
Fore
Mast
No.4 Trunk
V.T. (Mech. Exh.) for

Boiler Vent Hood Room
Drinking W. Tank (P)

Fresh Water Tank (S)
25
.0
1.5
1.5
Motor Cargo Compressor

Room
Room
V.T. (Wall, Mech. Exh.)
Vent Mast
Vent Mast
Cargo Hose Handling Crane (P&S)
(S.W.L. 10 Ton, 5-25 m, P&S)
6.0 m
L.P.
4.0 m
Cargo Gear
Locker
6.0 m
m
3
1.5
Vent Mast
1.5
3
G/E L.O
Storage
Tank (S)
25
.0
4.0 m
1.5
Vent Mast
6.0 m
1.5
4.0 m
Fan
Room
6.0 m
5 Ton
(P&S)
4.0 m
1.5
Air Draft 41.2 m in Berthing Condition (Dfrat 9.6 m)
25
.0
25
.0
Illustration 1.4a Hazardous Areas and Gas Dangerous Zone
No.5 Cofferdam
Oily Bilge Tank
No.4 Cofferdam
No.3 Cofferdam
No.2 Cofferdam
No.1 Cofferdam
Bilge Holding Tank
Bow Thrust &

Emergency Fire
Pump Room
Key
m
1.5
UPPER DECK
LIFE BOAT (44P)

RESCUE BOAT (6P)
AIR CON
ROOM
POOL TANK
NO.1 CARGO
SWBD. RM
NO.1 CARGO
(LOW)
TRANSFOEMER
ROOM
C.D.
&
P.D
25
.0
CHANGE
ROOM
(ENG)
CO2 ROOM
DRY
CABLE POWDER
SPACE SPACE
Area in winch an explosive gas

atmosphere is present continuously
or is present for long period.
NO.1 CARGO
SWBD. RM
(HIGH)

atmosphrer is likely to occur in
normal operation.
C.L.
DRY
ROOM
SHIP'S
LAUNDRY
GARB.
STR
PAINT
STORE
DECK
STORE
INCINERATOR
ROOM
FIRE
EQUIP'T
LKR.
E/R
BATT.
ROOM
SUEZ
WORKER
(4-P)
CHANGE
ROOM
(DECK)
LINEN
LKR
PUR.
C.G
LIFT
C.D.
&
P.D
NO.2 CARGO
SWBD. RM
(HIGH)
NO.2 CARGO
NO.2 CARGO TRANSFORMER
FIRE
ROOM
CONTROL LBY SWBD. RM
CABLE
(LOW)
STATION
SPACE
WINCH
MOTOR
ROOM
CARGO
COMPRESSOR
ROOM
ONLY
LIFE BOAT (44P)
1 - 26

atmosphere is not likely to occur
in normal operation and, if it does
occur, is likely to do so only
infrequently and will exist for a
short period only.
The entire cargo piping system and cargo tanks are also considered gas
dangerous.
When testing enclosed spaces for the presence of natural gas, it is important to
ensure that pockets of gas are not trapped near deck-head structures, etc.
In the case of a leak or spillage of LNG the following procedure must be carried
out;
1.
5
5
1) Isolate the source of LNG. If loading or discharging, stop all operations

and close the manifold valves.
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.
Hazardous Areas and Gas Dangerous Zone Plan
1.
Under the IMO code for the Construction and Equipment of Ships Carrying
Gases in Bulk, the following are regarded as hazardous areas:
All electrical equipment sited in hazardous areas is of the intrinsically safe type.
Fresh air intakes supply and exhaust ventilators for the cargo compressor room,
cargo electric motor room, side passage and pipe duct are provided.
1.4 Hazardous Areas and Gas Dangerous Zone
LNGC GRACE ACACIA
2) Summon assistance by sounding the alarm.
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.
The area around the air-swept trunk, in which the gas fuel line to the engine
room is situated, is not considered a gas dangerous zone under the above Code.
Trunk (Void)
NOTE
3) Protect hull from possible risk of cold fracture.

In addition to the above zones, the Code defines other gas-dangerous spaces.
1. Intended cargo :
Liquefied Natural Gas (LNG temp. : -163C, Range of Densities: from
500kg/m3)
2. Classification:
Lloyds Register, +100A1 Liquefied Gas Tanker, Shiptype 2G (-163C,
500kg/m3, 0.25barG) IWS, ShipRight (SDA,FDAplus,CM), +LMC, UMS,
ICC, NAV1, IBS, SCM, EP, LI, BWMP(S), TCM, with descriptive note pt
HT steel
Cargo Tank
Safety Precaution
The piping system fitted on board enables the cargo system to be operated safely,
provided that certain procedures are followed. Since flammable gases are
involved, inert gas or nitrogen gas is used to eliminate the possibility of an
explosive mixture existing in the cargo system during any part of the gas-freeing
operation. The system will also enable the cargo tanks to be purged with inert gas
or nitrogen prior to filling with cargo. The piping has been arranged to eliminate
the possibility of pockets of gas or air remaining after gas-freeing or purging.
Water Ballast Tank
Pipe
Duct
Water Ballast Tank
The gas-freeing process follows a distinct cycle from cargo vapour, to inert gas,
to air, with the cargo vapour displaced by good quality inert gas before air is
introduced into the tanks. The reverse procedure is adopted when preparing the
ship for resumption of service after dry docking or lay-up.
Boil-off gas is supplied to the main boilers through an air-swept trunk that is
continuously monitored for gas leakage. Any interruption or failure of the gas
supply initiates a closure of the gas supply and an automatic nitrogen purge of
the whole engine room gas supply system.
1 - 27
LNGC GRACE ACACIA

I. GENERAL NOTE (IGC CODE)
Gas dangerous space or zone (IGC Code - 1.3.17)
1. A space in the cargo area which is not arranged or equipped in an approved
manner to ensure that its atmosphere is at all times maintained in a gas safe
condition;
2. An enclosed space outside the cargo area through which any piping
containing liquid or gaseous products passes, or within which such piping
terminates, unless approved arrangements are installed to prevent any escape
of product vapour into the atmosphere of that space;

Cargo tank vent system (IGC Code - 8.2.10)
1. Cargo tank pressure relief valve vent exits should be arranged at a distance at
least equal to B or 25m whichever is less from the nearest air intake or
opening to accommodation spaces, service spaces and control stations, or
other gas safe spaces.
2. All other vent exits connected to the cargo containment system should be
arranged at a distance of at least 10m from the nearest air intake or opening to
accommodation spaces, services spaces and control station, or other gas safe
spaces.
Mechanical ventilation in the cargo area (IGC CODE 12.1.6)
3. A cargo containment system and cargo piping;

4. 1) A hold space where cargo is carried in a cargo containment system
requiring a secondary barrier;
2) A hold space where cargo is carried in a cargo containment system not
requiring a secondary barrier;
5. A space separated from a hold space described in 4.
1) By a single gastight steel boundary.
6. A cargo pump room and cargo compressor room;
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.
II. GENERAL NOTE (LR16.4-02)
Gas heaters and compressors, of watertight construction, may be installed on the
open deck provided they are suitably located and protected from in a
compartment outside the machinery space, the compartment is to be treated as a
dangerous space to which the requirements of IGC code chapter 10 for electrical
equipment are applicable
7. A zone on the open, or semi-enclosed space on the open deck, within 3m of

any cargo tank outlet, gas or vapour outlet, cargo pipe flange or cargo valve
or of entrances and ventilation opening to cargo pump rooms and cargo
compressor room;
8. The open deck over the cargo area and 3m forward and aft of the cargo area
on the open deck up to a height of 2.4m above the weather deck;
9. A zone within 2.4m of the outer surface of a cargo containment system
where such surface is exposed to the weather;
10. An enclosed or semi-enclosed space in which pipes containing products are
located. A space which contains gas detection equipment complying with
13.6.5 and a space utilizing boil-off gas as fuel and complying with chapter
16 (Use of cargo as fuel) are not considered gas dangerous spaces in this
context;
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;
1 - 28
LNGC GRACE ACACIA

2.1 Characteristics of LNG ...................................................................... 2 - 4
2.1.1 Physical Properties and Composition of LNG........................ 2 - 4
2.1.2 Flamma b ility of Meth ane, Ox ygen and Nitrog en
Mix tur es .............................................................................. 2 - 5
2.1.3 Supplementary Characteristics of LNG .................................. 2 - 6
2.1.4 Avoidance of Cold Shock to Metal ......................................... 2 - 8
2.2 Properties of Nitrogen and Inert Gas ................................................. 2 - 9
Illustration
2.1.1a Density Ratio Methane/Ambient Air Versus Temperature ........... 2 - 1
2.1.1b Boiling Point of Methane with Pressure ....................................... 2 - 2
2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures .......... 2 - 5
2.1.3a Temperature and Steel Grades ...................................................... 2 - 7
2.1.4a Structural Steel Ductile to Brittle Transition Curve...................... 2 - 8
Part 2
Properties of Gases
Part 2 Properties of Gases
LNGC GRACE ACACIA

Illustration 2.1.1a Density Ratio Methane/Ambient Air Versus Temperature
+20
0
- 20
Lighter than air
- 40
Methane vapour
temperature
- 60
- 80
-100
-120
Heavier than air
-140
-160
1.5
1.4
1.3
Ratio =
1.2
1.1
1.0
0.9
0.8
0.7
0.6
0.5
Density of Methane vapour

Density of Air
(Density of air assumed to be 1.27 kg/m3 at 15 )
21
LNGC GRACE ACACIA

Illustration 2.1.1b Boiling Point of Methane with Pressure
-165
-160
-155
-150
-145
-140
-135
-130
-125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60-55 -50 -40 -30 -20 -10 0
25
50
75
100
60
50
40
30
20
P
Propane
2mol% Ethane
Methane
Ethylene
Ethylene
Propylene
10
9
8
7
Propane
bar
6
5
4
Butadrene
1.3
N. Butane
ata
1
0.9
0.8
0.7
-165
-160
-155
-150
-145
-140
-135
-130
-125 -120 -115 -110 -105 -100 -95 -90 -85 -80 -75 -70 -65 -60-55 -50 -40 -30 -20 -10 0
25
50
75
0.6
100
TEMPERATURE(0 C)
22
LNGC GRACE ACACIA
Blank Page
23
LNGC GRACE ACACIA

2.1 Characteristics of LNG
2.1.1 Physical Properties and Composition of LNG
Natural gas is a mixture of hydrocarbons which, when liquefied, form a clear
colourless and odourless liquid. LNG is usually transported and stored at a
temperature very close to its boiling point at atmospheric pressure
(approximately -160C).
The actual LNG composition of each loading terminal will vary depending on its
source and on the liquefaction process, but the main constituent will always be
methane. Other constituents will be small percentages of heavier hydrocarbons
such as ethane, propane, butane, pentane and possibly a small percentage of
nitrogen.
A typical composition of LNG is given in Table 2, and the physical properties of
the major constituent gases are given in Table 1.
For most engineering calculations (e.g. piping pressure losses), it can be assumed
that the physical properties of pure methane represent those of LNG. For custody
transfer purposes, however, when accurate calculation of the heating value and
density is required, the specific properties based on actual component analysis
must be used.
During a normal sea voyage, heat is transferred to the LNG cargo through the
cargo tank insulation, causing vaporisation (boil-off) of part of the cargo.
The composition of the LNG is changed by this boil-off because the lighter
components, having lower boiling points at atmospheric pressure, vaporise first.
Therefore the discharged LNG has a lower percentage content of nitrogen and
methane than the LNG as loaded, and slightly higher percentages of ethane,
propane and butane, due to methane and nitrogen boiling off in preference to the
heavier gases.
Composition of LNG
The flammability range of methane in air (21% oxygen) is approximately 5.3 to

14% (by volume). To reduce this range, the air is diluted with nitrogen until the
oxygen content is reduced to 2% prior to loading after dry docking. In theory, an
explosion cannot occur if the O2 content of the mixture is below 13% regardless
of the percentage of methane, but for practical safety reasons purging is
continued until the O2 content is below 2%. This safety aspect is explained in
detail later in this section.
The boil-off vapour from LNG is lighter than air at vapour temperatures above
-110C or higher, depending on the LNGs composition (See Illustration 2.1.1.a),
Therefore, when vapour is vented into the atmosphere it will tend to rise above
the vent outlet and be rapidly dispersed. When cold vapour is mixed with
ambient air, the vapour-air mixture will appear as a readily visible white cloud
due to the condensation of the moisture in the air. It is normally safe to assume
that the flammable range of the vapour-air mixture does not extend significantly
beyond the perimeter of the white cloud.
The auto-ignition temperature of methane, i.e. the lowest temperature to which
the gas needs to be heated to cause self-sustained combustion without ignition by
a spark or flame, is 595C.
Physical Properties of LNG

Methane
Ethane
Propane
Butane
Pentane
Nitrogen
CH4
C2H6
C3H8
C4H10
C5H12
N2
16.042
30.068
44.094
58.120
72.150
28.016
Boiling Point at 1 bar absolute
-161.5
-88.6
-42.5
-5
36.1
-196C
Liquid Density at Boiling Point
kg/m3
426.0
544.1
580.7
601.8
610.2
808.6
Vapour SG at 15C and 1 bar absolute
0.554
1.046
1.540
2.07
2.49
0.97
Gas volume/liquid volume Ratio at Boiling Point

and 1 bar absolute
619
413
311
311
205
649
Flammable Limits in air by Volume
5.3 to 14
3 to 12.5
2.1 to
9.5
2 to 9.5
3 to 12.4
Auto-Ignition Temperature
595
510
510/583
510/583
Molecular Weight
55,550
51,916
50,367
49,530
49,404
49,069
48,944
Vapourisation Heat at Boiling Point
kJ/kg
510.4
489.9
426.2
385.2
357.5
199.3
-82.5
43
bar(a)
24
Standard
90.28
84.5
89.63
C2H6
6.33
12.9
6.32
(mol %)
n-C3H8
2.49
1.5
2.16
Butane
(mol %)
n-C4H10
0.49
0.5
1.20
Iso-Butane
(mol %)
i-C4H10
0.00
0.00
0.00
Pentane
(mol %)
n-C5H12
0.02
0.00
0.00
Iso-Pentane
(mol %)
i-C5H12
0.00
0.00
0.00
Nitrogen
(mol %)
N2
0.41
0.6
0.69
17.88
18.56
18.12
-160.8C
-161.0C
-160.9C
461.8
456.8
459.4
54,414
54,031
54,090
Methane
(mol %)
CH4
Ethane
(mol %)
Propane
Average Molecular Weight

Boiling Point at Atmospheric Pressure
3
Density (kg/m )
Higher Specific Energy (kJ/kg)
Variation in Boiling Point of Methane with Pressure

(See Illustration 2.1.1.b)
The boiling point of methane increases with pressure. This variation is shown in
the diagram for pure methane over the normal range of pressures on board the
vessel. The presence of the heavier components in LNG increases the boiling
point of the cargo for a given pressure.
The relationship between the boiling point and the pressure of LNG will
approximately follow a line parallel to that shown for 100% methane.
kJ/kg
Critical Pressure
Das
Islands
Nonflammable
Gross Heating Value at 15C normalIso -
Critical Temperature
Ras
Laffan
LNGC GRACE ACACIA
2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures
Illustration 2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures
21
The ship must be operated in such a way that a flammable mixture of methane
and air is avoided at all times. The relationship between gas/air composition and
flammability for all possible mixtures of methane, air and nitrogen is shown in
the diagram (See Illustration 2.1.2.a).
Area EDFE
flammable
B
E
20
18
17
16
15
14
G
13
12
%
O
x
y
g
e
n
The vertical axis A-B represents oxygen-nitrogen mixtures with no methane

present, ranging from 0% oxygen (100% nitrogen) at point A, to 21% oxygen
(79% nitrogen) at point B. The latter point represents the composition of
atmospheric air.
Caution
This diagram assumes complete mixing
which, in practice, may not occur.
19
The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen

present, ranging from 0% methane (100% nitrogen) at point A, to 100% methane
(0% nitrogen) at point C.
M
N
Mixtures of air and methane

cannot be produced above
line BEFC
X
D
Any single point in the diagram within the triangle ABC represents a mixture of
all three components, methane, oxygen and nitrogen, each present in a specific
proportion of the total volume. The proportions of the three components
represented by a single point can be read off the diagram.
For example, at point D:
11
y
y
y
10
9
The diagram consists of three major sectors:
1) The Flammable Zone Area EDF: Any mixture the composition of which
is represented by a point that lies within this area is flammable.
7
6
2) Area HDFC: Any mixture the composition of which is represented by a

point that lies within this area is capable of forming a flammable
mixture when mixed with air, but contains too much methane to ignite.
5
Area HDFC
capable of forming flammable
mixtures with air, but containing
too much methane to explode
4
3
2
3) Area ABEDH: Any mixture the composition of which is represented by

a point that lies within this area is not capable of forming a flammable
mixture when mixed with air.
1
A 0
Methane: 6.0% (read on axis A-C)

Oxygen: 12.2% (read on axis A-B)
Nitrogen: 81.8% (remainder)
10
H 20
30
40
50
60
70
80
Methane %
Area ABEDH
not capable of forming
flammable mixture
with air
90
C
100
Using the Diagram

Assume that point Y on the oxygen-nitrogen axis is joined by a straight line to
point Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of
composition Y is mixed with a methane-nitrogen mixture of composition Z, the
composition of the resulting mixture will, at all times, be represented by point X,
which will move from Y to Z as increasing quantities of mixture Z are added.
NOTE
In this example point X, representing changing composition, passes through the
flammable zone EDF, that is, when the methane content of the mixture is
between 5.5% at point M, and 9.0% at point N.
25
LNGC GRACE ACACIA

Applying this to the process of inerting a cargo tank prior to cool down, assume
that the tank is initially full of air at point B. Nitrogen is added until the oxygen
content is reduced to 13% at point G. The addition of methane will cause the
mixture composition to change along the line GDC which, it will be noted, does
not pass through the flammable zone, but is tangential to it at point D. If the
oxygen content is reduced further, before the addition of methane, to any point
between 0% and 13%, that is, between point A and G, the change in composition
with the addition of methane will not pass through the flammable zone.
Theoretically therefore, it is only necessary to add nitrogen to air when inerting
until the oxygen content is reduced to 13%. However the oxygen content is
reduced to 2% during inerting because, in practice, complete mixing of air and
nitrogen may not occur.
When a tank full of methane gas is to be inerted with nitrogen prior to aeration, a
similar procedure is followed. Assume that nitrogen is added to the tank
containing methane at point C until the methane content is reduced to about 14%
at point H. As air is added, the mixture composition will change along line HDB,
which, as before, is tangential at D to the flammable zone, but does not pass
through it. For the same reasons as when inerting from a tank containing air,
when inerting a tank full of methane it is necessary to go well below the
theoretical figure to a methane content of 2% because complete mixing of
methane and nitrogen may not occur in practice.
The procedures for avoiding flammable mixtures in cargo tanks and piping are
summarised as follows:
1) Tanks and piping containing air are to be inerted with nitrogen or inert
gas before admitting methane at ambient temperature until all sampling
points indicate 2.0% vol. or less oxygen content and the dew point less
than -40C.
2) Tanks and piping containing methane are to be inerted with nitrogen or
inert gas before admitting air until all sampling points indicate 2.0% vol
methane and the dew point less than -40C.
It should be noted that some portable instruments for measuring methane content
are based on oxidising the sample over a heated platinum wire and measuring the
increased temperature from this combustion. This type of analyser will not work
with methane-nitrogen mixtures that do not contain oxygen. For this reason,
special portable instruments of the infrared type have been developed and
supplied to the ship for this purpose.
2.1.3 Supplementary Characteristics of LNG
3. Cryogenic Temperatures
1. When spilled on Water
Contact with LNG or with materials chilled to its temperature of about -160C
will damage living tissue.
Most metals lose their ductility at these temperatures; LNG may cause the brittle
fracture of many materials. In case of LNG spillage on the ships deck, the high
thermal stresses generated from the restricted possibilities of contraction of the
plating will result in fracture of the steel. The Illustrations 1.3.3a and 2.1.3a
show a typical ship section with the minimum acceptable temperatures of the
steel grades selected for the various parts of the structure.
1) Boiling of LNG is rapid, owing to the large temperature difference

between the product and water.
2) LNG continuously spreads over an indefinitely large area, resulting in a
magnification of its rate of evaporation until vaporisation is complete.
3) No coherent ice layer forms on the water.
4. Behaviour of LNG in the Cargo Tanks

4) Under particular circumstances, with a methane concentration below
40%, flameless explosions are possible when the LNG strikes the water.
These result from an interfacial phenomenon in which LNG becomes
locally superheated at a maximum limit until a rapid boiling occurs.
However, commercial LNG is far richer in methane than 40% and
would require lengthy storage before ageing to that concentration.
5) The flammable cloud of LNG and air may extend for large distances
downwind (only methane when warmer than -100C is lighter than air)
because of the absence of topographic features which normally promote
turbulent mixing.
2. Vapour Clouds
1) If there is no immediate ignition of an LNG spill, a vapour cloud may
form. The vapour cloud is long, thin, cigar shaped and, under certain
meteorological conditions, may travel a considerable distance before its
concentration falls below the lower flammable limit. This concentration
is important, for the cloud could ignite and burn with the flame
travelling back towards the originating pool. The cold vapour is denser
than air and thus, at least initially, hugs the surface. Weather conditions
largely determine the cloud dilution rate, with a thermal inversion
greatly lengthening the distance travelled before the cloud becomes
non-flammable.
2) The major danger from an LNG vapour cloud occurs when it is ignited.
The heat from such a fire is a major problem. A deflagration (simple
burning) is probably fatal to those within the cloud and outside
buildings but is not a major threat to those beyond the cloud, although
there will be burns from thermal radiations.
26
When loaded in the cargo tanks the pressure of the vapour phase is maintained as
substantially constant, slightly above atmospheric pressure.
The external heat passing through the tank insulation generates convection
currents within the bulk cargo; heated LNG rises to the surface and boils.
The heat necessary for the vaporisation of LNG comes from the outer
environment of the cargo tanks leaking through the cargo tank insulation. As
long as the generated vapour is continuously removed by maintaining the
pressure as substantially constant, the LNG remains at its boiling temperature.
If the vapour pressure is reduced by removing more vapour than is generated, the
LNG temperature will decrease. In order to make up the equilibrium pressure
corresponding to its temperature, the vaporisation of LNG is accelerated because
of an increased heat leak into the cargo tanks.
If the vapour pressure is increased by removing less vapour than is generated, the
LNG temperature will increase. In order to reduce the pressure to a level
corresponding to the equilibrium with its temperature, the vaporisation of LNG
is slowed down and the heat transfer from LNG to vapour is reduced.
LNG is a mixture of several components with different physical properties and in
particular with different vaporisation rate; the more volatile fraction of the cargo
vaporises at a greater rate than the less volatile fraction. The vapour generated by
the boiling of the LNG contains a higher concentration of the more volatile
fraction than the LNG.
The properties of the LNG, i.e. the boiling point, density and heating value, have
a tendency to increase during the voyage..
LNGC GRACE ACACIA

Illustration 2.1.3a Temperature and Steel Grades
NOTE
For environmental conditions, refer to section 1.3.3 Deterioration or Failure
.
-19.4
LNG On Secondary Barrier

+20.4
LNG On Secondary Barrier
Steel Grade Selection
Grade E
Grade E
-22.8
-27.1
-21.5
Insulation Thickness
Secondary = 170 mm
+ Primary
= 100 mm
270 mm
Grade A
Grade E
Grade A
Grade E
Cofferdam
Without Heating
Grade E
Grade E
Grade A
Grade E
Grade E
Grade A
-14
Cofferdam
Without Heating
Grade D
-60.8
LNG Cargo
Temperature = -163
Cofferdam With
Heating
Grade E
Grade E
Dimensioning case for

heating system and
full redundancy
ie 2 x 100% capacity
-16
Grade E
Grade A
Grade D
-53
-55
Grade D
-64.0
Grade A
Grade D
-3
Grade A
-4.0
-5.2
-6.9
0
Grade A
0
-15.9
Dimensioning case for

heating system and
full redundancy
ie 2 x 100% capacity
-19.1
Grade E
+5
LNG Cargo
Temperature = -163
Cofferdam With
Heating
-22.5
Insulation Thickness
Secondary = 170 mm
+ Primary
= 100 mm
270 mm
Steel Grade Selection
Grade E
-25.9
-15.8
-23.3
-20
+5
-16.9
-20.8
Grade E
Grade B
Grade B
Grade B
-9
Grade B
-1.9
Grade B
-1.6
Grade B
Grade B
Grade B
-3.3
Grade AH
Air Temperature Inside Compartment
Inner Hull Steel Plating Temperature
Grade AH
Grade DH
Grade DH
Air Temperature Inside Compartment
Inner Hull Steel Plating Temperature
Double Hull & Compartment Temperatures

& Steel Grade Selection in way of Tank No. 1
Double Hull & Compartment Temperatures

& Steel Grade Selection in way of Tanks No. 2, 3, 4
27
LNGC GRACE ACACIA

2.1.4 Avoidance of Cold Shock to Metal
Structural steels suffer brittle fracture at low temperatures. Such failures can be
catastrophic because, in a brittle steel, little energy is required to propagate a
fracture once it has been initiated. Conversely, in a tough material the energy
necessary to propagate a crack will be insufficient to sustain it when it runs into a
sufficiently tough material.
Plain carbon structural steels have a brittle to ductile behaviour transition which
occurs generally in the range of -50C to +30C. This, unfortunately, precludes
their use as LNG materials (carriage temperature -162C). The effect is usually
monitored by measuring the energy absorbed in breaking a notched bar and a
transition curve, as shown in Illustration 2.1.4a, which is typical for plain carbon
steels.
For this reason, materials which do not show such sharp transition from ductile
to brittle fracture as the temperature is lowered, have found obvious application
for use in cryogenic situations in general and particularly in liquid methane
carriers; for example, Invar (36% nickel-iron alloy), austenitic stainless steel, 9%
nickel steel and some aluminum alloys such as 5083 alloy.
All of these materials behave in a ductile manner at -162C, so that the chance of
an unstable brittle fracture propagating, even if the materials were overloaded, is
negligible.
During any type of cargo transfer and particularly whilst loading and discharging,
constant patrolling must be conducted on deck to ensure that no leakages have
developed.
In the event of a spillage or leakage, water spray should be directed at the spillage
to disperse and evaporate the liquid and to protect the steelwork. The leak must be
stopped and cargo operations suspended if necessary.
In the event of a major leakage or spillage, cargo operations must be stopped
immediately, the general alarm sounded and the emergency deck water spray
system put into operation.
Illustration 2.1.4a Structural Steel Ductile to Brittle Transition Curve
Fracture transition
range (mixed fracture
appearance)
Brittle
fracture
Ductile
fracture
Notched
bar test
Energy
absorbed
For a typical mild steel:
T1 might be -30C
T2 might be +15C
Although this depends
on composition, heat
treatment etc. the curve
can shift to left or right.
In order to avoid brittle fracture occurring, measures must be taken to ensure that
LNG and liquid nitrogen do not come into contact with the steel structure of the
vessel. In addition, various equipment is provided to deal with any leakages that
may occur.
The manifold areas are equipped with a stainless steel drip tray which collects
any spillage and drains it overboard. The ship, in way of the manifolds, is
provided with a water curtain that is supplied by the deck fire main. The fire
main must always be pressurised and the manifold water curtain in operation
when undertaking any cargo operation. In addition, fire hoses must be laid out at
each liquid dome to deal with any small leakages that may develop at valves and
flanges. Permanent drip trays are fitted underneath the items most likely to cause
problems and portable drip trays are provided for any other needs.
T1
T2
Temperature
28
LNGC GRACE ACACIA

2.2 Properties of Nitrogen and Inert Gas
2. Inert Gas
1. Nitrogen
Nitrogen is used for the pressurisation of the insulation spaces, for purging of
cargo pipe lines, fire extinguishing in the vent mast and for the sealing of the gas
compressors. It is produced either by the vaporisation of liquid nitrogen supplied
from shore or by generators whose principle is based on hollow fibre membranes
to separate air into nitrogen and oxygen.
Inert gas is used to reduce the oxygen content in the cargo system, tanks, piping
and compressors in order to prevent an air/CH4 mixture prior to aeration post
warm up, before refit or repairs and prior to the gassing up operation post refit
before cooling down. Inert gas is produced on board using an inert gas generator,
which produces inert gas at 15,000 Nm3/h with a -45C dew point burning low
sulphur content gas oil. This plant can also produce dry air at 15,000 Nm3/h and
-45C dew point.
1) Physical Properties of Nitrogen

Nitrogen is the most common gas in nature since it represents 79% in
volume of the atmospheric air.
At room temperature nitrogen is a colourless and odourless gas. Its
density is near that of air; 1.25 kg/m3 under the standard conditions.
Inert gas composition

Oxygen
< 0.5% in vol.
Carbon dioxide
< 14% in vol.
Carbon monoxide
When liquefied, the temperature is -196C under atmospheric pressure,

density of 810 kg/m3 and a vaporisation heat of 199 kJ/kg.
2) Properties of Nitrogen
Sulphur oxides (SOx)
< 2 ppm by vol.
Nitrogen oxides (NOx)
< 65 ppm by vol.
Nitrogen
balance
< -45C
Molecular weight
28.016
Dew point
Boiling point at 1 bar absolute (0.1MPa(a))
196C
Soot (on Bacharach scale)
Liquid SG at boiling point

Vapour SG at 15C and 1bar absolute (0.1MPa(a))
Gas volume/liquid volume ratio at 196C
Flammable limits
Dew point of 100% pure N2
1.81
< 100 ppm by vol.
0 (complete absence)
The inert gas is slightly denser than air; approx. 1.35 kg/m3 at 0C.
0.97
695
CAUTION
Due to its low oxygen content, inert gas is an asphyxiant.
None
< 80C
3) Chemical Properties
Nitrogen is considered an inert gas; it is non flammable and without
chemical affinity. However, at high temperatures, it can be combined
with other gases and metals.
CAUTION
Due to the absence or very low content of oxygen, nitrogen is an asphyxiant.
.
At liquid state, its low temperature will damage living tissue and any spillage of
liquid nitrogen on the ships deck will result in failure as for LNG.
29
LNGC GRACE ACACIA

3.1 IAS for general ................................................................................. 3 - 4
3.2 DEO Open Supervisory Station (DOSS) ........................................ 3 - 4
3.3 DOHS (DEO Open History Station)................................................. 3 - 8
3.4 DOGS (DEO Open Gateway Station)............................................... 3 - 8
3.5 DOPC (DEO Process Controller ) .............................................. 3 - 8
3.6 Alarm Management .......................................................................... 3 - 9
3.6.1 Classification of Alarm .......................................................... 3 - 9
3.6.2 Alarm Acceptance Procedure................................................. 3 - 9
3.7 Alarm Printout ................................................................................ 3 - 10
3.8 Fast Alarm Function ....................................................................... 3 - 10
3.9 Data Logging .................................................................................. 3 - 10
3.10 Extension Alarm and Engineers Alarm.........................................3 - 11
3.10.1 Extension Alarm ................................................................ 3 - 12
3.10.2 Engineers Alarm and Patrolman System .......................... 3 - 15
Illustration
3.1.1a IAS Overview (System Configuration)........................................ 3 - 1
3.1.1b IAS Overview (System Connection) ........................................... 3 - 2
3.1.1c IAS Overview (Power Supply Concept) ...................................... 3 - 3
3.6a Alarm Acceptance Procedure .......................................................... 3 - 9
3.7a Alarm Printer Configuration ......................................................... 3 - 10
3.7b Example of Alarm Printout ........................................................... 3 - 10
3.8a Example of Alarm Printout ........................................................... 3 - 10
3.10a Extension Alarm and Engineer Call System ................................3 - 11
3.10.1a Layout of Group Alarm Indication........................................... 3 - 12
3.10.1b Alarm Annunciation Sequence for Machinery System ............ 3 - 13
3.10.1c Alarm Annunciation Sequence for Cargo System.................... 3 - 14
3.10.1d Duty Selector Indication for Machinery .................................. 3 - 14
3.10.1e Duty Selector Indication for Cargo .......................................... 3 - 14
Part 3
Integrated Automation System (IAS)
LNGC GRACE ACACIA

Illustration 3.1.1a IAS Overview (System Configuration)
Extension VDU System

(Process Monitoring only
for Cargo and Machinery System)
W/H
Monitoring only
for Cargo and
Machinery System
Ext. VDU Net

(Ethernet)
Ext. VDU
Server
Color Hard
Copier
Alarm Printer Logging Printer
20" LCD
CCR
ECR
Cargo System
Machinery System
Color Hard
Copier
Alarm Printer Logging Printer
20" LCD
20" LCD
PCNS
Chief Engineer's Room

DEO-Net (Ethernet)
1st Engineer's Cabin
DOPC
DOPC
DOGS
8 Sets
2nd Engineer's Cabin
3rd Engineer's Cabin
Receptacles for
4 Other
Engineer's Cabins
Serial Communication
For Cargo System
- Custody Transfer System (CTS)(Dual)
- Secondary Level Gauging System (Cargo Tanks)
- VDR (Dual)
- INS (Dual)
- IGG
- Gas Detection System
- No.1 N2 Generator
- No.2 N2 Generator
For Machinery System
- Performance Monitor
- Fire Detecting System
- No.1 T/G
- No.2 T/G
- No.1 D/G
- No.2 D/G
DOHS
TCP I/P
OPC Communication
SMS
Loading Computer
Plasma Display
(50" Inches)
for Cargo Overview
in CCR
Ext. Alarm
Panels
Duty Selector : 2 Units
Cargo & Machinery : 8 Panels
Machinery : 10 Panels
Cargo : 2 Panels
Legend
DOSS : DEO Open Supervisory Station
DOHS : DEO Open History Station
DOGS : DEO Open Gateway Station
DOPC : DEO Process Controller
PCNS : PC Network Server
3-1
W/H use INS Display Instead of Hardware Panel.
LNGC GRACE ACACIA

Illustration 3.1.1b IAS Overview (System Connection)
W/H
Extension VDUS
CCR
Plasma Display
(50" Inches)
for Cargo Overview
Ext. VDU Net

(Ethernet)
OPT.
CONV.
OPT
(2 Fibers)
IAS I/O Cabinet

Room (FWD)
DOGS
DEO-Net
(Ethernet)
DOPC
PCNS
OPT.
CONV.
DOHS
OPT.
CONV.
OPT
(2 Fibers)
IAS I/O Cabinet

Room (AFT)
OPT.
CONV.
DOPC
DOPC
OPT.
CONV.
OPT.
CONV.
OPT
(2 Fibers)
I/O
I/O
I/O
OPT
(2 Fibers)
OPT.
CONV.
OPT
(2 Fibers)
OPT
(2 Fibers)
OPT.
CONV.
OPT.
CONV.
OPT
(2 Fibers)
OPT.
CONV.
OPT
(2 Fibers)
OPT.
CONV.
OPT
(2 Fibers)
OPT
(2 Fibers)
I/O
OPT
(2 Fibers)
No.1
LVSBR
OPT.
CONV.
OPT
(2 Fibers)
OPT.
CONV.
I/O
OPT
(2 Fibers)
ECR
OPT.
CONV.
DOPC
OPT
(2 Fibers)
OPT
(2 Fibers)
No.2
LVSBR
OPT.
CONV.
DOPC
DOPC
I/O
I/O
I/O
3-2
I/O
I/O
OPT
(2 Fibers)
OPT.
CONV.
DOPC
I/O
I/O
DOPC
I/O
I/O
I/O
I/O
Legend
OPT. CONV. : Optical Convertor
LNGC GRACE ACACIA

Illustration 3.1.1c IAS Overview (Power Supply Concept)
Power Supply Concept
W/H
CCR
Extension & Portable VDUS
Color Hard
Copier Logging Printer
Alarm Printer
Plasma Display
(50" Inches)
for Cargo Overview
AC 220V
Battery Room
(Nav.-DK)
Battery Room
(Upp.-DK)
Batt
Batt
A
B
A B
AC 440V/60Hz
or
AC 380V/50Hz
(Normal)
UPS
No.2 LVSBD
IAS
I/O Cabinet
Room (FWD)
AC 440V/60Hz
or
AC 380V/50Hz
(Em'cy)
UPS
A
B
DOHS
DOGS
PCNS
A
B
UPS
UPS
ECR
Legend
Color Hard
Copier Logging Printer
A B
UPS
B
A
IAS
I/O Cabinet
Room (AFT)
UPS
B
A
PS
PS
PS
PS
DOPC
DOPC
I/O
I/O
PS
I/O
Alarm Printer
B
A
PS
PS
DOPC
DOPC
I/O
I/O
No.1 LVSBR
Cabinet
3-3
PS
PS
DOPC
DOPC
I/O
I/O
No.2 LVSBR
Cabinet
PS
DOPC
DOPC
I/O
I/O
LNGC GRACE ACACIA

Part 3 : Integrated Automation System (IAS)
3.1 IAS for general
The Zener Barriers are applied to the 4-20mA Input/Output signals and the RTD
Input signals from hazardous areas and contact barriers are applied to the contact
input signals.
Each field devices can be manipulated from dedicated graphics. Operator just
clicks the pre-configured devices symbol and will appear the faceplate. The
clicks and enters numerical on the faceplate make him control the devices.
1. System configuration
4. Power Supply
One line alarm indication

The latest alarm appears in this portion. Operator recognizes what alarm
occurred during he watch the any displays without calling alarm summary. This
bar is indicated on the top of screen at any time. After acknowledged the alarm,
next event will be coming the area.
Integrated Automation System(IAS) consists of several human interface stations

that have monitoring and control the vessel machinery and cargo sections.
Following human machine interface systems are provided as IAS monitoring and
control stations.
Wheelhouse Human-Machine Interface Station (DEO Open Supervisory Station :
DOSS)
Machinery Human-Machine Interface Station (DEO Open Supervisory Station :
DOSS)
Cargo Human-Machine Interface Station (DEO Open Supervisory Station :
DOSS)
Engineers Cabin Human-Machine Interface Station (Extension VDU)
The following figures shows system configuration of IAS
Illustration 3.1.1a Indicates system configuration of IAS
Illustration 3.1.1b Indicates system connection concept of IAS
Illustration 3.1.1c Indicates power supply concept of IAS
2. Operating Conditions
Pressure :
Temperature :
Level :
Flow :
Controllers/Receivers :
.
Environmental Conditions
AC440V, 60Hz, 3 Phase or AC380V, 50Hz, 3Phase

Voltage :
10% nominal
Frequency :
5% nominal
Fully covered all of IAS power, except engineers cabin human interface
station(Extension VDU), is assured by uninterrupted power supplies. A UPS is
fed from normal feeding line, the other fed from emergency feeding line. The
autonomy of each is 30min. Both of normal and emergency feeding power are
always coming from ships power bus. On the wheelhouse station(DOSS), ECR
stations(DOSS), CCR station(DOSS), DOHS, DOGS, and PCNS are used
normal line in case of both feeding alive. When the normal feeding fails, those
are change to emergency feeding by automatically. This change has a specific lag
time then supported by small UPS to compensate the interruption during change
over.
-
2. Display Layout
Display Call-up Toolbar
Ship's Time(*1)
One Line Alarm Indication
Display Main Part
System Standard Time (*2)

3.2 DEO Open Supervisory Station (DOSS)
Accuracy of instruments for IAS

-
1. General
0.75% of span reading
0.75% of thermocouples
3.0% for resistive temperature
detectors
According to maker standard, but
not more than 25mm
1.5% unless otherwise specified
2% of set point (steady states)
DOSS is provided as the main Human-machine Interface Station (HIS).

DOSS is an Marine-DEO node facilitating Window aware functionality. The
DOSS has the following features.
-
Display call-up toolbar

Operational faceplate facility
One line alarm indication
Trackball pointing device
High resolution display
It is fully integrated with Marine-DEO and can be a client node for DOPC and
DOHS for LNGC monitoring control.
NOTE
* 1 : Ships Time : MM / DD/ YYYY HH:MM
* 2 : System Standard Time : MM / DD / YYYY (WWW) HH : MM : SS
3. Intrinsic Safety
Display call-up toolbar

The toolbar allows prompt access each control and monitoring facility. Operator
just clicks the intuitive icon, then call-up ideal display or pull-down menu that
shows the title of displays are appeared.
MM : Month
DD : Day
YYYY : Year
Intrinsic safety system is to be composed in accordance with the requirements of

the classification society.
Operator faceplate facility
Operating temperature :
Relative humidity :
Vibration :
20 ~ 55C Controlled environment

10 ~ 55C Machinery space
-20 ~ 70C Open deck
95%
To comply with IEC92.504
requirements
3-4
HH : Hour
MM : Minute
WWW : Week
LNGC GRACE ACACIA

4. Display
3. Keyboard
Figure 3.2.1 Graphic Display
The DOSS has two(2) types of keyboard.

- Operation keyboard
- Engineering keyboard
The Engineering keyboard is used for software modification and installation only.
The keyboard is furnished inside lockable drawer. The following figures indicate
the layout of keyboard.
Graphic displays can be built so that the operator can monitor and manipulate the
process directly from them. Both continuous and discontinuous processes can be
managed from graphic displays. Basically, any data point parameter or sequence
can be monitored and manipulated from any graphic display.
Graphic behaviors such as blinking, color changes, bar graphs, appearance of
subpictures, and numeric values can be controlled by parameters of data points
POWER
GOOD FAIL
RESET
STATS
MAN
AUTO
SP
"
&
<
>
SP
CAS
OUT
ENTER
ACK
SIL
Prev
Page
Next
Page
Close
Cancel
Prev
Disp
Next
Disp
Last
Cancel
Message
Clear
ALARM button
Used to indicate process alarm status and to

invoke alarm summary display
3.
SYS
button
Used to indicate system alarm status and to

invoke system status display
4.
MESSGE button
Used to indicate message status and to invoke

message summary display
5.
SEQ
button
Used to indicate sequence events status and to

invoke sequence event summary display
6.
PREVIOUS
button
Used to go back to previous display
7.
NEXT button
Used to go to next display
8.
GRAPHIC button
Used to invoke graphic display
9.
GROUP button
Used to invoke group display
10
TREND button
Used to invoke trend display
11.
DETAIL button
Used to invoke detail display
12.
REPORT button
Used to invoke report menu display
13.
SYS
button
Used to invoke system configuration/ command

menu display
14.
PRINT button
Execute
TAB
Alpha
Shift
2.
STATS
EVENT
CONF
Used to activate CRT screen print
Figure 3.2.2 Group Display

The group and detail displays shows parameter and permit operators actions. The
group display show information for up to 8points. These face plate for PID
controller, pump / valve control, etc.
Display Items
Contents
Free Memory
Shows free main memory in DOSS
Free Disk (D:)
Shows free disk space in D Drive of DOSS
Date and Time
Shows Current Date and Time
Mode Indicator
Shows whether parallel operation keyboard is in

High-speed mode or ordinary mode.
.
Access
Indicator
Level
Shows current Access level
One-Line
Window
Alarm
Shows latest process alarm
Main Display Part
Main area for application displays
Display Items
Contents
Display Control Part
Common area for displays
1.
SILENCE button
Used to turn off sound
3-5
LNGC GRACE ACACIA
No.
Display
Items
Contents
1.
Page
This is used to move to next or previous group No.
2.
Group No.
This shows current group No.
3.
Group Title
This shows group description of group display being

Indicated.
4.
Faceplate
This consists of maximum 8 loops of faceplates

assigned to the group No.
Figure 3.2.3 Trend Display

Enhanced trend graph indication invoked y graphical icons. The trend display
replaces the bar-chart portion when the operator selects the trend function. The
trend portion initially presents historical data for up to eight PVs in the group,
then continually updates the trace from the fight margin. These trends are shown
on a axis of up to eight trends each. Each trend is shown in a different color.
No.
Display Items
Contents
1.
Trend No.
Trend No. currently displayed.
2.
Trend title
Shows trend title. The title can be changed

system.
Configuration/ command menu display.
3.
Trend area
Space to show trend graph
4.
Pen No.
Pen No. associated with each trend graph
5.
Face plate button
The button is used to pop up the face plate

display on the
left side of screen for selected pen. Pen can be

selected by clicking point parameter area.
6.
Trend operation
buttons
List of short-cut buttons used in the trend display
7.
Relative time
The time relative to the time at the right edge of

the graph is displayed. When scrolled, the time
relative to the time at the right edge of the graph
before the scroll is displayed.
8.
Digital Value
Shown by bar when the Boolean value is 0 and

shown by filling-in when the Boolean value is 1.
9.
Display range
Indicates the range for the analog-type pen that

is now being displayed (the range for digital-type
is not displayed).
10.
Trend display
Time stamp
Shows newest and oldest time stamp for the

displayed trend graph.
11.
Point parameter
Area
Shows associated point parameters assigned to

each trend pen.
12.
Connection
Information part
Shows node No., Node type and connection

status
(connected/not connected) of the group for which
you wish to collect data.
13.
Hair line cursor

Operation buttons
The buttons are used to move hair line cursor

forward and backward. The buttons are available
when hair line cursor is active.
14.
Display time span
Shows selected display time span. This is not

only standard time span, i.e., 1hour, 6hours,
1day and 6days, but also other time span
resulting from zoom In/Out operation.
15.
Time span change

Buttons
The buttons are used to change time span

selection.
16.
Scroll buttons
The buttons are used to scroll trend graph

forward and backward.
17.
Time-axis scroll
Slide buttons
18.
19.
Suspended: collection is being suspended

20.
Collection period
(only for Local
trend)
Shows the collection start time and collection

stop time for displayed trend graph. For current
trend, the collection stop time is shown is blank.
Figure 3.2.4 Alarm Summary Display

Indicates up to 200 of most recent alarms.
Twenty-five of such alarms can be listed on each of five pages of this display.
Alarm acknowledgement can be done on page by page of display.
Display items
Contents
1.
Filter
The buttons are used to slide (scroll more

precisely) trend graph forward and backward
slide of trend graph take place when the button is
released.
Listed alarms can be filtered by the selection. <EHL>

indicates all process alarm. <EH>indicates all process
alarms with emergency and high alarm priority only.
<E>indicates alarms with emergency priority only.
2.
Sort by
Chronological or priority-wise alarm message sorting

can be chosen.
Display type (only

for local trend)
Shows the graph display state

Blank: when current trend is displayed
Record: when record trend is displayed
Save: when save trend is displayed
3.
Update
display
This is used to tentatively freeze display update or to

reset display freeze.
4.
Associate
display
Displays that are related to selected points are

invoked.
Operation status
(only for Local
trend)
Shows the data collection status

Collecting: data is being collected by manual
mode or
automatic mode
Waiting: waiting for collection time or collection
trigger
5.
Unit
alarm
summary
This is used to invoke unit alarm summary display.
6.
Online manual
Opens the online manual specified in the point

(supported in the future).(optional function)
7.
ACK
This is used to acknowledge alarm messages on the

page.
3-6
No.
LNGC GRACE ACACIA
8.
Page
This is used to show page No. of alarm summary

display and to go to other pages.
9.
Select button
Move alarm message line up and downward to select

dedicated alarm message.
10.
Priority
This indicates alarm priority of each alarm message

(When items are sorted by priority)
11.
Time stamp
Shows time and date when the alarm occurs (When

items are sorted by Time Stamp)
12.
Alarm
indicator
This shows alarm type of each alarm message, e.g.,

PVHI for PV high alarm, BADPV for bad PV etc.
13.
Point
description
Point descriptor of the each alarm point.
14.
EU
Engineering unit of point in alarm.
15.
Set value
Alarm trip point
16.
Alarm value
PV value when the alarm occurs or is returned to

normal condition.
17.
ID
Unit to which the point in alarm is belonging.
18.
Tag name
Point name that is in alarm condition.
19.
Select unit
The selected units on the unit assignment display are

indicated in cyan. The number of maximum usable
units is 500, and only the alarm messages of selected
units are listed. Pages are invoked by clicking the <<,
<, > and >> buttons.
20.
Column resize
The width of each column can be resized by dragging

with the left mouse button pressed.
21.
Horizontal
scrollbar
The horizontal scrollbar appears when the width of all

columns exceeds the screen width.
3-7
LNGC GRACE ACACIA

3.3 DOHS (DEO Open History Station)
3.5 DOPC (DEO Process Controller )
DOHS is a historian and provides history data for DOSS.
1. General
1. Vessel data collection and history;
DOPC is a multi-function controller employing control loops, logic functions,

sequence control and I/O processing.
- Collect process data on a periodic basis.

- Collect various events;
y
Process Alarm
y
Sequence Event
y
Message
y
Operator Change
y
System Alarm
y
System Status
- Query and retrieve events by various conditions.
- Archive data into backup media.
3.4 DOGS (DEO Open Gateway Station)
- DOCM (DOPC Control Module)

This is a main module of the DOPC consisting of the control
modules and the communication interface modules.
- Distributed I/O
The I/O modules are mounted on DIN rail.
1. General
E-1
ETM
E-3
MSC
I-A
E-1
E-A
E-2
E-B
E-3
E-A
MSC
I-B
I-A
I-2
I-3
E-B
MSC
I-B
I-1
XBM
DOCM Configuration shows the DOCM system. The DOCM is composed of the
following modules.
- Control Module (MSC)
- Ethernet Module (ETM)
- X-BUS Module (XBM)
E-2
E-B
I-1
2. DOCM (DOPC Control Module)

To access the DEO-NET information, DOGS is a gateway between the DEONET and the external network. The DOGS provides a network interface for the
external Ether-net.
The protocol for the data transition with external devices is objective linking and
embedding for process control.
ETM
E-A
2. Reliability
DOHS
DEO-Net
DEO-Net
- Built-in control / calculation algorithms

- Sequence control implemented by CL (Control Language)
- Distributed I/O for space saving
- Remote I/O capability by fiber optic connection
- Peer to peer communication with other DOPC s over the DEO-NET
using the tag name basis
- Memory back-up by flash ROM
DOPC consists of ;
- Adoption disk mirroring (RAID1)
DOSS
I-A
I-2
I-3
XBM
DOCM
X-BUS A
X-BUS B
Three (3) sets of control modules (MSC) have redundant configuration, and
execute the same processing synchronized with each other. The ethernet module
(ETM) and the X-BUS module (XBM) compare outputs of three (3) MSCs, and
get data by logic of majority, i.e., 2 out of 3. Even though one of MSC outputs
incorrect data, the remaining two (2) data are correct and used for the control and
monitoring.
3-8
I-B
I/O
I/O
LNGC GRACE ACACIA
3.6 Alarm Management
3.6.2 Alarm Acceptance Procedure
3.6.1 Classification of Alarm
The procedure of alarm acceptance is as follows
The monitoring & control system provides some kinds of alarms as follows.
Illustration 3.6a Alarm Acceptance Procedure
1. Process Alarm
Start
- Input from ship process analog and digital signals

- Temperature High, Level Low. Pressure High, etc.
The alarms are indicated on the Alarm Summary Display within 2seconds after
receiving the signals on analog or digital input modules.
Process Alarm Occurrence
System Abnormal Occurrence
2. System Abnormal
-
DOSS abnormal
Alarm Printer abnormal
DOHS abnormal
DOGS abnormal(PCNS)
DOPC abnormal
DEO-NET communication abnormal
- Fan fail on IAS cabinets

- Power Supply abnormal (DC and AC)
- AC/DC power unit failure
- UPS abnormal
Alarm Summary Display

Call-up Icon Flickering
Buzzer
Sounding
Buzzer Stop
Alarm
Printout
System Status Display

Call-up Icon Flickering
Remarks
: Operator's action
Call-up Alarm Summary Display
System Abnormal
Alarm Occurred?
: Phenomenon
Yes
No
Call-up Related
Graphic Display
Call-up System Status Display
Confirm Process Condition
Recovery Operation
Recovery Operation
Alarm Acknowledgement
Alarm Acknowledgement
(Flicker Stop)
End
3-9
LNGC GRACE ACACIA

3.7 Alarm Printout
The alarm printers of IAS are located as follows.
-
Cargo System : 1set in Cargo Control Room

Machinery System : 1set in Engine Control Room
Clock)
- TAG name
- Description
The available quantity of lines on the fast alarm display is as follows.

- 25 events/display (Turning over the page is available)
- Max. 2000 events (80 pages)
The ALM is printed in red.
Illustration 3.8a Example of Alarm Printout
In addition to the above, the system status changes including system abnormal
are printed out on the alarm printer.
Illustration 3.7a Alarm Printer Configuration
Illustration 3.7b Example of Alarm Printout
Cargo Control Room
Description
Time Stamp (Ship's Time)
CCC
Alarm Set-point
Tag Name
Alarm Priority
Alarm Type
DOSS
1
DOSS
2
DOSS
3
DOSS
4
Printer Cable
Cargo
Alarm Printer
Current
Value/Status
Tag Name
Current Status
2001/05/18 13:42:55.652
BOTH BLR FO PP STOP
XABI11
STOP
MA
2001/05/18 13:42:56.296
2 BLR FO HDR PRS L-L
PALLBI106_2
L-L
MA
2001/05/18 13:42:57.064
1 BLR FO HDR PRS L-L
PALLBI106_1
L-L
MA
2001/05/18 13:42:57.426
2 BLR FRAME FAIL
XABI104_2
FAIL
MA
2001/05/18 13:42:58.014
1 BLR FRAME FAIL
XABI104_1
FAIL
MA
Unit ID (Alarm Group)
Unit ID (Alarm Group)
3.9 Data Logging
2001/06/18 11:24:18
OFFNORM
1 MFDWPT AUX LO PP ABNR
XAFD22_1
ABNOR
MA
ALM
2001/06/18 11:24:29
OFFNORM
XAFD22_1
ABNOR
MA
ACK
2001/06/18 11:24:58
OFFNORM
XAFD22_1
NOR
MA
RTN
2001/06/18 11:26:11
OFFNORM
S HFO SETT TK LVL L
LALOF83_1
LOW
MH
ALM
2001/06/18 11:29:03
OFFNORM
S HFO SETT TK LVL L
LALOF83_1
NOR
MH
RTN
2001/06/18 11:29:19
PVHI
MT MAIN STM TMP
TIAMS11
530.1
525.0
DEG C
MD
ALM
2001/06/18 11:29:19
PVHI
MT MAIN STM TMP
TIAMS11
510.0
525.0
DEG C
MD
RTN
2001/06/18 11:29:19
BADPV
1 TG GLAND STM PRS
PIAEX51_1
MG
ALM
2001/06/18 11:29:47
PVHI
MT MAIN STM TMP
TIAMS11
MD
ACK
505.0
525.0
DEG C
The logging printers of IAS are located as follows.

- Cargo system 1 set in CCR
- Machinery system 1 set in ECR
E : Em'cy
OFFNORM : Off-normal Alarm (Digital Alarm)
PVHH : PV High-high Alarm
PVHI : PV High Alarm
PVLO : PV Low Alarm
PVLL : PV Low-low Alarm
BADPV : Bad PV Alarm
ALM : Alarm Occurrence

ACK : Alarm Acknowledgement
RTN : Alarm Recovery
ECC
DOSS
6
DOSS
5
Printer Cable
Machinery
Alarm Printer
The historical alarm information is printed out on the alarm printer with a
reference time. For the process alarm, the alarm printout provides the following
events.
- Alarm occurrence
- Alarm acknowledgement
- Alarm recovery
The major printout item is as follows.
- ALM, ACK, RTN
DATE/Time : YYYY/MM/DD XX:XX:XX (HH:MM:SS)(Ships
The IAS provides data logging function in accordance with the following
specification.
1. Fixed time Report
3.8 Fast Alarm Function

DOSS
7
Description
E.U.
Engine Control Room
DOSS
8
Time Stamp (Standard Time)
The fast alarm function is a high speed scanning function for finding out a trip
cause. The fast alarms are recorded on the hard disk of DOSS(DEO Open
Supervisory Station) automatically. The operator can display and print the
recorded Fast Alarms.
If an equipment comes to trips, the procedure for finding out the trip cause is as
follows.
This report is printed out automatically in accordance with the selected time
interval (Based on Ships Time).
- 1 hour interval : 0:10 ~ 00:00
- 2 hour interval : 0:00, 2:00, 4:00, 6:00, 8:00, 10:00, 12:00,
14:00, 16:00, 18:00, 20:00, 22:00
- 4 hour interval : 0:00, 4:00, 8:00, 12:00, 16:00, 20:00
- 8 hour interval : 0:00, 8:00, 16:00
- 12 hour interval : 0:00, 12:00
1) The representative trip alarm of this equipment is reported on the

Alarm Summary Display and the alarm printer.
2. Demand Report
2) The Fast Alarms are indicated on the dedicated display and printed on
the logging printer with operators request.
This report is printed out at the operators request. The format of Demand
Report is same as Fixed Time Report.
3) The Fast Alarms are indicated and printed the order of its occurrence
time..
The re-report function is available until the next log is activated.

Setting of the logging interval, the demand request and the re-reporting request
are done from Report Setting Display. The display is provided cargo and
machinery respectively.
Operator can find out the trip cause for that equipment.
To realize the Fast Alarm Function, The IAS applies specialized digital I/O
modules, i.e. DISOE, Digital Input Sequence of Event.
The DISOE provides high-resolution scanning within 20 ms. the Figure 3.8.1
shows the sample printing.
3 - 10
LNGC GRACE ACACIA

3.10 Extension Alarm and Engineers Alarm
All alarms detected by IAS are extended to extension alarm located in officers /
engineers cabin and public space by the extension alarm system. The alarms are
grouped to extension alarm groups and extension alarm panel annunciate the
group alarm status. One audible buzzer does the alarm annunciation by extension
alarm panels and annunciation lamps corresponded to extension alarm groups.
The extension alarm panel consists of two portions. One is extension alarm.
Another is engineer call portion. Both units combined a unit panel. The signals
of each are separated respectively.

Illustration 3.10a Extension Alarm and Engineer Call System
Control Console
Buzzer
& ACK
Signal
Duty
Selection
Buzzer
Signal
DOSS
Engineer/
Officer
Call
Patrolman
Alarm
Group Alarm
Condition
All process alarm signal are monitored in

accordance with alarm group configuration.
Extension alarm sequence is to be treated in
the DOPC II.
DOPC II
DOPC II
SIM
I/O
Hard Wiring
Bi-directional
Serial Communication
Extension
Alarm
LCD
Engineer
Call Lamp
BZ
Extension
Alarm
LCD
BZ
BZ
Engineer
Call Lamp
BZ
Note :
DOPC II : DEO Process Controller II
SIM : Serial Interface Module
LCD : Liquid Crystal Display
BZ : Buzzer
3 - 11
LNGC GRACE ACACIA

3.10.1 Extension Alarm
2. Duty Engineer Selector (For Machinery)
Extension alarm indicator consists of the color LCD indicator. A set of LCD can
be displayed both extension alarm indication and duty indication on an extension
alarm panel.
This selector is furnished on a Engine Control Console for selecting duty

engineer selection of Machinery system.
When a duty engineer is selected, machinery UMS condition is established.
One set of duty selector is furnished in the Cargo Control Console and Main
Control Console for Cargo and Machinery Systems.
It is possible to select plural engineers as the duty

3. Duty Officer Selector (For Cargo)
These duty selectors are used for duty officer and duty engineer selection.
The duty officer selector is furnished on a Cargo Control Console.
1. Alarm Groups
It is possible to select plural officers as the duty
The extension alarm groups are shown on the following tables.
4. Display Layout
Table 3.10.1 Extension Alarm Group of Cargo System
Extension Alarm Group
Group Description
CA
ESD
CB
PRIORITY
CC
NN PRIORITY
CD
FIRE
CE
GAS
CF
SYSTEM TROUBLE
Table 3.10.2 Extension Alarm Group of Machinery System
A typical layout of alarm indication display on the LCD is shown on illustration

3.10.1 a. The layout is modified the appropriate portion only indicate depend on
engineer or officers responsibility.
Illustration 3.10.1a Layout of Group Alarm Indication
MACHINERY
CARGO
BLR TRIP & TROUBLE
ESD
M/T TRIP
PRIORITY
M/T TROUBLE
NON PRIORITY
M/T REMOTE CONTROL
FIRE
M/T SLOW DOWN
GAS
D/G & T/G TROUBLE
SYSTEM TROUBLE
Extension Alarm Group
Group Description
MA
BOILER TRIP & TROUBLE
MB
M/T TRIP
MC
M/T TROUBLE
FIRE
MD
M/T REMOTE ONTROL
GAS
ME
M/T SLOW DOWN
MF
D/G & T/G TROUBLE
MG
AUX. MACHINERY ABNORMAL
MH
E/R BILGE
MJ
FIRE
MK
GAS
ML
SYSEM TROUBLE
AUX. MACHINERY ABNORMAL

E/R BILGE
SYSTEM TROUBLE
Note
: Alarm Indicator
: Duty Indicator
When the alarm occurs, the indicator that is involved the event is flashing in red
and audible alarm will be initiated. The duty assigned engineer / officer can do
silence the audible.
The event is accepted in the control console, the group alarm indicator will be
steady. It remains as steady in red until the condition disappears.
3 - 12
LNGC GRACE ACACIA

5. Alarm Annunciation Sequence
All IAS alarms are placed into alarm groups during periods of unmanned
operation, either machinery or cargo, these alarms are passed to various rooms
with alarm indicator flashing and an audible sound.

Illustration 3.10.1b Alarm Annunciation Sequence for Machinery System
*1
W/H
(INS)
ECR
Duty Engineer's Room

Duty
Chief Engineer's Room
Off Duty
Abnormal
Happen
Audible buzzer only initiated under unmanned condition. The sound is passed
only duty assigned engineers / officers and public room.
Reset
Timer
Cut SW
Alarm annunciation sequences are shown in following Illustration

Illustration 3.10.1b Alarm Annunciation Sequence for Machinery System
Illustration 3.10.1c Alarm Annunciation Sequence for Cargo System
Illustration 3.10.1d Duty Selector Indication for Machinery
Illustration 3.10.1e Duty Selector Indication for Cargo
NOTE
When an alarm occurs following the first alarm in the same alarm group,
indicator flashing function and audible alarm function will be reactivated. (New
alarm that categorized same group will annunciate in a same alarm group.)
Other
Panels
Non
*2
*2
5 Min.
Time
Delay
Cut
5 Min.
Time
Delay
Flicker
Flicker
Flicker
Flicker
Flicker
Flicker
Flicker
Flicker
Sound
Sound
Sound
Sound
Stop
Sound
Stop
Sound
Buzzer
Stop
Buzzer
Stop
Buzzer
Stop
Buzzer
Stop
Buzzer
Stop
Buzzer
Stop
Flicker
Flicker
Stop
Stop
Flicker
Flicker
Flicker
Flicker
Flicker
Stop
Stop
Stop
Stop
Stop
Flicker
Steady
Steady
Steady
Steady
Steady
Steady
Steady
Stop
Stop
Stop
Stop
Stop
Stop
Stop
Stop
Off
Off
Off
Off
Off
Off
Off
Off
Stop
Stop
Stop
Stop
Stop
Stop
Stop
Stop
Acknowl
-edge
Steady
Stop
Return to
Normal
Note :
Lamp
Buzzer
*1. The indication is on Alarm Summary Display, the actions are by keyboard.
: Indication / Status
*2. If the alarm is not stopped by duty engineer within 5 min, the buzzer
sound is activated.
: Action
*3. When ECC buzzer is not stop within 10 minutes, Machinery Engineer
alarm will be activated automatically.
*4. Buzzer of all panel is not activated during no duty engineer is selected,
but, lamp indication is always enabled.
: Condition
3 - 13
LNGC GRACE ACACIA

Illustration 3.10.1c Alarm Annunciation Sequence for Cargo System
*1
CCR
W/H
Duty Engineer's Room

Duty
Illustration 3.10.1d Duty Selector Indication for Machinery

Other
Panels
Off Duty
Indication on IAS Graphic

Selector
Position
Abnormal
Happen
Reset
*2
5 Min.
Time
Delay
Flicker
Flicker
Flicker
Flicker
Flicker
Flicker
Sound
Sound
Sound
Sound
Stop
Sound
Buzzer
Stop
Buzzer
Stop
Buzzer
Stop
Buzzer
Stop
Buzzer
Stop
Flicker
Flicker
Stop
Stop
Flicker
Flicker
Flicker
Flicker
Stop
Stop
Stop
Stop
Flicker
Steady
Steady
Steady
Steady
Steady
Stop
Stop
Stop
Stop
Stop
Stop
- Engine Control Room

- Wheelhouse
Indication Lamp
- Chief Engr's Room
ECR
ECR
1/E
1/E
1/E
On Duty
2/E
2/E
2/E
On Duty
3/E
3/E
3/E
On Duty
4/E
4/E
4/E
On Duty
Indication on IAS Graphic
Steady
- Cargo Control Room

- Wheelhouse
Indication Lamp
- Chief Engr's Room
Stop
Return to
Normal
Off
Off
Off
Off
Stop
Stop
Stop
Stop
Stop
Stop
Note :
Lamp
Buzzer
*1. The indication is on Alarm Summary Display, the actions are by keyboard.
: Indication / Status
*2. If the alarm is not stopped by duty engineer within 5 min, the buzzer
sound is activated.
: Action
*3. When CCC buzzer is not stop within 10 minutes, Cargo Engineer
alarm will be activated automatically.
*4. Buzzer of all panel is not activated during no duty engineer is selected,
but, lamp indication is always enabled.
: Condition
1st Engineer
2nd Engineer
3rd Engineer
4th Engineer
ECR
Selector
Position
Off
Illustration 3.10.1e Duty Selector Indication for Cargo
Acknowl
-edge
Off
Duty State
3 - 14
Duty State
- Chief Officer
- Gas Engineer
- 1st Officer
CCR
CCR
CCR
C/O
C/O
C/O
On Duty
G/E
G/E
G/E
On Duty
1/O
1/O
1/O
On Duty
LNGC GRACE ACACIA
3.10.2 Engineers Alarm and Patrolman System

1. Engineers Alarm
The Engineers alarm is a statutory requirement under SOLAS.
The system is arranged to provide audible and visual alarms on the indicator
columns, located around the engine room, in the ECR, in the CCR and on the
extension alarm panels (engineers cabin panels and public room panels).
Activation of the Engineers alarm may be carried out at push buttons in the ECR
or at any of the Patrolman panels locate in the Engine Room, which are also
fitted with an Engineers alarm push button.
In addition, the Engineers alarm is activated automatically in the event of any
machinery alarm not being acknowledged within 10 min.
Cancellation of the Engineers alarm can be carried out at the ECR only and not
from the local push buttons.
The manual activation of the Engineers alarm is not dependent upon the engine
room operation mode, Manned or Unmanned.
2. Patrolman Alarm
The patrolman system is provided in accordance with the requirements in the
Code on Alarm and Indicators, 1995
The system is arranged to provided audible and visual alarms on each of the
engineers cabin panels and public room panels attached to the extension alarm
system, on the indicator columns located around the engine room and in the ECR.
The system may be started or stopped by push buttons located in the ECR
console, and the main entrances to the Engine Room. In each case, the status will
be indicated by a lamp or cluster LED display located adjacent to each on/off
push button.
When the patrolman is first started, the run signal is indicated IAS graphic. An
indication will remain on the UMS panel of the screen as ling as the patrolman is
still active.
3 - 15
LNGC GRACE ACACIA

Alarm & Trip Set-Point ........................................................................... 4 - 1
4.1 Cargo Piping System ....................................................................... 4 - 12
4.2 Cargo Tank Pressure Control System .............................................. 4 - 15
4.2.1 Cargo Tank Pressure Control ................................................ 4 - 15
4.2.2 Cargo Tank Vent Control ...................................................... 4 - 15
4.2.3 Mode Selection ..................................................................... 4 - 16
4.3 Cargo Pumps.................................................................................... 4 - 18
4.3.1 Main Cargo Pumps ............................................................... 4 - 18
4.3.2 Stripping/Spray Pumps ......................................................... 4 - 24
4.3.3 Emergency Cargo Pump ....................................................... 4 - 30
4.4 Cargo Compressors.......................................................................... 4 - 36
4.4.1 HD Compressors................................................................... 4 - 36
4.4.2. LD Compressors .................................................................. 4 - 42
4.5 High Duty / Low Duty Heaters........................................................ 4 - 48
4.6 LNG Vaporiser................................................................................. 4 - 52
4.7 Forcing Vaporiser............................................................................. 4 - 56
4.8 Custody Transfer System................................................................. 4 - 60
4.8.1 Custody Transfer System ...................................................... 4 - 60
4.8.2 Float Level Gauge................................................................. 4 - 68
4.8.3 Trim-List Indicator................................................................ 4 - 70
4.9 Nitrogen Production System............................................................ 4 - 72
4.10 Inert Gas and Dry Air System........................................................ 4 - 76
4.11 Gas Detection System.................................................................... 4 - 80
4.12 Cargo and Ballast Valve Control.................................................... 4 - 84
4.12.1 Cargo Valve Control System............................................... 4 - 84
4.12.2 Hydraulic System Operation............................................... 4 - 85
4.12.3 Ballast and F.O Valve Control System................................ 4 - 88
4.12.4 Emergency Shutdown System ............................................ 4 - 90
4.12.5 Ship Shore Link .................................................................. 4 - 92
4.12.6 Mooring Load Monitoring System ..................................... 4 - 97
4.13 Relief Systems ............................................................................. 4 - 100
4.13.1 Cargo Tank Relief Valves.................................................. 4 - 100
4.13.2 IBS & IS Relief Valves ..................................................... 4 - 100
4.13.3 Pipe Relief Valves............................................................. 4 - 100
Illustration
4.1a Cargo Piping System...................................................................... 4 - 11
4.3.1a Main Cargo Pumps ..................................................................... 4 - 17
4.3.1b Main Cargo Pump Characteristic Curve ..................................... 4 - 19
4.3.2a Stripping/Spray Pumps ............................................................... 4 - 23
4.3.2b Stripping/Spray Pump Characteristic Curve ............................... 4 - 25
4.3.3a Emergency Cargo Pump ............................................................. 4 - 29
4.3.3b Emergency Pump Characteristic Curve ...................................... 4 - 31
4.4.1a HD Compressor .......................................................................... 4 - 35
4.4.1b Performance Map of HD Compressor ........................................ 4 - 37
4.4.2a LD Compressor........................................................................... 4 - 41
4.4.2b Performance Map of LD Compressor......................................... 4 - 43
4.5a High Duty/ Low Duty Heaters ....................................................... 4 - 47
4.6a LNG Vaporiser ............................................................................... 4 - 51

4.7a Forcing Vaporiser ...........................................................................4 - 55
4.8.1a Custody Transfer System ............................................................4 - 59
4.8.2a Float Level Gauge .......................................................................4 - 67
4.8.2b Float Level Gauge.......................................................................4 - 69
4.8.2c Float Level Gauge .......................................................................4 - 69
4.8.3a Trim List Indicator ...................................................................4 - 70
4.9a Nitrogen Generator.........................................................................4 - 71
4.10a Inert Gas and Dry Air System ......................................................4 - 75
4.11a Gas Detection System ..................................................................4 - 79
4.12.1a Cargo Valve Hydraulic Lines ....................................................4 - 83
4.12.3a Ballast Valve Hydraulic Lines...................................................4 - 87
4.12.4a Emergency Shutdown System...................................................4 - 89
4.12.5a Ship-Shore Link ........................................................................4 - 91
4.13.1a Cargo Tank Relief Valves ..........................................................4 - 99
4.13.2a IBS & IS Relief Valves..............................................................4 - 99
4.13.3a Pipe Relief Valves (REC131-S1(E)) .......................................4 - 101
4.13.3b Pipe Relief Valves (REC131-S1(N)).......................................4 - 101
Part 4
Cargo System
Part 4 Cargo System
LNGC GRACE ACACIA

Alarm & Trip Set-Point
IAS TAG
POINT DESCRIPTION
CODE
R_LOW
R_HIGH
ALARM DETECTION
ENG UNIT DEC
STATE_ON STATE_OFFSTATE_REV D/R
LL
HH
FB
ST
SOE ALM DLY
ALM ALM
UT
ALM
INH GRP
ID
TM
TD
IS
I/O TB LOC
ASSOCIAT
ADDRESS
IOM
EXT
DISPLAY
ND IOM SLT
REMARK
AC905
LOBBY REF LEAK
AL
1000
ppm
D0
250
BAD
C05
CE
SM-1F
SM-1F
14
AC906
GALLEY REF LEAK
AL
1000
ppm
D0
250
BAD
C05
CE
SM-1F
SM-1F
14
AC912
IGG COOLER REF LEAK
AL
1000
ppm
D0
250
BAD
C05
CE
SM-1F
SM-1F
14
12
BA078
1 SWBT P LEVEL
LIAH
0.00
26.166
D2
14.2
BAD
20
C03
CC
15
--
60
BA077
1 SWBT S LEVEL
LIAH
0.00
26.166
D2
24.45
BAD
20
C03
CC
15
--
61
B_077
1 SWBT S LEVEL
CONT
0.00
26.166
D2
(24.45)
--
CX
17
--
101
BA061
1 WB P/P DISCH PRESS
PI
0.0
800.0
kPa
D1
250
BAD
C03
CC
C-3F
C-3F
15
11
BA047
1 WB P/P MTR WIND TEMP R
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-3F
C-3F
15
11
BA048
1 WB P/P MTR WIND TEMP S
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-3F
C-3F
15
11
BA049
1 WB P/P MTR WIND TEMP T
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-3F
C-3F
15
11
BA046CR
1 WB PP MTR LOAD CURRENT
AL
0 00
0.00
60 00
60.00
D2
40 1
40.1
BAD
C03
CC
C-3F
C
3F
C-3F
C
3F
15
BA080
2 SWBT P LEVEL
LIAH
0.00
26.165
D2
24.92
BAD
20
C03
CC
15
--
62
BA079
2 SWBT S LEVEL
LIAH
0.00
26.165
D2
24.92
BAD
20
C03
CC
15
--
63
B_079
2 SWBT S LEVEL
CONT
0.00
26.165
D2
(24.92)
--
CX
17
--
102
BA065
PI
0.0
800.0
kPa
D1
250
BAD
C03
CC
C-8F
C-8F
17
BA056
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-8F
C-8F
17
13
BA057
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-8F
C-8F
17
13
BA058
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-8F
C-8F
17
13
BA056CR
AL
0.00
60.00
D2
40.1
BAD
C03
CC
C-8F
C-8F
17
BA091
3 SWBT P LEVEL
LIAH
0.00
26.165
D2
24.9
BAD
20
C03
CC
15
--
64
BA092
3 SWBT S LEVEL
LIAH
0.00
26.165
D2
24.9
BAD
20
C03
CC
15
--
65
B_092
3 SWBT S LEVEL
CONT
0.00
26.165
D2
(24.9)
--
CX
17
--
103
BA063
PIAL
0.0
800.0
kPa
D1
250
BAD
C03
CC
C-8F
C-8F
17
BA053
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-8F
C-8F
17
13
BA054
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-8F
C-8F
17
13
BA055
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-8F
C-8F
17
13
BA051CR
AL
0.00
60.00
D2
40.1
BAD
C03
CC
C-8F
C-8F
17
13
4-1
Ballast Seq Control Point

Alarm Priority NoAction


Part 4 Cargo System
LNGC GRACE ACACIA
IAS TAG
POINT DESCRIPTION
CODE
R_LOW
R_HIGH
ALARM DETECTION
ENG UNIT DEC
LL
HH
FB
ST
SOE ALM DLY
ALM ALM
UT
ALM
INH GRP
ID
TM
TD
IS
I/O TB LOC
ASSOCIAT
IOM
EXT
DISPLAY
ADDRESS
REMARK
ND
IOM SLT
BA083
4 SWBT P LEVEL
LIAH
0.00
26.165
D2
24.97
BAD
20
C03
CC
15
--
66
BA082
4 SWBT S LEVEL
LIAH
0.00
26.165
D2
24.97
BAD
20
C03
CC
15
--
67
B_082
4 SWBT S LEVEL
CONT
0.00
26.165
D2
(24.97)
--
CX
17
--
104
BA087
AFT PK SWBT LEVEL
LIAH
0.000
6.960
D3
6.09
BAD
C03
CC
15
--
68
B_087
AFT PK SWBT LEVEL
0.000
6.960
D3
(6.9)
--
CX
--
--
17
--
112
BA085
FWD P SWBT LEVEL
LIAH
0.00
22.17
D2
20.98
BAD
20
C03
CC
15
--
69
BA084
FWD S SWBT LEVEL
LIAH
0.00
22.17
D2
20.99
BAD
20
C03
CC
15
--
70
B_084
FWD S SWBT LEVEL
CONT
0.00
22.17
D2
(20.99)
--
CX
17
--
105
BA067
WB LINE PORT PRESS
PIAL
-100.0
800.0
kPa
D1
0.0
BAD
C03
CC
C-8F
C-8F
17
BA066
WB LINE STBD PRESS
PIAL
-100.0
800.0
kPa
D1
0.0
BAD
C03
CC
C-3F
C-3F
15
12
CH030
1C TK COFDM F BHD S UP T
TIAL
-200
200
100
Deg C
Deg_C
D0
BAD
C02
CB
IS
C-2F
C
2F
C-1F
C
1F
16
10
CH031
1C TK COFDM F BHD P UP T
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-2F
C-1F
16
10
CH032
1C TK COFDAM F BHD M T
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-2F
C-1F
16
10
CH033
1C TK COFDAM F BHD P L T
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-2F
C-1F
16
10
CH034
1C TK COFDAM F BHD S L T
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-2F
C-1F
16
10
10
CH035
1C TK COFDAM A BHD U T
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-2F
C-1F
16
10
11
CH036
1C TK COFDAM A BHD M T
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-2F
C-1F
16
10
12
CH037
1C TK COFDAM A BHD L T
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-2F
C-1F
16
10
13
CH073
2C TK COFDAM F BHD U T
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-2F
C-1F
16
13
12
CH074
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-2F
C-1F
16
12
11
CH075
2C TK COFDAM F BHD L T
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-2F
C-1F
16
13
13
CH076
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-2F
C-1F
16
12
12
CH077
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-2F
C-1F
16
13
14
CH078
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-2F
C-1F
16
12
13
CH115
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-7F
C-6F
18
CH116
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-7F
C-6F
18
12
CH117
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-7F
C-6F
18
4-2
20



Part 4 Cargo System
LNGC GRACE ACACIA
IAS TAG
POINT DESCRIPTION
CODE
R_LOW
R_HIGH
ALARM DETECTION
ENG UNIT DEC
LL
HH
FB
ST
SOE ALM DLY
ALM ALM
UT
ALM
INH GRP
ID
TM
TD
IS
I/O TB LOC
ASSOCIAT
IOM
EXT
DISPLAY
ADDRESS
REMARK
ND
IOM SLT
CH118
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-7F
C-6F
18
12
CH119
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-7F
C-6F
18
10
CH120
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-7F
C-6F
18
12
CH155
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-7F
C-6F
18
11
CH156
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-7F
C-6F
18
11
CH157
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-7F
C-6F
18
11
CH158
4C TK COFDM A BHD P UP T
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-7F
C-6F
18
11
10
CH159
4C TK COFDM A BHD S UP T
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-7F
C-6F
18
11
11
CH160
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-7F
C-6F
18
10
16
CH161
4C TK COFDAM A BHD S L T
TIAL
-200
100
Deg_C
D0
BAD
C02
CB
IS
C-7F
C-6F
18
11
12
CH162
4C TK COFDAM A BHD P L T
TIAL
-200
200
100
Deg C
Deg_C
D0
BAD
C02
CB
IS
C-7F
C
7F
C-6F
C
6F
18
11
13
CH040
1C TK D KEEL AFT TEMP
TIAL
-200
100
Deg_C
D0
-10
BAD
C02
CB
IS
C-2F
C-1F
16
10
16
CH039
1C TK D KEEL MID TEMP
TIAL
-200
100
Deg_C
D0
-10
BAD
C02
CB
IS
C-7F
C-6F
18
11
16
CH019SW
1C TK IBS N2 PRESS
0.000
3.000
kPa
D3
0.2
1.5
C02
CB
16
--
50
Dual sensor switching
CH023SW
1C TK IBS BOT AFT M T SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
100
DUAL SENSOR SWITCHING
CH026SW
1C TK IBS BOT AFT P T SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
99
CH028SW
1C TK IBS BOT AFT S T SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
98
CH041
1C TK IBS/IS N2 DIFF P
DPIAHL
-4.000
3.000
kPa
D3
C02
CB
--
--
16
--
48
BY 8-PX-4C/4D (IAS
INTERNAL INDICATION)
CH001
1C TK IS N2 PRESS
PIAHL
0.000
4.000
kPa
D3
0.4
2.5
BAD
C02
CB
IS
C-2F
C-1F
16
CH017SW
1C TK IS AFT TEMP SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
96
CH013SW
1C TK IS BOTTOM TEMP SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
95
CH005SW
1C TK IS CEIL TEMP SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
97
CH015SW
1C TK IS FWD TEMP SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
94
CH002I
1C TK IS IBS/IS DP
0.000
4.000
kPa
D3
BAD
C02
CB
IS
C-2F
C-1F
16
FOR CONTROL VNG15,07
CH011SW
1C TK IS P LOW TEMP SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
93
CH009SW
1C TK IS P MID TEMP SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
92
CH007SW
1C TK IS P UPP TEMP SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
91
DPIC
4-3
Part 4 Cargo System
LNGC GRACE ACACIA
IAS TAG
POINT DESCRIPTION
CODE
R_LOW
R_HIGH
ALARM DETECTION
ENG UNIT DEC
LL
HH
FB
ST
SOE ALM DLY
ALM ALM
UT
ALM
INH GRP
ID
TM
TD
IS
I/O TB LOC
ASSOCIAT
IOM
EXT
DISPLAY
ADDRESS
ND
REMARK
IOM SLT
CH025
1C TK LIQ DM IBS N2 P
PIAHL
0.000
4.000
kPa
D3
0.2
1.5
BAD
C02
CB
IS
C-2F
C-1F
16
CH042
1C TK TRUNK DK AFT TEMP
TIAL
-200
100
Deg_C
D0
-20
BAD
C02
CB
IS
C-2F
C-1F
16
11
11
CH043
1C TK TRUNK DK MID TEMP
TIAL
-200
100
Deg_C
D0
-20
BAD
C02
CB
IS
C-2F
C-1F
16
13
CH901SW
1C TK IS P MID WALL T SW
-200
100
Deg_C
D0
--
C02
CB
--
--
16
--
90
CH081
TIAL
-200
100
Deg_C
D0
-10
BAD
C02
CB
IS
C-7F
C-6F
18
12
CH080
TIAL
-200
100
Deg_C
D0
-10
BAD
C02
CB
IS
C-2F
C-1F
16
12
15
CH066SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
89
CH069SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
88
CH071SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
87
CH062SW
2C TK IBS N2 PRESS
0.000
3.000
kPa
D3
0.2
1.5
C02
CB
16
--
40
CH084
DPIAHL
-4
4.000
000
3 000
3.000
kPa
D3
C02
CB
--
--
16
--
38
CH044
2C TK IS N2 PRESS
PIAHL
0.000
4.000
kPa
D3
0.4
2.5
BAD
C02
CB
IS
C-2F
C-1F
16
CH060SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
86
CH056SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
85
CH048SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
79
CH058SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
78
CH045I
2C TK IS IBS/IS DP
0.000
4.000
kPa
D3
BAD
C02
CB
IS
C-2F
C-1F
16
FOR CONTROL VNG33,35
CH054SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
82
CH052SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
81
CH050SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
16
--
80
CH068
PIAHL
0.000
4.000
kPa
D3
0.2
1.5
BAD
C02
CB
IS
C-2F
C-1F
16
10
CH082
TIAL
-200
100
Deg_C
D0
-20
BAD
C02
CB
IS
C-2F
C-1F
16
13
15
CH083
TIAL
-200
100
Deg_C
D0
-20
BAD
C02
CB
IS
C-2F
C-1F
16
13
16
CH903SW
-200
100
Deg_C
D0
--
C02
CB
--
--
15
--
99
CH123
TIAL
-200
100
Deg_C
D0
-10
BAD
C02
CB
IS
C-2F
C-1F
16
10
15
CH122
TIAL
-200
100
Deg_C
D0
-10
BAD
C02
CB
IS
C-7F
C-6F
18
12
CH108SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
100
DPIC
4-4
Part 4 Cargo System
LNGC GRACE ACACIA
IAS TAG
POINT DESCRIPTION
CODE
R_LOW
R_HIGH
ALARM DETECTION
ENG UNIT DEC
LL
HH
FB
ST
SOE ALM DLY
ALM ALM
UT
ALM
INH GRP
ID
TM
TD
IS
I/O TB LOC
ASSOCIAT
IOM
EXT
DISPLAY
ADDRESS
REMARK
ND
IOM SLT
CH111SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
99
CH113SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
98
CH106SW
3C TK IBS N2 PRESS
0.000
3.000
kPa
D3
0.2
1.5
C02
CB
--
--
18
--
78
CH101
DPIAHL
-4.000
3.000
kPa
D3
C02
CB
--
--
18
--
50
BY 8-PX-6C/6D (IAS
CH085
3C TK IS N2 PRESS
PIAHL
0.000
4.000
kPa
D3
0.4
2.5
BAD
C02
CB
IS
C-7F
C-6F
18
CH102SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
97
CH097SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
96
CH089SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
95
CH099SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
94
CH086I
3C TK IS IBS/IS DP
0.000
4.000
kPa
D3
BAD
C02
CB
IS
C-7F
C-6F
18
CH095SW
-200
200
100
Deg C
Deg_C
D0
-140
140
--
C02
CB
--
--
18
--
93
CH093SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
92
CH091SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
91
CH110
PIAHL
0.000
4.000
kPa
D3
0.2
1.5
BAD
C02
CB
IS
C-7F
C-6F
18
CH124
TIAL
-200
100
Deg_C
D0
-20
BAD
C02
CB
IS
C-7F
C-6F
18
10
11
CH125
TIAL
-200
100
Deg_C
D0
-20
BAD
C02
CB
IS
C-7F
C-6F
18
10
12
CH905SW
-200
100
Deg_C
D0
--
C02
CB
--
--
18
--
90
CH166
TIAL
-200
100
Deg_C
D0
-10
BAD
C02
CB
IS
C-7F
C-6F
18
11
15
CH165
TIAL
-200
100
Deg_C
D0
-10
BAD
C02
CB
IS
C-2F
C-1F
16
12
16
CH148SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
89
CH151SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
88
CH153SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
87
CH164
DPIAHL
-4.000
3.000
kPa
D3
C02
CB
--
--
18
--
40
BY 8-PX-7C/7D (IAS
CH126
4C TK IS N2 PRESS
PIAHL
0.000
4.000
kPa
D3
0.4
2.5
BAD
C02
CB
IS
C-7F
C-6F
18
CH146SW
4C TK IBS N2 PRESS
0.000
3.000
kPa
D3
0.2
1.5
C02
CB
--
--
18
--
77
CH142SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
86
CH138SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
85
PIC
4-5
Part 4 Cargo System
LNGC GRACE ACACIA
IAS TAG
POINT DESCRIPTION
CODE
R_LOW
R_HIGH
ALARM DETECTION
ENG UNIT DEC
LL
HH
FB
ST
SOE ALM DLY
ALM ALM
UT
ALM
INH GRP
ID
TM
TD
IS
I/O TB LOC
ASSOCIAT
IOM
EXT
DISPLAY
ADDRESS
REMARK
ND
IOM SLT
CH130SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
84
CH140SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
83
CH136SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
82
CH134SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
81
CH132SW
-200
100
Deg_C
D0
-140
--
C02
CB
--
--
18
--
80
CH127I
4C TK IS IBS/IS DP
DPIC
0.000
4.000
kPa
D3
BAD
C02
CB
IS
C-7F
C-6F
18
FOR CONTROL VNG 80/72
CH150
PIAHL
0.000
4.000
kPa
D3
0.2
1.5
BAD
C02
CB
IS
C-7F
C-6F
18
10
CH167
TIAL
-200
100
Deg_C
D0
-20
BAD
C02
CB
IS
C-7F
C-6F
18
12
12
CH168
TIAL
-200
100
Deg_C
D0
-20
BAD
C02
CB
IS
C-7F
C-6F
18
12
13
CH907SW
-200
100
Deg_C
D0
--
C02
CB
--
--
18
--
79
CL029I
1C TK C P/P1 CURRENT
IND
0 00
0.00
75 00
75.00
D2
28
62
BAD
H:5L:10
C03
CC
C-2F
C
2F
C-2F
C
2F
16
CL031I
IND
0.00
75.00
D2
28
62
BAD
H:5L:10
C03
CC
C-7F
C-7F
18
CL037I
IND
0.00
75.00
D2
28
62
BAD
H:5L:10
C03
CC
C-2F
C-2F
16
CL040I
IND
0.00
75.00
D2
28
62
BAD
H:5L:10
C03
CC
C-7F
C-7F
18
CL043I
IND
0.00
75.00
D2
28
62
BAD
H:5L:10
C03
CC
C-2F
C-2F
16
11
CL046I
IND
0.00
75.00
D2
28
62
BAD
H:5L:10
C03
CC
C-7F
C-7F
18
CL050I
IND
0.00
75.00
D2
28
62
BAD
H:5L:10
C03
CC
C-2F
C-2F
16
13
CL055I
IND
0.00
75.00
D2
28
62
BAD
H:5L:10
C03
CC
C-7F
C-7F
18
CL034
EMCY C PUMP CURRENT
IND
0.0
500.0
D1
76
320
BAD
H:5L:10
C03
CC
C-7F
C-7F
18
CMV009SW
VAPOUR LINE HDR GAUGE
-2.00
30.00
kPa
D2
19
20
C02
CB
16
--
84
CMV012
VPR X-OVER PRESS
PIAH
-2.00
30.00
kPa
D2
11
14
BAD
C03
CC
IS
C-2F
C-1F
16
CS004I
1C TK S P/P CURRENT
IND
0.00
75.00
D2
15
60
BAD
H:0L:10
C03
CC
C-3F
C-3F
15
CS009I
2C TK S P/P CURRENT
IND
0.00
75.00
D2
15
60
BAD
H:0L:10
C03
CC
C-3F
C-3F
15
CS014I
3C TK S P/P CURRENT
IND
0.00
75.00
D2
15
60
BAD
H:0L:10
C03
CC
C-8F
C-8F
17
CS019I
4C TK S P/P CURRENT
IND
0.00
75.00
D2
15
60
BAD
H:0L:10
C03
CC
C-8F
C-8F
17
CT003
1C TK VAPOUR CONNECT T
TIAL
-200
100
Deg_C
D0
-20
BAD
C03
CC
IS
C-2F
C-1F
16
14
CT032
TIAL
-200
100
Deg_C
D0
-20
BAD
C03
CC
IS
C-2F
C-1F
16
14
4-6
Part 4 Cargo System
LNGC GRACE ACACIA

IAS TAG
POINT DESCRIPTION
CODE
R_LOW
R_HIGH
ALARM DETECTION
ENG UNIT DEC
LL
HH
FB
ST
SOE ALM DLY
ALM ALM
UT
ALM
INH GRP
ID
TM
TD
IS
I/O TB LOC
ASSOCIAT
IOM
EXT
DISPLAY
ADDRESS
REMARK
ND
IOM SLT
CT060
TIAL
-200
100
Deg_C
D0
-20
BAD
C03
CC
IS
C-2F
C-1F
16
14
10
CT089
TIAL
-200
100
Deg_C
D0
-20
BAD
C03
CC
IS
C-2F
C-1F
16
14
11
CT008PV
CARGO TANK 1 COR LEVEL
LIAHL
0.00
27.54
D2
25.587
BAD
C03
CC
--
--
16
--
61
CT004
CARGO TANK 1 PRESSURE
PIAHL
-2.00
30.00
kPa
D2
20
22
BAD
C02
CB
IS
C-2F
C-1F
16
CT005
CARGO TANK 1 PRESS TPS1
PIAL
-2.00
30.00
kPa
D2
(3)
BAD
C03
CC
IS
C-2F
C-1F
16
CT036PV
LIAHL
0.00
27.54
D2
25.491
BAD
C03
CC
--
--
16
--
51
CT033
PIAHL
-2.00
30.00
kPa
D2
20
22
BAD
C02
CB
IS
C-2F
C-1F
16
8-PX-20A,20B:DUAL
TRANSMITTER
CT034
PIAL
-2.00
30.00
kPa
D2
(3)
BAD
C03
CC
IS
C-2F
C-1F
16
LO alarm priority NoAction
CT064PV
LIAHL
0.00
27.54
D2
25.491
BAD
C03
CC
--
--
18
--
61
CT061
PIAHL
-2.00
30.00
kPa
D2
20
22
BAD
C02
CB
IS
C-7F
C-6F
18
11
8-PX-21A,21B:DUAL
TRANSMITTER
CT062
PIAL
-2
2.00
00
30 00
30.00
kPa
D2
(3)
BAD
C03
CC
IS
C-7F
C
7F
C-6F
C
6F
18
12
CT093PV
LIAHL
0.00
27.54
D2
25.491
BAD
C03
CC
--
--
18
--
51
CT090
PIAHL
-2.00
30.00
kPa
D2
20
22
BAD
C02
CB
IS
C-7F
C-6F
18
13
CT091
PIAL
-2.00
30.00
kPa
D2
(3)
BAD
C03
CC
IS
C-7F
C-6F
18
14
CV010I
LNG VAPORIS GAS OUT T
TICAHL
-150
100
Deg_C
D0
-70
BAD
C03
CC
C-8F
C-8F
17
10
FV010I
FORC VPR GAS OUT TEMP
TICAHL
-150
100
Deg_C
D0
-70
80
BAD
C03
CC
C-3F
C-3F
15
GHH009I
H/D HEATER GAS OUT TEMP
TICAHL
-100
150
Deg_C
D0
-10
90
BAD
C03
CC
C-3F
C-3F
15
12
GHL012I
L/D HEATER GAS OUT TEMP
TICAHL
-100
150
Deg_C
D0
-10
90
BAD
C03
CC
C-8F
C-8F
17
14
GW009
GW HEATER 1 COND DRAIN T
TIAL
-50
150
Deg_C
D0
80
BAD
C03
CC
C-3F
C-3F
15
11
13
GW056
GW HEATER 1 GW INLET P
PIAL
1000
kPa
D0
150
BAD
C03
CC
C-3F
C-3F
15
GW022SW
GW HEATER 1 OUT T
-50
150
Deg_C
D0
90
C03
CC
--
--
15
--
97
GW014
GW HEATER 1 RET LINE T
TIAL
-50
150
Deg_C
D0
10
BAD
C03
CC
C-3F
C-3F
15
11
14
GW011
GW HEATER 2 COND OUT T
TIAL
-50
150
Deg_C
D0
80
BAD
C03
CC
C-8F
C-8F
17
13
13
GW018
GW HEATER 2 GW INLET P
PIAL
1000
kPa
D0
150
BAD
C03
CC
C-8F
C-8F
17
10
GW027SW
GW HEATER 2 OUT T
-50
150
Deg_C
D0
90
C03
CC
--
--
17
--
98
GW017
GW HEATER 2 RET LINE T
TIAL
-50
150
Deg_C
D0
10
BAD
C03
CC
C-8F
C-8F
17
13
14
HD078
1 H/D COMP BULK SEAL T
TIAH
100
Deg_C
D0
75
BAD
C03
CC
C-3F
C-3F
15
10
12
80
4-7
20
20
20
20
8-PX-19A,19B:DUAL
TRANSMITTER
TO ESDS PANEL(BY 8-PX19A,B)
8-PX-22A,22B:DUAL
TRANSMITTER
*:High Alarm Automatica
djusted.Refer to III-2-13 5
4-20MA
Part 4 Cargo System
LNGC GRACE ACACIA
IAS TAG
POINT DESCRIPTION
CODE
R_LOW
R_HIGH
ALARM DETECTION
ENG UNIT DEC
LL
HH
FB
ST
SOE ALM DLY
ALM ALM
UT
ALM
INH GRP
ID
TM
TD
IS
I/O TB LOC
ASSOCIAT
IOM
EXT
DISPLAY
ADDRESS
REMARK
ND
IOM SLT
HD056
1 H/D COMP COMP.S BRG T
TIAHL
100
Deg_C
D0
15
70
BAD
C03
CC
C-3F
C-3F
15
10
HD045
1 H/D COMP DISCH. TEMP
TIAH
-200
200
Deg_C
D0
90
BAD
C03
CC
C-3F
C-3F
15
10
HD062
1 H/D COMP GEAR OIL IN P
PIAL
0.0
600.0
kPa
D1
100
BAD
C03
CC
C-3F
C-3F
15
10
10
HD063
1 H/D COMP GEAR OIL IN T
TIAHL
100
Deg_C
D0
20
55
BAD
C03
CC
C-3F
C-3F
15
10
11
HD061
1 H/D COMP LO FILTER DP
DPIAH
0.0
500.0
kPa
D1
250
BAD
C03
CC
C-3F
C-3F
15
10
HD004
1 H/D COMP MT WIND T R
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-3F
C-3F
15
12
HD005
1 H/D COMP MT WIND T S
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-3F
C-3F
15
12
HD006
1 H/D COMP MT WIND T T
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-3F
C-3F
15
12
HD053
1 H/D COMP SHAFT VIB
VIAH
0.0
100.0
um
D1
50
BAD
C03
CC
C-3F
C-3F
15
10
HD079
2 H/D COMP BULK SEAL T
TIAH
100
Deg_C
D0
75
BAD
C03
CC
C-8F
C-8F
17
11
12
HD057
2 H/D COMP COMP.S

COMP S BRG T
TIAHL
100
Deg C
Deg_C
D0
15
70
BAD
C03
CC
C-8F
C
8F
C-8F
C
8F
17
11
HD047
2 H/D COMP DISCH. TEMP
TIAH
-200
200
Deg_C
D0
90
BAD
C03
CC
C-8F
C-8F
17
11
HD066
2 H/D COMP GEAR OIL IN P
PIAL
0.0
600.0
kPa
D1
100
BAD
C03
CC
C-8F
C-8F
17
11
10
HD067
2 H/D COMP GEAR OIL IN T
TIAHL
100
Deg_C
D0
20
55
BAD
C03
CC
C-8F
C-8F
17
11
11
HD065
2 H/D COMP LO FILTER DP
DPIAH
0.0
500.0
kPa
D1
250
BAD
C03
CC
C-8F
C-8F
17
11
HD011
2 H/D COMP MT WIND T R
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-8F
C-8F
17
14
HD012
2 H/D COMP MT WIND T S
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-8F
C-8F
17
14
HD013
2 H/D COMP MT WIND T T
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-8F
C-8F
17
14
HD055
2 H/D COMP SHAFT VIB
VIAH
0.0
100.0
um
D1
50
BAD
C03
CC
C-8F
C-8F
17
11
IG005
1 IGG BLOWER WIND TEMP R
TIAH
180
Deg_C
D0
130
140
BAD
C03
CC
C-2F
C-2F
16
4-20MA
IG006
1 IGG BLOWER WIND TEMP S
TIAH
180
Deg_C
D0
130
140
BAD
C03
CC
C-2F
C-2F
16
4-20MA
IG007
1 IGG BLOWER WIND TEMP T
TIAH
180
Deg_C
D0
130
140
BAD
C03
CC
C-2F
C-2F
16
4-20MA
IG011
2 IGG BLOWER WIND TEMP R
TIAH
180
Deg_C
D0
130
140
BAD
C03
CC
C-7F
C-7F
18
4-20MA
IG012
2 IGG BLOWER WIND TEMP S
TIAH
180
Deg_C
D0
130
140
BAD
C03
CC
C-7F
C-7F
18
10
4-20MA
IG013
2 IGG BLOWER WIND TEMP T
TIAH
180
Deg_C
D0
130
140
BAD
C03
CC
C-7F
C-7F
18
11
4-20MA
IG050
IGG REF COMP WIND TEMP R
TIAH
180
Deg_C
D0
130
140
BAD
C03
CC
C-7F
C-7F
18
15
4-20MA
IG048
IGG REF COMP WIND TEMP S
TIAH
180
Deg_C
D0
130
140
BAD
C03
CC
C-7F
C-7F
18
13
4-20MA
4-8
4-20MA
4-20MA
Part 4 Cargo System
LNGC GRACE ACACIA
IAS TAG
POINT DESCRIPTION
CODE
R_LOW
R_HIGH
ALARM DETECTION
ENG UNIT DEC
LL
HH
FB
ST
SOE ALM DLY
ALM ALM
UT
ALM
INH GRP
ID
TM
TD
IS
ASSOCIAT
EXT
DISPLAY
ADDRESS
C-7F
C-7F
18
14
ND
REMARK
IOM SLT
IG049
IGG REF COMP WIND TEMP T
TIAH
180
Deg_C
D0
130
140
BAD
C03
CC
LC044PV
FWD S SWBT VOLUME
IND
0.0
100.0
D1
95
C03
CC
17
--
106
LC045PV
FWD P SWBT VOLUME
IND
0.0
100.0
D1
95
C03
CC
15
--
22
LC046PV
AFT PK SWBT VOLUME
IND
0.0
100.0
D1
95
C03
CC
17
--
107
LC047PV
1 SWBT S VOLUME
IND
0.0
100.0
D1
95
C03
CC
17
--
108
LC048PV
1 SWBT P VOLUME
IND
0.0
100.0
D1
95
C03
CC
15
--
25
LC049PV
2 SWBT S VOLUME
IND
0.0
100.0
D1
95
C03
CC
17
--
109
LC050PV
2 SWBT P VOLUME
IND
0.0
100.0
D1
95
C03
CC
15
--
27
LC051PV
3 SWBT S VOLUME
IND
0.0
100.0
D1
95
C03
CC
17
--
110
LC052PV
3 SWBT P VOLUME
IND
0.0
100.0
D1
95
C03
CC
15
--
29
LC053PV
4 SWBT S VOLUME
IND
0 0
0.0
100 0
100.0
D1
95
C03
CC
17
--
111
LC054PV
4 SWBT P VOLUME
IND
0.0
100.0
D1
95
C03
CC
15
--
31
LD082
1L/D COMP BULK SEAL T
TIAH
200
Deg_C
D0
75
BAD
C03
CC
C-2F
C-2F
16
13
LD061
1L/D COMP COMP S BRG T
TIAHL
100
Deg_C
D0
15
70
BAD
C03
CC
C-2F
C-2F
16
LD046
1L/D COMP DISCH TEMP
TIAH
-200
200
Deg_C
D0
90
BAD
C03
CC
C-2F
C-2F
16
LD069
1L/D COMP GEAR OIL IN P
PIAL
0.0
250.0
kPa
D1
120
BAD
C03
CC
C-2F
C-2F
16
10
LD070
1L/D COMP GEAR OIL IN T
TIAHL
100
Deg_C
D0
20
55
BAD
C03
CC
C-2F
C-2F
16
11
LD077
1L/D COMP LO FILTER DP
DPIAH
0.0
250.0
kPa
D1
250
BAD
C03
CC
C-2F
C-2F
16
12
LD052
1L/D COMP MT WIND TEMP R
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-2F
C-2F
16
14
13
LD053
1L/D COMP MT WIND TEMP S
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-2F
C-2F
16
14
14
LD054
1L/D COMP MT WIND TEMP T
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-2F
C-2F
16
14
15
LD058
1L/D COMP SHAFT VIB
VIAH
0.0
100.0
um
D1
50
BAD
C03
CC
C-2F
C-2F
16
LD025
1L/D COMP SUCT TEMP
TIAH
-200
200
Deg_C
D0
-40
BAD
C03
CC
C-2F
C-2F
16
4-20MA
LD083
2L/D COMP BULK SEAL T
TIAH
200
Deg_C
D0
75
BAD
C03
CC
C-7F
C-7F
18
13
4-20MA
LD063
2L/D COMP COMP S BRG T
TIAHL
100
Deg_C
D0
15
70
BAD
C03
CC
C-7F
C-7F
18
LD048
2L/D COMP DISCH. TEMP
TIAH
-200
200
Deg_C
D0
90
BAD
C03
CC
C-7F
C-7F
18
LD074
2L/D COMP GEAR OIL IN P
PIAL
0.0
250.0
kPa
D1
120
BAD
C03
CC
C-7F
C-7F
18
10
4-9
I/O TB LOC
IOM
4-20MA
4-20MA
Part 4 Cargo System
LNGC GRACE ACACIA

IAS TAG
POINT DESCRIPTION
CODE
R_LOW
R_HIGH
ALARM DETECTION
ENG UNIT DEC
LL
HH
FB
ST
SOE ALM DLY
ALM ALM
UT
ALM
INH GRP
ID
TM
TD
IS
I/O TB LOC
ASSOCIAT
IOM
EXT
DISPLAY
ADDRESS
ND
REMARK
IOM SLT
LD075
2L/D COMP GEAR OIL IN T
TIAHL
100
Deg_C
D0
20
55
BAD
C03
CC
C-7F
C-7F
18
11
LD079
2L/D COMP LO FILTER DP
DPIAH
0.0
250.0
kPa
D1
250
BAD
C03
CC
C-7F
C-7F
18
12
LD055
2L/D COMP MT WIND TEMP R
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-7F
C-7F
18
13
10
LD056
2L/D COMP MT WIND TEMP S
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-7F
C-7F
18
13
11
LD057
2L/D COMP MT WIND TEMP T
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-7F
C-7F
18
13
12
LD059
2L/D COMP SHAFT VIB
VIAH
0.0
100.0
um
D1
50
BAD
C03
CC
C-7F
C-7F
18
LD034
2L/D COMP SUCT TEMP
TIAH
-200
200
Deg_C
D0
-40
BAD
C03
CC
C-7F
C-7F
18
MDO008
IGG MDO SERV TANK LEVEL
LIAHL
0.100
5.040
D3
0.45
4.69
BAD
C03
CC
14
--
64
NG020PV
1 N2 GEN DISCH/RECEIV P
1600
kPa
D0
300
650
C03
CC
16
--
71
NG917PV
2 N2 GEN DISCH/RECEIV P
1600
kPa
D0
300
650
C03
CC
17
--
71
NG038
N2 BLR PURGE PRESS
PIAL
0 0
0.0
800 0
800.0
kPa
D1
190
BAD
C03
CC
C-8F
C
8F
C-8F
C
8F
17
12
RF010
DAIRY REF RM TEMPERATURE
TIAHL
-50
50
Deg_C
D0
-23
-15
BAD
C03
CC
SM-1F
SM-1F
14
RF008
FISH ROOM TEMPERATURE
TIAHL
-50
50
Deg_C
D0
-23
-15
BAD
120
C03
CC
SM-1F
SM-1F
14
RF006
MEAT REF RM TEMPERATURE
TIAHL
-50
50
Deg_C
D0
-23
-15
BAD
120
C03
CC
SM-1F
SM-1F
14
10
RF009
VEGE REF RM TEMPERATURE
TIAL
-50
50
Deg_C
D0
BAD
C03
CC
SM-1F
SM-1F
14
12
WS003
WS P/P MTR WIND TEMP R
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-8F
C-8F
17
14
14
WS005
WS P/P MTR WIND TEMP S
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-8F
C-8F
17
14
15
WS004
WS P/P MTR WIND TEMP T
TIAH
200
Deg_C
D0
130
BAD
C03
CC
C-8F
C-8F
17
14
16
4 - 10
20
4-20MA
Part 4 Cargo System
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
Liquid Crossover
(650A)
(500A)
CL-003
CS-002(80A)
ESD
CL-004
(400A)
(400A)
ESD
CL-008
ESD
CG-004
CG-002
(400A)
(400A)
(300A)
CG-700
CG-701
(400A)
CG-100
CS-100
(50A)
SP-100
CG-101
CS-108
(40A)
CL-110
(300A)
(300A)
(300A)
CR-104
(PORT)
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
Emergency Pump Column
(400A)
(600A)
(50A)
CR-105
(STBD)
(80A)
No.2 Cargo Tank
CS-101
CS-102
CL-101
CL-102
CL-103
CL-104
S
Spray Pump
CS-106 For IBS

Stripping
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
(400A)
CL-206
(600A)
Sprayers
CL-205
Cargo Pump
CS-104
FL-100
SA-156 SA-155
SA-154 SA-153
(8A)
SA-152 SA-151
(8A)
(8A)
CS-207
SP-200
CG-201
(300A)
(50A)
(50A)
CS-208
(40A)
CL-200
Radar Beam Type

Level Gauge Pipe
CG-200
CS-200
CR-205
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
(PORT)
4 - 11
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
(50A)
(300A)
Sprayers
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
SP-700
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
CS-701
CS-700
CL-700
(300A)
Spray Main
(450A)
(400A)
CG-301
CS-307
(50A)
(50A)
SP-300
Radar Beam Type Level Gauge
CG-702
(100A)
(50A)
(65A)
(400A)
(400A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
(600A)
CG-703
ESD
(400A)
(8A)
(40A)
CS-308
CR-304
Float Type Tank Level Gauge
CS-107
(80A)
CL-011(500A)
CL-012
(450A)
CG-300
CS-300
(300A)
(300A)
Liquid Main
CL-305
CL-306
Flow Meter
(650A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve
Conical Type Strainer
(400A)
CS-303
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Screw Down Non Return Valve

(Flanged Type)
Ball Valve
(Manual Handle, Flanged Type)
Hyd. Remote Operated Ball Valve
(Flanged, Open/Shut Type)
(600A)
(PORT)
S
Spray Pump
Relief Valve (Pilot Operated Type)
Vapour Main
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Control Valve
(700A)
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
(PORT)
(50A)
(8A)
SA-354 SA-353
SA-352 SA-351
(8A)
(8A)
SP-400
CG-401
CS-407
CR-404
(50A)
(50A)
CS-408
(40A)
CL-400
(300A)
(300A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
(300A)
Needle Valve
To Cofferdam
No.3 LNG
Vent Mast
(400A)
CR-405
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
CL-310
CS-406 For IBS

Stripping
Swing Check Valve (Flanged Type)
(300A)
(80A)
CS-403
CL-410
CS-404
(750A)
No.4 LNG
Vent Mast
(400A)
Hyd. Remote Operated Globe Valve

(Flanged, Opening Type)
(Flanged, Opening Type, with Handle)
(50A)
CL-601
(650A)
CS-600
(80A)
(700A)
(65A)
(400A)
(300A)
(450A)
Hyd. Remote Operated Butterfly Valve

Y-type Strainer
Gas Main
(300A)
CL-600
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
Ballast Line
Butterfly Valve (Flanged Type)
Strip/Spray Line
Relief Valve (Spring Loaded Type)
(400A)
(50A)
(50A)
SP-701
LNG Vapour Line
Globe Valve (Flanged Type)
(80A)
CS-008(80A)
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
ESD
(40A)
(500A)
CS-504
CL-015
(40A)
CS-501
Symbol
LNG Liquid Line
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
CG-525 CG-521
SP-602
(80A)
Liquid Crossover
CG-503
(450A)
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
[Cargo Compressor Room]
CL-009
(400A)
Illustration 4.1a Cargo Piping System
S
Spray Pump
No.1 Cargo Tank
Part 4 Cargo System
LNGC GRACE ACACIA

4.1 Cargo Piping System
General
The cargo piping system is illustrated in a simplified drawing showing only the
principal features of the system (See illustration 4.1a).
Liquid cargo is loaded and discharged via the two crossover lines at midships
and is delivered to and from each cargo tank liquid dome via the liquid header
which runs fore and aft along the trunk deck. Each crossover line at midships
separates into two loading/discharging connections, port and starboard, making a
total of four loading/discharge connections on each side of the ship.
The cargo tank vapour domes are maintained in communication with each other
by the vapour header running fore and aft along the trunk deck. The vapour
header also has a cross connection at the midship manifold for use in regulating
tank pressures when loading and discharging.
When loading, the vapour header and crossover, together with the HD
compressors, are used to return the displaced gas from the tanks back to the
shore installation. When discharging, the vapour header is used in conjunction
with either the vapour crossover, or a 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 or to cool down each cargo tank, and also to spray during
discharging if the return vapour is insufficient.
The vapour header and stripping/spray headers are both connected to the vapour
dome of each tank. The vapour domes also house the tank safety valves, pressure
pick up and three sample points. The spray line on each tank consists of two
spray assemblies inside the tank at the top to distribute the incoming liquid into
several spray nozzles in order to assist in evaporation and thus achieve a better
cool down rate.
The stripping/spray, liquid and vapour headers have branches to and from the
cargo compressor room with connections to the compressors, heaters and
vaporiser for various auxiliary functions. Removable bends (spool pieces) are
supplied for fitting where necessary to allow cross-connection between the
various pipe works for infrequent uses such as preparing for dry dock and
recommissioning after dry dock.
The vapour header connecting the vapour domes also allows the removal of boiloff gas from the cargo tanks when at sea. In normal circumstances this is done by
leading the boil-off gas to the engine room as fuel for the boilers. In emergency
situation the boil-off gas can be vented to the atmosphere via the forward vent
mast riser.
The Inert Gas and Dry-Air System (section 4.10), located in the engine room, is
used to supply inert gas or dry air to the cargo tanks via piping which connects
with the main cargo system through the double non-return swing valves to avoid
gas returning to the engine room.
All of the cargo liquid piping is welded to reduce the possibility of joint leakage.
Flanged connections are electrically bonded by means of bolts/nuts and bonding
straps between flanges to ensure that differences in potential, due to static

electricity between cargo and other deck piping, tanks, valves and other
equipment, are avoided.
Both liquid and vapour systems have been designed in such a way that expansion
and contractions are absorbed in the piping configuration. This is done by means
of expansion loops and bellows on liquid and vapour piping respectively.
Fixed and sliding pipe supports and guides are provided to ensure that pipe
stresses are kept within acceptable limits.
All sections of liquid piping that can be isolated, and thus possibly trapping
liquid between closed valves, are provided with safety valves which relieve
excess pressure to the nearest vapour dome. This is a safety measure, although
normal working practice is to allow any remaining liquid to warm up and boil off
before closing any such valves.
Relief valve set pressure is equal to the design pressure of the system.
The relief valves discharge vapour to the cargo tank.
Liquid dome connections:
-
Two (2) discharge lines.

One (1) filling line
One (1) emergency pump column
One (1) spray pump discharge line
Two (2) groups of spray lines for tank cooling purpose
One (1) spray return line
Three (3) fixed tubes for cargo sampling
Instrumentation and electrical connections as required
One (1) radar level gauge line
One (1) float level gauge line
Two (2) safety relief valves.
Pilot pipe of safety relief valve
One (1) safety valve outlet for cargo piping
All major valves such as the midships port and starboard manifold valves (also
called ESD Manifold Valves) and individual tank loading and discharge valves,
are remotely power operated from the IAS, so that all normal cargo operations
can be carried out from the Central Control Room (CCR).
2. Stripping/Spray Lines
When an ESD is activated the manifold valves are closed, discontinuing loading
or unloading operations.
The Spray Header is led between No. 1 and No. 4 cargo tank and is connected
with crossovers at the shore connection.
A non-return valve is fitted at the discharge flange of each cargo pump. A hole is
drilled in the valve disc to allow the tank discharge lines to drain down and be
gas freed. Non-return valves are also fitted at the discharge flange of the
compressors. The stripping/spray and emergency cargo pump discharge lines
have non-return valves located directly after the hydraulically operated discharge
valves.
Fluid velocity in the pipe lines in normal service shall be generally applied as
below.
Liquid line
7 m/s
Vapour line of compressor suction side
40 m/s
Vapour line of compressor discharge side
45 m/s
One (1) spray connection is branched off the spray header and led to each cargo
tank.
The system is used for cooling down the cargo tanks before loading as necessary.
At initial cooling down, the liquid is fed from shore to the spray header through
the liquid crossover. The spray header is connected to two (2) groups of spray
nozzles in each cargo tank.
Liquid nitrogen is supplied to the LNG vaporiser through the spray lines from
the cargo manifold.
The liquid supply to the spray header is remotely controlled by throttling the
valve of the spray return line. The spray nozzles are located along the top edge of
the top chamfer of the tanks.
1. Liquid Lines
One (1) liquid header is led between No. 1 and No. 4 cargo tanks on thetrunk
deck and is connected with the crossovers.
One (1) liquid connection is branched off the liquid header and led to each cargo
tank.
The nozzles in each cargo tank are installed depending on the tank size. The
capacity of the spray nozzles is decided based on the initial cooling down of the
cargo tank and cooling down before loading at the end of the ballast voyage.
Y-type strainer is provided in the spray lines to the nozzles in the tank.
The following valves are provided near each liquid dome:
In each cargo tank, two (2) cargo discharge lines with cargo pumps at the bottom,
and one (1) cargo filling line extended to the bottom are provided. In addition, a
well is provided for lowering down the emergency cargo pump. These lines shall
penetrate the liquid dome and are connected to the cargo liquid branch for each
tank.
4 - 12
A hydraulic remotely operated globe valve and lift check valve for the
discharge line of each stripping / spray pump.
A hydraulic remotely operated globe valve on the common line and
Part 4 Cargo System
LNGC GRACE ACACIA
hydraulic remotely operated globe valve for each spray nozzle inlet line.
-
A hydraulic remotely operated globe valve on the spray return line.
A hydraulic remotely operated globe valve for the connection to cargo

tank liquid branch.
7. Boiler Fuel Gas Line

The distance between the bottom edge of the manifold flange and the top of the
deck or working platform is 900mm.
Water curtain pipes are provided at the ships side in way of each loading station
to protect the side shell during loading and discharging.
3. Vapour Lines
The water curtain pipe shall be fitted with a drain valve at the lowest point.
One (1) vapour header is led between No.1 and No.4 cargo tanks, used for gas
handling operations such as loading and discharging of cargo, warm up and cool
down.
Sea water for the sea water curtain is supplied from the fire and wash deck main
line near the loading station.
This header is led to each cargo tank via a vapour branch line, provided with a
manually operated butterfly valve and a spectacle flange, and connected to the
vapour crossover which leads to the shore connection.
One (1) vapour return line is provided between the H/D compressor discharge
and the vapour crossover at the shore connections for discharging cargo vapour
during loading, warming up, cooling down and inert gas purging operations.
Pressure control devices are provided to vent excessive boil-off vapour to the
atmosphere through No. 1 vent mast.
The pressure control of vapour to shore is provided by automatic remote control
from the IAS
4. Gas Pipe Connection
-
One (1) vapour return/boil-off line.

One (1) fixed tube for cargo sampling.
One (1) emergency vent header is led between No.1 and No.4 cargo tanks, used
for tank gas freeing operations.
This header shall be led to near each vapour branch line and connected to the
vapour branch line using an expansion bellows type spool piece which is
provided separately. The Emergency Vent line is not insulated.
5. Cargo Manifold
Loading stations are provided port and starboard on a platform above the main
deck as shown on the G.A.
The cargo manifold consisting of four (4) liquid lines and one (1) vapour line is
provided port and starboard on platforms above the main deck and is in
compliance with OCIMF standards at the loading and discharging ports.
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 vessels movement. Under
normal conditions the boil-off gas is used as fuel in the ships boilers.
The gas vapour is taken from the vapour header into the LD Compressors. It then
passes through the LD gas heater before going to the ships boilers where it is
burnt as fuel. The fuel gas pipe to the engine room is 300A and is fitted with the
fuel gas master valve (CG613) and a flow meter.
Sea water hose connections are provided for de-icing the cargo manifolds.
8. Inerting/ Aeration Lines
All remotely operated valves as well as emergency shutdown valves are operable
from the IAS and valves are capable of manual operation locally at the solenoid
rack and by hydraulic hand pump in general.
The system supplies inert gas or dry air to the cargo tanks and pipelines for
inerting and drying during refit periods.
There are no permanent connections between liquid and vapour headers.
The inert gas or dry air is supplied from the inert gas generator situated in the
engine room.
Spool pieces or equivalent are provided for temporary connections.

Lifting and support arrangements for spool pieces and small davits for handling
manifold blanks and adaptor pieces are provided.
The line is connected to the gas header and the liquid header by means of Blind
Flange Valve and spool piece.
By selective use of the spool pieces it is possible to inert/aerate all or any single
cargo tank.
Expansion and/or sliding arrangements for shore connections to compensate for

thermal connection of the cargo lines are provided.
6. Vent Masts for Cargo Tanks
Four (4) vent masts are provided and fitted with a nitrogen purging connection
complete with isolating valve.
The vapour header is permanently connected to the forward vent mast which is
fitted with a pressure control valve and a trip closing arrangement, operated from
the IAS & W/H, with a manual override.
The vent mast is of stainless steel pipe (SUS 316L). A bottom plate and a drain
connection with a small drip tray is provided at the bottom of each vent mast.
A ladder is fitted on the vent mast for access to the head of each mast top, and
wire rope stays are provided to prevent vibration of the mast.
The top of each mast is fitted with a stainless-steel wire-mesh protection screen,
cowl and drain provision, and designed to prevent rain from entering the mast
but allow gas to escape vertically upwards.
An access platform is provided for maintenance.
The spacing between liquid and vapour lines is in accordance with loading and
discharging terminals arm locations and the distance between the ship manifold
flanges and the ships side is 3.5m.
4 - 13
Part 4 Cargo System
LNGC GRACE ACACIA

8. Torque Management Cryogenic Flange
The following procedure for tightening bolts and nuts to be used.
a)
The threads on bolts and nuts to be brushed if necessary.
600
24
809.4
650
26
186.8
700
28
203.4
750
30
187.9
b) The gasket to be placed and the nuts to be screwed on bolts by hand.

c)
Tighten the nuts diagonally

i.e. eight (8) bolts flange adopt the following tightening order :
15738462
The nuts to be tightened four (4) times as follow by using torque wrench.
(1) 1st tight : 20 % of tightening torque given on page 8 thru 7.
(2) 2nd tight : 50% of tightening torque given on page 8 thru 7.
(3) 3rd tight : 80% of tightening torque given on page 8 thru 7.
(4) 4th tight : 100% of tightening torque given on page 8 thru 7.
Nom. Dia
(mm)
Tightening Torque N-M
Inch
15
20.0
20
28.0
25
32.0
32
1+
42.6
40
1+
55.5
50
90.5
65
2+
108.9
80
133.3
100
99.1
125
151.4
150
179.8
200
229.3
250
10
258.6
300
12
307.2
350
14
413.4
400
16
486.3
450
18
625.3
500
20
609.7
550
22
698.2
4 - 14
Part 4 Cargo System
LNGC GRACE ACACIA

4.2 Cargo Tank Pressure Control System
4.2.1 Cargo Tank Pressure Control
1. Over Pressurizing
To protect the cargo tanks from being over pressurized due to natural boil off, the
gas has to be burned by the boiler or vented to atmosphere. The LD compressors
will supply the natural boil off gas to the boilers as fuel gas to keep the vapour
header pressure stable.
If the boilers require less fuel gas than that which is naturally boiling off, the
vapour header pressure will increase. To prevent this increase in the pressure the
boiler control system will have to use more fuel gas thus producing more steam
than is needed for the steam system. This excess steam has to be dumped.
inhibit order is set from the wheelhouse or telegraph astern signal. In this mode
manual operation of the vent mast valve is not available. The tank protection
vent mode will override the manual vent inhibit and open the valve under high
vapour header pressure.
This function has first priority.
Vapour Header Pressure and Tank Pressure
pressure relief
valve open
25
kPa g
24
2. Tank Protection Vent Control
vent valve open
23
In the tank protection vent mode, the vent control valve CG701 will open to full
flow (100% capacity) when a pressure on the vapour header exceeds the set
value 23 kPa. The valve will stay in this mode until the pressure registered on the
vapour header drops below 21 kPa at which point the valve will close. In the
tank protection vent mode, the manual vent is inhibited and vent control at vent
mode is disabled and manual operation of the vent valve is not available.
Vapour venting valve is locked in auto mode.
This function has second priority.
- Trip spray pump

- Close spray valve
PAHH
22
vent valve close
21
PAH
20
PAHH
Trip vaporizer
PAH
19
steam dump
2. Under Pressurizing
To protect the cargo tanks from being under pressurized the LD compressor logic
has two (2) tank pressure protection controllers; one for Ballast mode and one for
Laden mode.
The controller for the LD compressor shall limit the compressor capacity when
the vapour header pressure falls below a set pressure of 2 kPa.
When the vapour header pressure falls to 3.0 kPa, a FO Auto Backup signal will
be sent to the burner management system (BMS) to start a FO burner. The FO
Auto Backup signal will be reset when the pressure increases to 3.5kPa..
PT
4.2.2 Cargo Tank Vent Control

Vent control valve CG701 is controlled from the IAS and has four control levels
as follows:
1.
2.
3.
4.
Vent Inhibit
Tank Protection vent Control.
Vent Control at Vent mode.
Manual Operation.
The order of the control priority is : 1 > 2 > 3 > 4

1. Vent Inhibit
In the manual vent inhibit mode, the vent valve will stay closed when the vent
15
Vent
Control
H Valve
7 ~ 19 kPa g
(Operation Range)
CG701
At Very Low cargo header pressure (2.0 kPa) a FO Boost Up signal will be sent
to the boiler management system and the LD compressor stop sequence is
initiated.
The Ballast and Laden mode controllers will limit the available BOG flow to
the boilers when the cargo header pressure falls below a set pressure.
Vent
Mast
OPEN : 23 kPa
CLOSED : 21 kPa
3. Vent Control at Vent Mode

In vent mode, the IAS controls the opening of the vent control valve (CG701)
according to the vapour header pressure while BOG is being routed to the engine
room for burning in the boilers. In this mode, the manual operation of the control
valve is available. In this mode the vent valve is opened 100% and closed 0%.
This function has third priority.
FO Backup Reset Order

FO Backup Order
5.5
5
Pumps start
interlock
4
3.5
3
PAL
- Trip cargo pumps

PALL
- Trip HD compressor TPS1
- Close spray valves
4. Manual Operation
When any of the above automatic controls are not activated, the IAS doesnt
manipulate the valve position controller and the vent valve can be manipulated
by the operator.
When the vent control valve is under automatic control of the IAS (under the
conditions 1, 2, 3 above), point mode of the valve position controller is fixed at
P-AUTO mode, and manual operation of the point is not available.
4 - 15
0.3
0
Vacuum relief
valve open
Tank Pressure
PAL
PALL - FO Boost up
- Close Gas
Master valve
- Trip LD compressor
PAVL - ESD
-1
Vapour header
pressure
Part 4 Cargo System
LNGC GRACE ACACIA

4.2.3 Mode Selection
Fig. 1 Ballast and Laden Mode Logic

1. Ballast and Laden Mode
There are two pressure controllers, one for Laden Voyage and one for Ballast
Voyage, in the GMS that tell the Burner Management System (BMS) how much
boil-off gas is available to the burner or how much gas has to be released to
atmosphere to keep the vapour header pressure at its set point.
Manual inputs are the Estimated BOG Flow in Laden and Ballast mode and the
pressure selection switch that enables the operator to select between absolute or
gauge pressure (for Laden mode).
The pressure controllers will protect the cargo tanks and adjust the Available
BOG Flow according to its set point. To control the vapour header pressure
either the ballast or laden pressure controller will be active at all times.
The logic is the same for ballast and laden mode but separate controllers are used
for the two.
Switching between Laden and Ballast mode is performed during loading /
unloading.
Vapour Header Main Pressure (Abs)

Vapour Header Main Pressure (Gauge)
Gauge
Est. BOG Flow
Ballast Mode (kg/h)
Feed
Ballast mode
press controller
Set
Est. BOG Flow

Laden Mode (kg/h)
Feed
Abs
Laden mode
press controller
Set
1) Pressure Sensor Mode

Voyage Mode
Pressure Sensor
Ballast
Gauge
Ballast
Absolute
Laden
Gauge
Laden
Switching between absolute and gauge pressure is bump-less and can be

done at any time.
2) Failsafe Handling Ballast Mode Controller
Cause
Vapour header pressure
measurement signal
failure
Effect
Comments
Controller put in manual

mode with the current
controller output
Gauge pressure
Available BOG Flow (kg/h)
3) Failsafe Handling Laden Mode Controller

Cause
Effect
Comments

measurement signal
Failure

controller output
Gauge
pressure

measurement signal
Failure

controller output
Absolute
pressure
4 - 16
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.3.1a Main Cargo Pumps
324mm
DISCHARGE
TERMINAL BOX
CABLE
BALL BEARING (UPPER)
STATOR COIL
SHAFT
ROTOR CORE
STATOR CORE
BALL BEARING (LOWER)

BALANCE SEAT
IMPELLER
600mm
Min. liquid level

for em'cy restart
2,270mm
Min. liquid level for initial & normal start up
1,780mm
SUCTION STRAINER
INDUCER
810mm
SUCTION
TANK BOTTOM
100mm (Thermal contraction

:subject to vapour temp.
100 5mm
4 - 17
Part 4 Cargo System
LNGC GRACE ACACIA

4.3 Cargo Pumps
During the course of discharge, changes in flow rate and tank levels alter these
readings. Thus the discharge valve have to be readjusted accordingly.
ESDS signifies that all cargo plant is shut down in addition to the pump(s) on the
tank(s) in question.
Under normal conditions it should be possible to maintain the full discharge rate
until the tank level approaches 1.98 m, at which time the pump will start to
cavitate and lose suction as indicated by fluctuations in the discharge pressure
and ammeter readings.
NOTE
An insulation test of all pumps is to be carried out after leaving the loading
port to establish that all pumps are operational and to allow time for the
installation of the emergency cargo pump should it be necessary. Disconnect
the earth line of insulation monitor before carrying out this test.
4.3.1 Main Cargo Pumps

1. General Description
Pump
Manufacturer:
Pump model:
Capacity rated flow:
No. of sets:
Total head:
Design temperature:
Cool down time:
Design pressure:
Liquid spec. gravity:
Shaft power :
Efficiency:
Direction of rotation:
Discharge flange:
Minimum starting level:
Minimum restarting level:
Pump down level:
At rated flow:
At minimum flow:
Minimum flow:
Shinko Ind. Ltd.

SM350
1,800 m3/h
8 (2 per cargo tank)
155 m
-163C
3 hours
1 MPaG
0.5
469 kW
81 %
Clockwise viewed from motor
ANSI 150 LB 350A
1.98 m
0.8 m
1.15 m
0.46 m
720 m3/h
The discharge valves should be throttled to stabilize conditions and one pump
stopped if necessary. The remaining pump should be progressively throttled to
maintain suction and prevent the operation of the motor low current trip.
By trimming the vessel one (1) meter or more by the stern, it should be possible
to reduce the amount of liquid remaining in the tanks to a minimum, if requested.
NOTE
The pump should not be started or operated against closed discharge valve
due to potential damage which may result to insufficient cooling and
lubrication for motor and bearing and excessive vibration levels associated
with zero flow conditions.
The cargo pumps may be run in closed circuit on their own tanks by opening the
loading valve. This may be required if the discharge is temporarily halted when
the tanks are at low level, thereby avoiding the problems of restarting with low
level and low discharge pressure.
The pump shall be tested before arrival at discharge port on calm sea condition,
and during loading when the tank level is 4~5 m subject to terminals acceptance.
The cargo pumps will be automatically stopped should any of the following
occur:
1) Cargo tank pressure low low (0.2 kPa)
Motor
Type:
Rated output:
Synchronous speed:
Rated current:
Starting current:
Insulation class:
Min. starting voltage:
Min. resistance value for starting:
Vertical submerged 3-phase

Induction
575 kW
1800 rpm
AC 6600V / 60Hz
66 A
400 A
Class F
85 %
5 M
2) Vapor header pressure below or equal to atmospheric pressure plus

0.3 kPa
3) Extreme high level in cargo tank (99.5% volume)
4) Activation of emergency shut down trip
12 push buttons and 12 fusible elements
5) Activation of ship/shore pneumatic, fibre-optic or electrical shut-own
6) Motor single-phasing
The cargo tanks are fitted with two main cargo pumps. These pumps are vertical
single-stage centrifugal pumps with one inducer stage and driven by electric
motors. Each pump is rated to discharge 1,800m3/h at 155m head of LNG.
7) Low motor current (32A)

8) High motor current (electrical overload 66A)
For optimum discharge results, bulk discharge will be carried out with 8 pumps
running in parallel.
The pump discharge valves will be throttled to ensure optimum performance
indicated by the pump performance graph.
9) Low discharge pressure with time delay at starting

10) Activation of ESDS
11) Cargo tank level low
4 - 18
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.3.1b Main Cargo Pump Characteristic Curve
100
90
140
120
100
50
80
40
0.50)
=
(
P
60
30
0.47)
P ( =
40
20
20
10
150
100
Efficiency & Power Factor PF (%)
180
10
160
200
200
Slip S (%)
Current I (A)
Characteristic Cuver of Motor
Total Head H (m)
Pump Efficiency E (%)
Shaft Horse Power P (kW)
(Height from Inducer Inlet)
NPSHR Hs (m)
Pump Down Hd (m)
Characteristic Cuver of Pump
80
PF
80
70
60
60
40
500
20
400
300
200
Hs
Hd
1
0
0
500
1000
1500
2000
I
S
2500
20
40
60
80
100
120
140
Output (%)
Capacity Q (m3/h)
4 - 19
Part 4 Cargo System
LNGC GRACE ACACIA

2. Operation
Preparation for Operation (Starting Condition)
1) The overall insulation resistance should be more than 5.
- An 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 1000V megger.
- If the measurements are less than 5, 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 5 is the minimum value for starting
the motor. The proper insulation value is more than 50, 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 the
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) The liquid level in the cargo tank should be higher than the following:
- The pump starting liquid level of initial unloading is as follows:
1.98 meter or higher from the tank bottom.
- In case of restart after stopping the pump, the minimum pump starting
liquid level is as following:
0.8 meter or higher from the tank bottom
3) Pump and motor to be cooled sufficiently.
At least three hours must be passed after pouring LNG in the cargo tank.
Never operate the pump within three hours. Even if it is necessary to operate
the pump unavoidably, for instance during sailing, the temperature in cargo
tank must be less than minus 130C.
CAUTION
It is necessary to cool down the each part of pump and motor sufficiently
before pump operation. 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. (In case of pouring the liquid directly to the
cargo tank, the speed of cooling down must be less than 50C/h.) When pump
is cooled down more than three hours, since the shrinking amount of each parts
is balanced. No excessive heat strength is occurred.
4) The cargo 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 18 ~ 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.
Start
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.
- The pump must not be operated under an idle condition (normal rotation,
opposite rotation) during purging, gas switching or the like.
For 1.98 meters or more from

Tank bottom
For 0.8~1.98 meters from Tank

bottom
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
15min. have passed after the
second stopping.
The second starting should be

carried out after more than 30min.
have passed after the first stopping.
For starting after stopping continuous running

If the motor is stopped after continuous running, the following starting
should be carried out after more than 30min. have passed.
If the pump does not start with some problems in 3secs. After pushing the
start switch, the starting should be carried out after the problem has been
rectified and more than 30min. have passed.
The operation other than inching should be regarded as Continuous
Running. Hereupon, the inching means that the operating time is less
than 5minutes.
- 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.
- The pump must not be operated with the discharge valve fully shut.
CAUTION
If the discharge pressure dose not rise to the required value (0.6MPa) or greater
10 seconds after the start in direct on line starting, stop the motor immediately
and examine possible causes.
The excessively low discharge pressure means that the pump may be rotating in
the reverse direction. In that case, the two phases of the motor power cable
should be replaced with 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:
4 - 20
- 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.
Running
1) It is desirable to operate the pump in a close condition to the rated flow.
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.
Part 4 Cargo System
LNGC GRACE ACACIA

2) Even when running in a close condition to the rated flow is difficult, the
flow rate should be always within the following range:
Minimum flow rate
720 m/h
Rated flow rate
1800 m/h
Maximum flow rate
2160 m/h
NOTE
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
operations as short as possible, 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.
CAUTION
If the motor stops during pump running, cargo liquid in the discharge piping
drops, so that the impeller rotates in an opposite direction, serving as a water
wheel, and it takes several minutes to complete stopping.
If the motor is restarted during the opposite rotation, shock is given to the
rotating element, and then there is a fear of causing some damages such as a
bending shaft.
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 cavitations
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.
- 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, the
liquid in the pump and motor may be heated and gasified. This may result
in seizure of bearings, rotating and stationary parts, and 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.
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.
Stop
- If liquid level becomes very low, there is a fear of cavitations operation. In

striping operation, it is necessary to carry out unloading work effectively
while avoiding cavitations and gas inclusion operation by carrying out
discharge valve operation carefully as described above while watching the
discharge pressure gauge and the ammeter.
Stbd Cargo Pump

Em,cy Stop Button
Port Cargo Pump

Em,cy Stop Button
Em,cy Cargo Pump

Em,cy Stop Button
Stripping Pump
Em,cy Stop Button
6) Do not operate the pump with the discharge valve fully closed.
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 inclusion condition.
- If the cavitations or gas inclusion occurs on the pump, the vibration

increases and impact load will act on the bearing, and there is a fear of
shortening the bearing life.
fig . Emergency Stop Button
2) Auto stop
If current value becomes less than 32A, low-current trip stops the
motor automatically. (Time setting point: 5 sec)
If current value becomes less than 66A, the motor stops
automatically by high current trip. (Time setting point: 0 sec)
CAUTION
Automatic stop device is an emergency trip device to protect the pump and
motor from accidents. Therefore, at the time of the completion of unloading
work, the device should be set at ordinary stop (manual stop). Do not set it
at auto stop due to low current trip.
Measures after stop
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.
4) During stripping operation, repeat discharge valve throttling operation

mentioned in the above section (c) well, and take great care not to occur
automatic pump stopping (low current trip of the motor) due to large
decrease in discharge pressure and electric current or manual stopping. (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)
4 - 21
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 dry-operation condition, which may cause
some damages. Therefore, take a measure for not generating idle rotation
due to gas which passes through the pump.
Part 4 Cargo System
LNGC GRACE ACACIA

3. Cargo Pump Start
4. Cargo Pump Stop
A cargo pumps order will activate a request to the Power Management System
(PMS) for available electric power. If the IAS receives power available signal
from the PMS, the power available will be indicated on the IAS VDU.
The cargo pump will be automatically stopped by pre-defined stop level. Also, it
can be manually stopped at any time.
To avoid damage of the pump and the tank, the pump will be stopped if any of
the following trip causes are activated. Trip causes are as follows;
Before confirm the power available on the VDU, the operator should open the
discharge valve more than 5 % for minimum continuous flow. Also an operator
should open the discharge valve full open to re-circulate LNG to cargo tank
before pump start because it is necessary to take the time to stable the pump load
after a pump start. The manual Cargo pump start procedure is summarized as
follows.
Cargo
Cargo P/P
P/P Start
Start
Disch. V/V
>5% ?
Open Disch. V/V > 5%
Cause
The IAS has function for the operator to easily control the pump load with this
calculated by manipulating the pumps discharge valve.1PID with gap controller
is applied for each pumps load control and this controllers output charges the
position controllers set-point so that manipulates pump discharge valve at the
condition that control mode of position controller is in CAS mode.
Location
TPS Activated
ESDS
ESD Activated
ESDS
Motor Low Current
CSBD
Motor Over Load
CSBD
Single Phase run
CSBD
Emergency Stop
RPB
Low Level
IAS
5. Cargo Pump Load Control
YES
Remote
Selected?
NO
Select Remote Mode
(MCC)
Power
Available?
SET BY
AUTO SEQ
SET BY
OPERATOR
YES
AUTO
P-AUTO
NO
Check Starting Power
(PMS)
SET BY
AUTO SEQ
P-AUTO
PID + GAP
(REVERSE)
SP
POSPROP
OP
CAS
SP
PV
YES
Ready To
Start?
SET BY
OPERATOR
NO
Reset Trip Causes
OPEN
REQUST
(MCC)
CLOSE
REQUEST
PV 100
R
PV(A)
VALVE POSITION
Close Isolating V/V

PUMP
CURRENT
P/P Disch.V/V
Open Fill V/V to 100%
Check Pump Disch. V/V

Position *1)
Start Cargo Pump
*1) It should not be more than 25% in order

to protect over current situation.
It is possible to control the flow rate of the centrifugal type pump by

manipulating the discharge valve.
The operator opens the discharge valve to increase the flow rate, which increase
pump load so that the motor current will be increased.
The IAS calculates the pump load in percent by dividing current ampere with
rating ampere.
The calculating formula is as flow;
Load (%) =
Current Ampere
X 100
Rated Ampere
4 - 22
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.3.2a Stripping/Spray Pumps
Discharge
32
169
+3.2
0
230
Upper Ball Bearing
Stator Core
Rotor Core
NPSH Datum Line

(Inducer Inlet)
Min. Liquid Level

for Start Up
Lower Ball Bearing

Balance Seat
Impeller
Inducer
45
210
403
610
823
Terminal Box
320
90
+5
0
Suction
Tank Bottom
4 - 23
Part 4 Cargo System
LNGC GRACE ACACIA

4.3.2 Stripping/Spray Pumps

4) Enable each cargo tank to be stripped as a much as possible for
reasons such as technical stop involving cargo tank entry.
For the stripping, the stripping/spray pump should be started early enough
to avoid possible starting problems due to very low liquid level (0.22m).
Pump
Manufacturer:
Pump model:
Total head:
Design temperature:
Cool down time:
Design pressure:
Shaft power :
Efficiency:
Direction of rotating:
Discharge flange:
Pump down level:
At rated flow:
At minimum flow:
Minimum flow:
0.37 m
0.23 m
20 m3/h
Motor
Type:
Rated output:
Synchronous speed:
Rated current:
Starting current:
Insulation class:
Min. starting voltage:
Min. resistance value for starting:
Vertical Submerged 3-Phase Induction

30 kW
3600 rpm
AC 440V / 60Hz
60 A
380 A
Class F
85 %
1 M
Shinko Ind. Ltd.

SM65
50 m3/h
145 m
-163C
3 hours
1 MPaG
0.5
22.4 kW
46 %
Clockwise (Viewing from Motorside)
ANSI 150 LB 80A FF
0.71 m
0.31 m
The stripping/spray pumps will be stopped automatically should any of the

following occur:
1) Cargo tank pressure high-high (22.0 kPa)
2) Cargo tank pressure low-low (2.0 kPa)
3) The vapor header pressure is below or equal to the atmospheric
pressure plus 0.3kPa
4) Extreme high level in cargo tank (99.0% volume)
5) Activation of the Emergency Shut Down System trip:
12 push-buttons and 12 fusible elements
6) Activation of ship/shore pneumatic, fibre-optic or electrical shutdown
7) Motor single-phasing (26A)
A stripping/spray pump is installed in each cargo tank for cooling and forced
vaporization of LNG. It is rated at 50 m3/h at 145 m head of LNG.
The pumps are started and stopped from the CCR via the IAS. In an emergency
all pumps will be stopped by activation of the Emergency Shut Down System
trip.
8) Low motor current (60A)

9) High motor current (Electrical overload)
10) Low discharge pressure with time delay at starting
11) Activation of ESDS
12) Cargo tank level low low
NOTE
An insulation resistance test of all pumps is to be carried out after leaving the
loading port to establish that all pumps are operational and to allow time for
the installation of the emergency cargo pump should it be necessary.
The instances when these pumps can be used:

1) Cool down the liquid header prior to discharging
2) Cool the cargo tank during ballast voyage prior to arrival at the
loading terminal by discharging LNG to the spray rails in the tanks
3) Pump LNG from the tanks to the forcing vaporiser or LNG Vaporiser
(emergency case) when forced vaporization of LNG in the boilers is
required
4 - 24
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.3.2b Stripping/Spray Pump Characteristic Curve
90
80
180
20
18
16
50
10
50
40
40
0.50)
P ( =
30
30
0.47)
P ( =
20
20
10
10
40
1.5
1.0
Hs
0.5
Hd
0
10
20
30
40
70
60
10
PF
12
120
80
60
60
20
90
14
140
20
100
70
160
80
100
Slip S (%)
Current I (A)
Total Head H (m)
NPSHR Hs (m)
Pump Down Hd (m)
50
60
20
40
60
80
100
120
140
Output (%)
Capacity Q (m3/h)
4 - 25
Part 4 Cargo System
LNGC GRACE ACACIA

2. Operation
- After turning off the power switch provided in the starter, insulation
- If the measurements are less than 1, 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 is the minimum value for starting
the motor. The proper insulation value is more than 50, 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.
- 0.22 meter or higher from the tank bottom
3) Pump and motor to be cooled sufficiently.
At least three hours must be passed after pouring LNG in the cargo tank.
(Never operate the pump within three hours.) Even if it is necessary to
operate the pump unavoidably, for instance during sailing, the temperature
in cargo tank must be less than minus 130C
NOTE
It is necessary to cool down the each part of pump and motor sufficiently
before pump operation. 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. (In case of pouring the liquid directly to the
cargo tank, the speed of cooling down must be less than 50C/h.) When pump
is cooled down more than three hours, since the shrinking amount of each
parts is balanced. No excessive heat strength is occurred, and each part
becomes stable.
4) The cargo pump discharge valve should have a slight opening.

Start
(Especially, do not restart the pump if low current trip has been activated
in the low liquid level lower than the minimum starting liquid level.)
CAUTION
If the discharge pressure dose not rise to the required value (0.5 MPa) or
greater 10 seconds after the start in direct on line starting, stop the motor
immediately and examine possible causes.
The excessively low discharge pressure means that the pump may be rotating
in the reverse direction. In that case, the two phases of the motor power cable
should be replaced with each other.
For 0.71 meters or more from
Tank bottom
For 0.31~0.71 meters from Tank

bottom
For starting at the time of the first unloading

stopped by inching continuously
twice.
second stopping.
The second starting should be carried

out after more than 30min. have
passed after the first stopping.

If the pump does not start with some problems in 3secs. After pushing the
start switch, the starting should be carried out after the problem has been
rectified and more than 30min. have passed.
4 - 26

Running. Hereupon, the inching means that the operating time is less than
5minutes.
- 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.
Running
1) It is desirable to operate the pump in a close condition to the rated flow.
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:
Minimum flow rate
20 m/h
Rated flow rate
50 m/h
Maximum flow rate
60 m/h
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
operations as short as possible, 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.
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 inclusion condition. To
Part 4 Cargo System
LNGC GRACE ACACIA

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.
- If the cavitation or gas inclusion occurs on the pump, the vibration
increases and impact load will act on the bearing, and there is a fear of
shortening the bearing life.
- If liquid level becomes very low, there is a fear of cavitation operation. In
striping operation, it is necessary to carry out unloading work effectively
while avoiding cavitation and gas inclusion operation by carrying out
discharge valve operation carefully as described above while watching the
discharge pressure gauge and the ammeter.
4) 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 (low current trip of the motor) due to large
decrease in discharge pressure and electric current or manual stopping. (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)
NOTE
If the motor stops during pump running, cargo liquid in the discharge piping
drops, so that the impeller rotates in an opposite direction, serving as a water
wheel, and it takes several minutes to complete stopping.
If the motor is restarted during the opposite rotation, shock is given to the
rotating element, and then there is a fear of causing some damages such as a
bending shaft.
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.
which may also lead to damage to the bearings.
3. Manual Stripping/Spray Pump Start
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.
After confirming the ready to start in the IAS, an operator should open the
discharge valve 5% for minimum continuous flow and reset of start blocking.
Also an operator should open the recirculation valve (strip/spray line pressure
control valve) full open the re-circulate LNG to cargo tank before pump start
because it is necessary to take the time to stabilize the pump load after a pump
start.
Stop
The Manual Strip/spray pump start procedure is summarized as follows.
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.
2) Auto stop
Strip/Spray
Strip/Spray P/P
P/P Start
Start
Disch. V/V
>5% ?
- If current value becomes less than 26A, low-current trip sto ps

the motor automatically. (Time setting point: 5 sec)
- If current value exceeds beyond 60A, the motor stops
automatically by high current trip. (Time setting point: 0 sec)
NOTE
Automatic stop device is an emergency trip device to protect the pump and
motor from accidents. Therefore, at the time of the completion of unloading
work, the device should be set at ordinary stop (manual stop). Do not set it
at auto stop due to low current trip
YES
Remote
Selected?
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 dry-operation condition, which may cause
some damages. Therefore, take a measure for not generating idle rotation
due to gas which passes through the pump.
NO
Select Remote Mode
(MCC)
Reset Trip Causes
(MCC)
YES
Ready To
Start?
Check Disch. V/V **

Position
Measures after stop
Open Disch. V/V > 5%
NO
**) It should not be more than 25% in order

to protect over current situation.
Open Return V/V

to 100%
Start Strip/Spray Pump
Start circuit of the CSBD interior will be released by a start-blocking signal from
the IAS. It is generated from the IAS to not permit starting without the discharge
valve open.
The start blocking functions for each pump in the cargo tank interior are
prepared in the IAS to prevent the strip/spray pump vibration and pressure surge
in the discharge line.
6) Do not operate the pump with the discharge valve fully closed.
- Be careful that the discharge valve may be fully closed immediately before
the completion of stripping.
If the discharge valve position of each pump is less than 5%, the related pump
cannot be started by the start blocking function in IAS.
- If the pump is operated with its discharge valve almost 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, and damage to the
motor coil or some other accidents. It may generate excessive thrust,
4 - 27
Part 4 Cargo System
LNGC GRACE ACACIA

To start the pump, an operator should open discharge valve more than 5%. And
to avoid damage of the pump, the pump cannot be started if any of following
conditions is activated;
- Cargo tank level is low-low than predefined set point as minimum level for
strip/spray pump start that can be set on schematic display.
- Motor insulation low
It is possible to control the flow rate of the centrifugal type pump by

manipulating the discharge valve.
The operator opens the discharge valve to increase the flow rate, which increase
pump load so that the motor current will be increased.
Pump load can be indicated to though the current consumption if discharge valve
is greatly opened.
Flow rate increases, the pump load increases and pump current increases.
Ampere meter in starter panel measures current, the IAS calculates pump load in
percent with this current and maximum current of pump.
4. Strip/Strip Pump Stop

Strip/spray pump will be manually stopped. To avoid damage of the pump and
the tank, the pump will be stopped if any of the following shutdown causes are
activated. Shutdown causes are as follows;
Cause
Location
TPS Activated
ESDS
ESD Activated
ESDS
Motor Low Current
CSBD
Motor Over Load
CSBD
Single Phase run
CSBD
Emergency Stop
RPB
Low Level
IAS
So, it is possible for the IAS to keep or change the pump load by manipulating
the discharge valve according to pump load setting. It means that at cascade
mode, control loop is applied between discharge valve controller and pump load
controller.
1 PID with gap controller is applied for each pumps load control and the
controllers output is pushed to position controllers set-point that controls pump
discharge valve at the condition that control mode of position controller is in
CAS mode.
If motor load is higher than the set point value, the output of load controller
deceases to reduce motor load and consequently deceases discharge valve
position.
The motor load is converted to percentage value from the current of each pump.
The calculating formula is as flow;
5. Strip/Spray Pump Load Control
Load (%) =
SET BY
AUTO SEQ
P-AUTO
SP
POSPROP
OP
CAS
SP
PV
OPEN
REQUST
CLOSE
REQUEST
PV 100
R
PV(A)
After confirming that pump discharge valve opens at set position, open the strip
& spray header pressure control valve to 100 %. After header pressure control
valve position 100 %, start the pump.
After pump star, input initial set point value to the pumps load controller. Hen
change the pump discharge valves position controller to CAS mode from
AUTO mode and change pump load controllers control mode to AUTO mode.
Then pumps discharge valve will be regulated according to the pumps load.
After the preceding work has finished, input the set point value to the header
pressure controller and change the return line valve controllers control mode to
CAS mode from AUTO mode and change the header pressure controllers
control mode to AUTO. Then, the return line valve will be automatically
manipulated to keep the pressure that the operator entered as set point.
Current Ampere
X 100
Rated Ampere
6. Strip//Spray Line Header Pressure Control
AUTO
P-AUTO
PID + GAP
(REVERSE)
Change the position controllers mode to AUTO and input the set point valve to
manipulate the valve to the set point position. For the details, please refer to the
Valve position control
SET BY
OPERATOR
SET BY
AUTO SEQ
SET BY
OPERATOR
First, confirm whether Pumps state is Normal. A normal condition is that

pumps alarm is in normal and pump can be operated in the remote side (IAS)
Next, after defining the initial load of the pump, open pump discharge valve to
the decided position.
Is case of achieving the cargo tank cool down work or making necessary gas
with the forcing vaporiser or LNG vaporiser, strip/spray line header pressure
should be kept at the constant pressure.
A throttling valve that is installed on the return line will be controlled according
to the change of header pressure the keep the strip/spray line header pressure
stable. If header pressure is increased more than set point, it required to close
throttling valve, and to open throttling valve in opposite case.
VALVE POSITION
PUMP
CURRENT
P/P Disch.V/V
When LNG supply becomes to low, strip/spray header pressure does not
approximate in the set point. In this case, operator must open the pump discharge
valve to increase the pumps load.
If operator likes to start the strip pump by the sequence, refer to the Strip Pump
Start/Stop Auto Sequence Control. Here, the method for operator to start pump
will be explained by manual.
4 - 28
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.3.3a Emergency Cargo Pump
Terminal
Header Unit
Lifting Eye
1436.1
Column Cover
Hook Plate Set
Column
Working Level
Hang Plate
2747
Guide Roller
Earth Cable
Support Rope
375
171
1600
(Min. Liquid Level for Initial Start Up)
850
(Min. Liquid Level for Restart)
Suction
Foot Valve
520
120+35
1900
Power Cable
1694
Approx. 29750
4020 x 6 Sets
Liquid Dome Top
Tank Bottom
4 - 29
Part 4 Cargo System
LNGC GRACE ACACIA

4.3.3 Emergency Cargo Pump
A small flow of nitrogen should be maintained as the pump is being installed.

(See section 7.5 Emergency Cargo Pump Installation)
Pump
Manufacturer:
Pump model:
Total head:
Operating temperature:
Cool down time:
Design pressure:
Shaft power:
Efficiency:
Direction of rotating:
Discharge flange:
Pump down level:
At rated flow:
At minimum flow:
Minimum flow:
Motor
Type:
Rated output:
Synchronous speed:
Rated current:
Starting current:
Insulation class:
Min. Starting voltage:
Min. Resistance value for starting:
Shinko Ind. Ltd.

SMR200
550 m3/h
155 m
-163C
3 hours
1 MPaG
0.5
161 kW
72 %
Clockwise
ANSI 150 LB 600A
1.7 m
1.07 m
1.19 m
0.69 m
220 m3/h
Vertical Submerged
3-Phase Induction
200 kW
3600 rpm
AC 440V / 60Hz
355 A
2500 A
Class F
85 %
1 M
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.
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.
NOTE
Before undertaking this operation it is important to reduce the tank pressure to
near to atmospheric pressure and to keep it at this level throughout the entire
operation.
Electrical connections are made to the fixed junction box which is located
adjacent to each pump well.
- The pump starting liquid level of initial unloading is as follows;
- In case of restart after stopping the pump, the minimum pump Starting
liquid level is as follows;
3) The opening degree of the pump discharge valve is to be fully closed.
A dedicated starter is available with one circuit breaker which is placed in the
No.1 cargo switchboard. This starter supplies all 4 fixed junction boxes.
- If the opening degree of the pup discharge valve is excessive, water

hammer occurs in the discharge piping and an excessive shock is given to
the ball bearing which may become the cause of trouble.
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.
4) At least three hours must be passed after pressure in the column being
stable.
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 850 mm. 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.
- 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.
Start
2. Operation
- After turning off the power switch provide in the starter, insulation
- If the measurements are less than 1, do not start the motor because the
motor coil may be burnt. Even if insulation resistance lowers, is
sometimes restored of itself after it is left as it is for a long time, so be
sure to measure the insulation resistance of motor coil again before
unloading.

(Especially, do not restart the pump if low current tri has been activated in
the low liquid level lower than minimum starting liquid level.)
NOTE
When discharge pressure does not rise up more than 0.6 kPa within 10sec.
(full tank) to 60sec. (liquid level 2m) after start-up stop the motor
immediately.
The weight of the emergency pump overcomes the compression of the springs to
open the foot valve.
4 - 30
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.3.3b Emergency Pump Characteristic Curve
250
50
70
200
40
0.50)
P ( =
150
30
0.47)
P ( =
100
20
50
10
60
40
2
1
PF
120
20
100
80
300
60
90
140
100
350
160
200
10
180
450
400
200
80
500
Slip S (%)
Current I (A)
Total Head H (m)
NPSHR Hs (m)
Pump Down Hd (m)
Hs
0
Hd
0
0
100
200
300
Capacity Q
400
500
600
700
(m3/h)
4 - 31
20
40
Output (%)
60
80
100
120
140
Part 4 Cargo System
LNGC GRACE ACACIA

For 2.8meters or more from the
bottom end of foot valve
For 2.05~2.8 meters from the

bottom end of foot valve
For starting at the time of each unloading

stopped
by
inching
continuously twice.
second stopping.
The second starting should be

carried out after more than 30min.
have passed after the first stopping.

If the pump does not start with some problems in 3sec. After pushing
the start switch, the starting should be carried out after the problem has
been rectified and more than 30min. have passed.
Running. Hereupon, the inching means that the operating time is less
than 5minutes.
- When the pump stops, LNG in the column flow reverse into the cargo tank
and pump runs reverse for long time. If starting the pump again at this
time, reverse torque actuate on rotational element and may cause bending
of the shaft and damages of parts.
Running
1) It is desirable that the pump should be operated as near the rated flow rate
as possible. Accordingly when discharge pressure and current have been
stable after starting, gradually open the discharge valve immediately, and
carry out unloading operation as near the rated discharge flow as possible.
When the operation is carried out with the discharge valve fully closed or
slightly opened, there will be a possibility of automatically stop of motor
owing to low current trip, so be careful.
2) Even for carrying operation in other conditions than the rated flow rate,
take the following flow rate range:
Minimum flow rate
220 m/h
Rated flow rate
550 m/h
Maximum flow rate
660 m/h
NOTE
Except above range of flow, the ball bearings may be damaged by cavitation,
vibration, excessively large thrust and so on. Therefore, avoid long operation
out of the above flow rate range. After completion of start-up (after the
discharge pressure and electric current have settled), immediately open the
discharge valve and increase the discharge flow up to the rated flow.
3) If liquid level in the cargo tank has become relatively low, always monitor
and watch the variation of discharge pressure and electric current during
operation.
NOTE
If restarting the pump is done after the pump stops during striping operation,
the bearing or other part may be damaged. The higher the cumulative
frequency of restarting is, the higher the possibility of some accident may
become with increasing speed. When the motor stops during pump running,
cargo liquid in the column drops, the impeller rotates reverse, serving as a
water wheel, and needs several minutes before complete stopping. If restarting
the motor is done during this reverse rotation, a shock is given to the rotating
element, resulting in the bending of the shaft and damage of other parts.
5) If remaining liquid amount in the cargo tank is excessively small even by
repeating discharge valve operation a mentioned above, it will become
impossible to prevent discharge pressure from dropping remarkably due to
cavitations or gas inclusion.
If so, unloading by the pump is impossible to carry out, so the pump must
be stopped manually. Moreover, if liquid level in the tank has reached
the specified level, the pump must be stopped manually.
6) Do not close the discharge valve completely during pump operation.
- There is a possibility of motor auto stop by the low current trip when the
pump is operated with the discharge valve fully closed or slightly opened.
- If discharge pressure and electric current are unstable and begin to change
or drop; the pump may be in cavitations or gas inclusion operation.
Throttle the discharge valve gradually to decrease discharge capacity of
the pump until discharge pressure and electric current has become stable
or has risen. Each time discharge pressure and electric current fluctuate or
drop repeat throttling operation of the discharge valve. But the pump must
not be operated below the minimum flow.
- Although it is not the case of auto stop, shut-off operation should be less
than 15 seconds.
- If the pump is operated with the discharge valve fully closed or
approximately fully closed, liquid in the pump and the motor is heated and
liquid is gasified, so that the bearing, and the rotating part and the
stationary part may be seized each other, thus causing troubles such as a
damage of motor coil. Besides, an excessive thrust may be generated and
there is a possibility of bearing damage. Be very careful that a shut off
operation may be possible causes of troubles thereafter even if a trouble
would not happen at the time of shut-off operation.
- If the pump is operated in cavitations or gas inclusion, vibration becomes

large, and impact load works upon the ball bearings, so the service life of
the bearings may be shortened.
- If liquid level is excessively low, there is a fear of cavitations or gas
Inclusion. In stripping operation, therefore, it is necessary to conduct
unloading work efficiently; avoiding cavitations and gas inclusion by
carrying discharge valve operation carefully as mentioned above,
watching the discharge pressure gauge and the ammeter.
4) During stripping operation, repeat discharge valve throttling operation as
mentioned in the above (c), and take great care so as to prevent automatic
pup stopping (low current trip) due to excessive drop of electric current.
In the pump which has been started once, care must be taken so as to
perform running without stopping all the way until stripping has been
completed.
Stop
1) Ordinary stop
- It is recommended to stop the pump at the condition of discharge valve
opening is as small as possible (motor low load condition)
- There is a case of motor auto stop by the low current trip when
discharge valve is closed or slightly opened.
- Stop the motor immediately when discharge valve is closed, even though
the motor does not stop automatically.
2) Auto stop
4 - 32
Part 4 Cargo System
LNGC GRACE ACACIA
- If current value becomes less than 146A, the motor stops

automatically by low-current trip. (Time setting point: 5 sec.)
-
If current value exceeds beyond 353A, the motor stops automatically

by high current trip. (Time setting: 0 sec.)
NOTE
Automatic trip device is an emergency trip device for protecting the pump and
motor from trouble. Therefore, the pump should be stopped manually as much
as possible.
Steps to be taken after stopping
1) To prevent dry operation and mis-operation, be sure to turn off the power
switch of the starter.
2) If the amount of gas which passes the pump and discharge piping is large
when carrying changing over of tank loading or other work even with
the pump stopped, the impeller serves as a wind mill, and pump shaft
rotates, so that the bearings are in a dry condition and could be damaged.
Therefore, take proper steps not to make dry operation by gas passing
through the pump.
4 - 33
Part 4 Cargo System
LNGC GRACE ACACIA
Blank Page
4 - 34
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.4.1a HD Compressor
PALL
11
PI
1A
PAL
11
PI
2A
TAHH
2A
TAH
2B
TI
2B
PI
8
VENT
PAL
8
PALL
8A
TAL
8
TAH
8
TI
8
TAHH
9A
TAL
9F
TAH
9F
TI
9F
PALL
8C
PAL
8C
TAHH
10A
TAH
10B
TI
10B
COMMON
TRIP
A
CUSTOMER
I2
T
TSHH TSH
2A
2B
PSLL
11
F
11
PCV
11
SEAL GAS
PSL
11
TT
2A
TSH
8
PT
8A
TT
2B
PI
8B
PSLL
8A
TSL
8
TLHH
9A
I2
PSL
8A
A
TSHH
9A
TSL
9F
TT
9A
TT
9F
TT
8
PLLL
8C
TSH
9F
TE
8
FI
11
TE
9A
TLHH
10A
PSLL
8C
PSL
8C
PT
8
D
5
PI
11
PLLL
8A
4-20mA
TLHH
2A
TE
9F
TSHH
10A
TSH
10B
TT
10A
TT
10B
TE
10A
TE
10B
4-20mA
I1
4-20mA
I2
PLLL
11
4-20mA
CRYOSTAR
4-20mA
4-20mA
F
3
FIC
1
4-20mA
PT
1
PROCESS GAS OUT
FY
1
PDT
1
PT
2
TE
2A
FG
88
PSV
6A
OP
6A
YE
9
I2
ZT
3
Alarm Circuit
PCV
3C
Start-up Interlock L.O Pump

Start-up Interlock Machine
V
3C
PI
L.O Line
I2
Steam Line
Instrument Air Line
ZLL
1
HIC
3
ZS
3
ZI
3
TI
1
HS
3
START
STOP
L.O. PUMP L.O. PUMP
HSH
HSL
6
6
F
5A
I1
LAL
5
TAH
5
YSHH
9
F
5B
TAL
5
4-20mA
STEAM INLET
YI
9
T
YAH
9
YI
9
CLOSEDOPEN
REMOTE CONTROL SIGNAL
YLHH
9
I1
ZLL
3
YT
9
STEAM OUTLET
4 - 35
PDT
7A
PDI
7A
PDSH
7A
PDAH
7A
PDT
7
PDI
7B
PDI
7A
COMPRESSOR ROOM
AUX.
L.O.
PUMP
OP
6B
MOTOR ROOM
OIL
COOLER
CV
6B
EM
6
V
6F
HS
15.3
TI
6A
TI
6B
EMLH OIL PUMP
RUNNING
6
RESET
PI
6B
CUSTOMER
AUX. L.O. PUMP

MOTOR FAIL
CRYOSTAR
WATER
IN
READY TO
AUX.
L.O. PUMP START AUX.
RUNNING L.O. PUMP
DV
5
LOCKED
OPEN
TCV
6
C
6
EMY
6
L/R
I2
ZL
3
LOCKED
OPEN
H
5
TCV
5
DAC
3
DV
6
V
6C
TSL
5
HY
3
I/P
FILL
OIL TANK
TI
5A
YSH
9
PCV
3A
ZLH
1
TSH
5
ZI
3
P
PI
LNG Vapour Line
Fresh Water Line
ZE
3
PCV
3B
Key
LG
5
ZSL
3
V
6B
PSV
6B
LSL
5
CONTROL SYSTEM
TROUBLE
F
5C
YET
YET
99
COMPRESSOR
RUNNING
COMPRESSOR
HS
CONTROL
MOTOR ABNORMAL
15.5
MOTOR
ABNORMALFLASH LIGHT
STOP
1.5
FEEDBACK
Remote Panel Instrument
I1
Trip Circuit
DV
1
TE
1
4-20mA
Local Panel Instrument
TT
1
CV
6A
V
6A
PSV
6B
Set : 8 bar
MAIN
OIL PUMP
LAMP
TEST
F
7
BULKHEAD
COMPRESSOR
Legend
TI
8
OIL FILTER
IGV
HS
15.4
L
15.8
OIL COLLECTOR
FG
84
F
1
READY TO START
COMPRESSOR
REMOTE STOP
STOP
COMPRESSOR COMPRESSOR
CONTROL
SYSTEM
ABNORMAL
OC
8
PI
1
ZSH
1
REMOTE
HSH
15.2
L
15.9
E-MOTOR
TI
1
Local Instrument
CA
15
TI
2
TE
2B
FE
1
HS
15.1
L
15.2
BULKHEAD
SEAL
PROCESS GAS IN
Cargo Control Room
L
15.3
HSL
15.2
I/P
ZSL
1
L
15.4
EXTERNAL
SHUTDOWN
EMERGENCY
STOP
REMOTE START
FLASH
START
LIGHT COMPRESSOR COMPRESSOR
PT
2A
PT
1A
PI
2
4-20mA
4-20mA
EMERGENCY POWER ON
STOP
C
4-20mA
4-20mA
4-20mA
PDI
1
PDI
1A/1B
EMS
15
L
15.1
PCV
8
1.5
PDI
1
L
15.6
READY TO START
MOTOR
POWER ON
DRTD
SURGE CONTROL
ZI
3A
HEATER
TRIP
COMMON ALARM
COMPRESSOR READY TO
READY TO LOCAL/REMOTE
RUNNING
START
START
COMPRESSOR AUX. L.O. PUMP
GEAR BOX
INSTRUMENT AIR
L
15.1
L
15.10
L
15.5
AUX. L.O. PUMP

OVERLOAD
WATER
OUT
READY TO START
AUX. L.O. PUMP
YAHH
9
REMOTE
START
REMOTE
STOP
Part 4 Cargo System
LNGC GRACE ACACIA

4.4 Cargo Compressors
General
Two High Duty (HD) compressors, installed in the cargo compressor room on
deck, are provided for handling gaseous fluids, LNG vapour and various
mixtures of LNG vapour, inert gas or dry air during the cooling down, cargo
operation and tank treatments.
Two Low Duty (LD) compressors, installed in the compressor room on deck, are
provided for handling the LNG vapour for the boiler produced by the natural boil
off and forced vaporisation, which is used as fuel.
The HD and LD compressors are driven by electric motors, installed in an
electric motor room segregated from the compressor room by a gas tight
bulkhead; the shaft penetrates the bulkhead with a gas tight shaft seal.
4.4.1 HD Compressors
Specification
HD Compressors
Manufacturer:
Model:
Type:
No. of Sets:
Volume flow:
Inlet pressure:
Outlet pressure:
Inlet temperature:
Outlet temperature:
Shaft speed:
Inlet guide vanes setting:
Efficiency:
Cryostar
CM 400/55
Centrifugal Single stage Fixed speed
with adjustable guide vanes
2
32,000 Nm3/h
103 KPa
196 KPa
-140C
-111.0C
11,200 rpm
-30 to +80 deg
80%
Oil mist separator

Lube oil immersion heater
El. Motor driven auxiliary lube oil pump
Gear driven main lube oil pump
Oil cooler
Duplex oil filter
Gear coupling (low speed)
Bulkhead/ shaft seal
Main drive electric Motor
2. Compressor Systems
6,600 V/60Hz
900 kW
3565 rpm
1. Description of equipment
The compressor system is skid-mounted as shown on the equipment layout
drawing. The P&I diagram presents a complete flow schematic for the
Compressor System. The system consists of a direct-coupled compressor with
integrated gear box, and the following sub-systems.
A self-contained lube oil system for lubrication of the gears and rotor bearings in
the gear box, a seal gas system, and a control and indicating system for
monitoring and safe operation of the unit (local panel and sub-station)
The sub-systems contain the following main components:
-
Compressor inlet guide vane actuator
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 0.8 MPa .
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:
Compressor
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.
One does activates the alarm and energise the auxiliary lube oil pump and the
second is set to shutdown the system when the pressure falls below 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 45 to 50 for the gear bearings. The high
temperature condition (60) will cause actuation of the alarm relays.
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 atmosphere.
Lube oil system
HD Compressor Motor
Electric source:
Power:
Speed:
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 0.2 MPa indicates that the filter element needs changing. A flow orifice
regulates the oil flow and (oil) pressure to the bulkhead seal. This oil is used for
the lubrication of the bulkhead/ shaft seal and returns back to the oil tank.
Oil from the gear box is stored in a vented 400 liter lube oil sump. The oil sump
includes an integral steam immersion heater. Set-points for the lube oil system
controls are listed on 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)
Then the lube oil passes through either of two filters. The position of the
changeover valve determines through which filter the lube oil passes.
4 - 36
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. Severe compressor surge causes shaft vibration to increase and
may result in severe damage to the compressor
The two compressors are equipped with an automatic surge control system; using
a by-pass valve responding to a low flow controller. The inlet guide vanes on
both compressor suction sides will be 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
LNGC GRACE ACACIA

Illustration 4.4.1b Performance Map of HD Compressor
1.9
90
1.7
80
ati
o
70
60
e
Lin
e
g
Sur
(1
)
1.5
Pr
es
su
re
R
Adiabatic Head Rise

(kj/kg)
2.1
HD-Single Speed Motor

N=11200 rpm
Operating Point
No
te
50
Se
e
40
1.
3
Case 1
30
5
1.1
20
+50
10
etting
+70
ane S
V
e
id
u
Inlet G
Min.
Max.
(2)
0
0
2.0
1.0 0.8
10.0
30.0
20.0
40.0
Volume Flow (103 m3/h)
0.6
Density (kg/m3)
In
le
tT
em
-120
-100 per
at
ur
-80
e
-140
M
o
(k ld W
g/
Km eig
ol ht
)
-60
(
)
-40
-20
0
20
16
18
20
22
24
26
28
30
10.0
20.0
30.0
40.0
50.0
60.0
Mass Flow (103 kg/h)
Note :
1. Minimum flow from ship when recycle loop is open.
2. IGV setting indicative only and subject to change,
will be confirmed during testing.
4 - 37
Part 4 Cargo System
LNGC GRACE ACACIA

3. Operation
Operation of the compressor system requires following a systematic procedure to
ensure that an adequate and constant supply of lube oil is available to the
machine that the seal gas system is operative and that product is available to the
machine for processing.
Before starting the system, make sure that the external seal gas supply is
connected and available to the skid, that the external air pressure supply for
operation of certain of the system controls is connected to the skid, that the water
cooling system is connected and operational and that process gas is available to
the inlet of the compressor.
Monitoring for HD Gas Compressor
- Remove low speed coupling.

- Operate idle motor and check for correct rotation.
- Clean lubrication system with oil reservoir including chemical cleaning
and passivation where required.
- Clean and check cooling water system. Open block valves of cooling
water supply and return lines.
- Fill-up oil reservoir and the chamber of the steam heater with the
specified oil.
- Check seal gas system.
- Check circulation of lubricant and verify that all oil supply valves have
been opened before the start-up.
- Check vent system of oil tank and mist separator.
- Check and operate inlet guide vanes (IGV) actuator.
- Check alignment of gear and motor shafts.
- Install low speed coupling.
a) Instrument air
NOTE
3 or 4 repeated cycles of pressure swings by injection of inert gas (nitrogen)
are necessary to purge the instrument impulse lines.
As long as the seal gas system is operated, the machine can be left stand-by
under gas for extended periods.
d) Seal gas system
- Open seal gas inlet valve.
- Check if filter element of seal gas regulator is clean and adjust the seal
gas supply.
- If necessary, seal gas DP may be adjusted with seal gas regulator.
- As long as the seal gas system is on operation, the machine can be left
stand-by under gas for extended periods.
e) Lube oil system
- Start steam heater, 45 min. to 1.5 hr (depending on ambient temp. level)
prior to expected blower start-up time. The heater will automatically
Open instrument air supply valve on main inlet and panel inlet. This supplies
instrument air to the IGV actuator and transmitter. With local pneumatic
control station, set to MAN. Stroke IGV actuator and observe for full stroke.
Adjust for 0% position (IGVs in start position).
switch of at ~25 lube oil temperature. Lube oil temperature should be

kept at 40 to 50.
NOTE
Do not start heating with steam heater without oil in the reservoir.
b) Electrical system
Check out for correct wiring and power supply voltage and frequency.
Switch power on and test SPY lamps/ monitors. Eliminate all trip and alarms
and check lamps. Check if all indicators work correctly.
c) Compressor purge system
Sub-system Start-up
This section covers procedures necessary to start the subsystems and establish
electrical power, instrument air, seal gas pressure, lube oil pressures and cooling
water required to safety start the compressor. These instructions provide a
systematic procedure for a safely start-up of the compressor system.
Preliminary checks:
(Principally for initial commissioning of the installation only)
Before any mechanical equipment is put into operation the following main
check points should be observed:
- Check fixing bolts and retightens if necessary.
- Verify allowable forces and moments of process piping connections.
- Check if inlet screen on process side is installed and is clean.
- Remove inlet process pipe and turn by hand the wheel (Rotor).
Long period :
After a period of non-operation of more than 8 days without seal gas and
prior to take any part of the machinery again into operation the unit must be
purged with dry and warm nitrogen. Temp. min. of nitrogen should be +15C.
- Open purge inlet valve.
- Purge system for 10 min. minimum when compressor main inlet and outlet
valve are closed (on process side) until all possible NG introduced within
the machine has been exhausted. Flow minimum 12Nm3/h at 150 kPa max.
- Close by-pass valve and apply seal gas.
Short period :
During periods of less than 8 days of non-operation without seal gas it is
recommended to pressurise the unit with warm and dry air to max. 30 KPa
over-pressure, while the compressor main inlet and outlet valves are shut.
4 - 38
Open bleed valves on top of filter to bleed air from both filters. After
bleeding air from filter, select filter, leaving other on stand-by. Adjust
lube oil supply pressure with press. regulating valve and check pressure
on. Check downstream lube oil pressure switch for correct readings resp.
settings.
- Test operations of auxiliary pump. On running machine check that standby pump comes on automatically by lowering the lube oil pressure with
press. regulating valve.
CAUTION
The lube oil pump is not operating below 15 .
f) Cooling water
-
Open cooling water inlet/ outlet valves from oil cooler in accordance
with lube oil flow. Observe cooling water temperature rise on return line.
g) Surge control
The surge control system is provided to prevent inadvertent surging of the
compressor during start-up and steady state operation. The surge system is a
fully automatic system.
Part 4 Cargo System
LNGC GRACE ACACIA

Compressor Start-up

f) Check instrument set-points annually (when unit is not on duty) by
manipulation or simulation controls.
supply and run the lube oil pump for at least 30 min. prior to start-up. Check
the oil temperatures and pressures to be within prescribed limits.
a) Close the compressor casing drain valve.

Steady State Operation
Emergency Shut Down
Performance may be expected in the indicated range of pressures and flow rates,
providing that the following normal precautions are observed:
The compressor may be rapidly shut down at any time by depressing the
COMPRESSOR STOP BUTTON at the compressor control panel or at any of
the remote stations. Any shutdown resulting from the compressor safety system
will accomplish the same result.
b) Apply instrument air.

c) Check if oil temperature of oil tank is in accordance with table.
d) Apply seal gas.
e) Run auxiliary lube oil pump 15~30 min. prior to blower start-up time to
warm-up the gear box, bearings etc. and make sure that lube oil temp. is
30
f) Make sure that I.G.V position is set at 0% (start position)
g) Press the compressor reset button and check if all alarms/trip lamps are off
and if ready to start lamp is on.
- Press the compressor start button.
- Observe that no alarm or trip spy-lamps are on.
- Observe bearing temperatures and vibration levels.
h) Switch I.G.V: position controller to automatic or manual mode without
bumping.
- Check that remote signal pressure: level is equal to manual pressure (0.06
MPa = 50% opening).
Compressor Start-up (Cont.)
Check subsystem for proper operation. Auxiliary (stand-by) lube oil pump will
stop after start of main motor, while gears driven (main) pump delivers enough
pressure for oil system.
- Do not operate compressor in surge. Compressor surge is characterized by

erratic compressor in let and discharge pressures and (usually audible) flow
pulsations.
- There is no surge control protection while in the manual mode. Therefore, it
is important to set up steady state operation and transition from manual to
automatic surge control as quickly and smoothly as possible, per start-up
instructions.
- Do not operate the compressor under conditions, which lead to excessive
thrust load (e.g. Surge, high pressures).
- Check complete operating system for oil-, seal gas-, air-, water leaks and
product leakage regularly. Maintain reservoir level at the level indicated on
the reservoir sight glass. Check periodically.
- Check seal gas and lube oil filter pressure-drops regularly. Replace filter
elements as required
- Do not operate the unit for longer periods while alarms are indicated.
d) Check local panel for pre-alarm.

e) Check complete operating system for oil-, seal gas-, air-, water leaks, and
product leakage.
The compressors are operated locally or from the IAS in the CCR
Safeties in ESDS and Tank protection system:
Manual switch off

Fusible plug melted
Optical interface failure from shore
Electric interface failure from shore
Pneumatic press. Low in ship/shore communication
Control air press. Low.
Cargo tank level extremely high (99.0%)
Vapour header press Low Low (To within 2kPa)
IS ESD SOL V/V Power fail.(3C, 4C, 8C)
ESD logic fail
Electric power fail ( port/starboard)
Hydraulic oil press Low
Cargo tank press Low Low (To within 2kPa)
Gas leak detected in Electric Motor or Cargo

Machinery Room
z
z
z
z
Voluntary shutdown is accomplished essentially by performing the operations of

the preceding sections in reverse. The principal objectives are to take the
compressor off the line without causing surge, and/ or major upsets to the other
process equipment.
ESDS
z
z
z
z
z
z
The proper procedure is summarized below:
b) Press the STOP BUTTON to shut down the main motor drive. Observe that
auxiliary lube pump starts.
c) Controller will open surge control valve.
c) Lube oil supply temperature to gearbox should be higher than 30.
b) If shutdown occurred as a result of the safety system, reset the cause of the
malfunction before restarting.
Compressor Shut Down
Observe the following parameters:
b) Lube oil supply pressure should read 200 ~ 250 kPa.

(Adjust supply regulator if required)
a) Take all measures required by the plant contractors operating manual to

minimize the effect of the shut down on other process equipment.
a) Close the compressor inlet guide vanes to 0% position.
a) Seal gas differential pressure should read 10 to 20 KPa .

(Adjust supply reducer if required)
In the event of an emergency shutdown the following procedures should be

followed:
d) The unit may be left in cold condition as long as the lube-oil and seal-gas
subsystems are operating satisfactorily. Restart the machine following the
procedures as described in the previous chapters. In case the units are going
to be shut down for a longer period of time the lube oil pump can be
switched-off and the seal gas can be shut off after not less than 30min. after
compressor shut-down to keep cold from creeping towards to bearing.
Tank
Protection
System
Gas
Leakage
Control
Safeties on local control system (oil temperature, oil pressure, discharge gas
temperature, seal gas pressure and shaft vibration).
e) In case the units are shut-down for a period of up to 1 hour with either no
seal gas or oil pump running (power failure) or both then restore seal gas
4 - 39
Part 4 Cargo System
LNGC GRACE ACACIA
Blank Page
4 - 40
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.4.2a LD Compressor
PALL
11
PI
1A
PAL
11
PI
2A
TAHH
2A
TAH
2B
TI
2B
PI
8
VENT
PAL
8
PALL
8A
TAL
8
TAH
8
TI
8
TAHH
9A
TAL
9F
TAH
9F
TI
9F
PALL
8C
PAL
8C
TAHH
10A
TAH
10B
TI
10B
COMMON
TRIP
A
CUSTOMER
I2
T
TSHH TSH
2A
2B
PSLL
11
F
11
PCV
11
SEAL GAS
PSL
11
TT
2A
TSH
8
PT
8A
TT
2B
PI
8B
PSLL
8A
TSL
8
TLHH
9A
I2
PSL
8A
A
TSHH
9A
TSL
9F
TT
9A
TT
9F
TT
8
PLLL
8C
TSH
9F
TE
8
FI
11
TE
9A
TLHH
10A
PSLL
8C
PSL
8C
PT
8
D
5
PI
11
PLLL
8A
4-20mA
TLHH
2A
TE
9F
TSHH
10A
TSH
10B
TT
10A
TT
10B
TE
10A
TE
10B
4-20mA
I1
4-20mA
I2
PLLL
11
4-20mA
CRYOSTAR
4-20mA
4-20mA
F
3
FIC
1
4-20mA
PT
1
PROCESS GAS OUT
FY
1
PDT
1
PT
2
TE
2A
FG
88
PSV
6A
OP
6A
YE
9
I2
ZT
3
Alarm Circuit
PCV
3C
Start-up Interlock L.O Pump

Start-up Interlock Machine
V
3C
PI
L.O Line
I2
Steam Line
Instrument Air Line
ZLL
1
HIC
3
ZS
3
ZI
3
TI
1
HS
3
START
STOP
L.O. PUMP L.O. PUMP
HSH
HSL
6
6
F
5A
I1
LAL
5
TAH
5
YSHH
9
F
5B
TAL
5
4-20mA
STEAM INLET
YI
9
T
YAH
9
YI
9
CLOSEDOPEN
REMOTE CONTROL SIGNAL
YLHH
9
I1
ZLL
3
YT
9
STEAM OUTLET
4 - 41
PDT
7A
PDI
7A
PDSH
7A
PDAH
7A
PDT
7
PDI
7B
PDI
7A
COMPRESSOR ROOM
AUX.
L.O.
PUMP
OP
6B
MOTOR ROOM
OIL
COOLER
CV
6B
EM
6
V
6F
HS
15.3
TI
6A
TI
6B
EMLH OIL PUMP
RUNNING
6
RESET
PI
6B
CUSTOMER
AUX. L.O. PUMP

MOTOR FAIL
CRYOSTAR
WATER
IN
READY TO
AUX.
L.O. PUMP START AUX.
RUNNING L.O. PUMP
DV
5
LOCKED
OPEN
TCV
6
C
6
EMY
6
L/R
I2
ZL
3
LOCKED
OPEN
H
5
TCV
5
DAC
3
DV
6
V
6C
TSL
5
HY
3
I/P
FILL
OIL TANK
TI
5A
YSH
9
PCV
3A
ZLH
1
TSH
5
ZI
3
P
PI
LNG Vapour Line
Fresh Water Line
ZE
3
PCV
3B
Key
LG
5
ZSL
3
V
6B
PSV
6B
LSL
5
CONTROL SYSTEM
TROUBLE
F
5C
YET
YET
99
COMPRESSOR
RUNNING
COMPRESSOR
HS
CONTROL
MOTOR ABNORMAL
15.5
MOTOR
ABNORMALFLASH LIGHT
STOP
1.5
FEEDBACK
Remote Panel Instrument
I1
Trip Circuit
DV
1
TE
1
4-20mA
Local Panel Instrument
TT
1
CV
6A
V
6A
PSV
6B
Set : 8 bar
MAIN
OIL PUMP
LAMP
TEST
F
7
BULKHEAD
COMPRESSOR
Legend
TI
8
OIL FILTER
IGV
HS
15.4
L
15.8
OIL COLLECTOR
FG
84
F
1
READY TO START
COMPRESSOR
REMOTE STOP
STOP
COMPRESSOR COMPRESSOR
CONTROL
SYSTEM
ABNORMAL
OC
8
PI
1
ZSH
1
REMOTE
HSH
15.2
L
15.9
E-MOTOR
TI
1
Local Instrument
CA
15
TI
2
TE
2B
FE
1
HS
15.1
L
15.2
BULKHEAD
SEAL
PROCESS GAS IN
Cargo Control Room
L
15.3
HSL
15.2
I/P
ZSL
1
L
15.4
EXTERNAL
SHUTDOWN
EMERGENCY
STOP
REMOTE START
FLASH
START
LIGHT COMPRESSOR COMPRESSOR
PT
2A
PT
1A
PI
2
4-20mA
4-20mA
EMERGENCY POWER ON
STOP
C
4-20mA
4-20mA
4-20mA
PDI
1
PDI
1A/1B
EMS
15
L
15.1
PCV
8
1.5
PDI
1
L
15.6
READY TO START
MOTOR
POWER ON
DRTD
SURGE CONTROL
ZI
3A
HEATER
TRIP
COMMON ALARM
COMPRESSOR READY TO
READY TO LOCAL/REMOTE
RUNNING
START
START
COMPRESSOR AUX. L.O. PUMP
GEAR BOX
INSTRUMENT AIR
L
15.1
L
15.10
L
15.5
AUX. L.O. PUMP

OVERLOAD
WATER
OUT
READY TO START
AUX. L.O. PUMP
YAHH
9
REMOTE
START
REMOTE
STOP
Part 4 Cargo System
LNGC GRACE ACACIA

4.4.2. LD Compressors
LD Compressors
Manufacturer:
Model:
Type:
Volume flow:
Inlet pressure:
Outlet pressure:
Inlet temperature:
Outlet temperature:
Inlet guide valve setting:
Shaft speed:
Efficiency:
LD Compressor Motor
Manufacturer:
Electric source:
Power:
Speed:
pressures and flow rates. Proximity probe pick-ups are provided to allow the
monitoring of the compressor shaft vibration.
Cryostar
CM 300/45
Centrifugal. Single stage.
Adjustable guide vanes.
8,500 Nm3/h
103 KPa
196 KPa
-40C
7.9C
-30 to +80 deg
24,000 rpm
77 %
440 V / 30~60 Hz
300 kW
3585 rpm
1. Description
The compressor system is skid-mounted as shown on the equipment layout
drawing. The P&I diagram presents a complete flow schematic for the
Compressor System. The system consists of a direct-coupled compressor with
integrated gear box, and the following sub-system.
A self-contained lube oil system for lubrication of the gears and rotor bearings in
the gear box, a seal gas system, and a control and indicating system for
monitoring and safe operation of the unit (local panel and sub-station)
The sub-systems contain the following main components:
- Compressor inlet guide vane actuator
- Oil mist separator
- Lube oil immersion heater
- El. Motor driven auxiliary lube oil pump
- Gear driven main lube oil pump
- Oil cooler
- Duplex oil filter
- Gear coupling (low speed)
- Bulkhead/ shaft seal
- Main drive electric Motor
2. Compressor Systems
Seal gas system

The seal gas system is provided to seal the compressor shaft opening from the
release of explosive LNG vapour. The seal consists of two chambers, with the
first chamber on the impeller side allowing any leak off gas to be drawn back to
the suction side of the compressor, while the second chamber is fed with dry
nitrogen. Seal gas is nitrogen produced by the nitrogen generator on board
The system is maintained by a pressure control valve where seal gas pressure is
always higher than the suction pressure (usually adjusted at 50 kPa). To avoid
LNG vapour leaking to the atmosphere during standstill, a vent line valve is
fitted which leads to No.4 vent mast. This vent line valve must be closed prior to
starting the compressor.
the bearings. Separated pressure switches provided:

One does activate the alarm and energize the auxiliary lube oil pump and the
second is set to shutdown the system when the pressure falls below minimal
pressure. The seal gas is applied outboard of the lube oil seal. Preventing the lube
oil mist from entering the process stream and avoid 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 45 to 50 for the gear bearings. The high
temperature condition (60) 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.
Lube oil system

Surge control system
Oil from the gear box is stored in a vented 400 liter lube oil sump. The oil sump
includes an integral steam immersion heater. Set-point for the lube oil system
controls are listed in the table at the end of this section. 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 nonoperating pump lines. The low speed shaft gear drives the main operational
pump. Upon failure of the lead pump, the stand-by 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)
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. Severe compressor surge causes shaft vibration to increase and
may result in severe damage to the compressor
The two compressors are equipped with an automatic surge control system; using
a by-pass valve responding to a low flow controller. The inlet guide vanes on
both compressor suction sides will be controlled by a process loop. Speed and
inlet guide vanes control the flow.
Inlet Guide Vanes
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 0.2 MPa indicates filter element changing.
A flow orifice regulates the oil flow and (oil) pressure to the bulkhead seal. This
oil is used for the lubrication of the bulkhead/ shaft seal and returns back to the
oil tank.
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.
Compressor
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 the axial inflow type, with variable
inlet guide vanes. The compressor has been designed to operate over the range of
A pressure control valve regulates the oil flow to the gear box. Adjustment of this
valve sets the supply pressure to 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 0.8 MPa.
The lube oil flow is then directed to the gear box where the lube oil is injected in
4 - 42
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.4.2b Performance Map of LD Compressor
Adiabatic Head Rise

(kj/kg)
1.89
1 .5
P re
ssu
re
Forced Gas
Lin
70
Ra
tio
80
90
1.7
2.17
LD-ViriableSpeed Motor
Operating Point
rge
60
Su
ote (
1)
40
1.
-30 &
24000 (rpm)
Nat. Boil Off
See
N
32
50
0 & 24000 (rpm)
30
3
1 .1
0 & 17000 (rpm)
20
10
0 & 12000 (rpm)

IGV Min. & 12000 (rpm)
0
0
1.0 0.8
0.6
7.5
5.0
3
3
Volume Flow (10 m /h)
10.0
Density (kg/m3)
7.0
9.0
11.0
13.0
In
le
-140
t
15.0
17.0
o
(k ld W
g/
Km eig
ol ht
)
17.0
15.0
13.0
11.0
9.0
7.0
-60
(
)
-40
-20
0
20
16
18
20
22
24
26
28
30
1.0
2.0
3.0
4.0
5.0
Te
-120
m
pe
-100
ra
tu
-80
re
2.0
2.5
Mass Flow (103 m3/h)

Note :
1. Minimum flow from ship when recycle loop is open.
2. IGV setting indicative only and subject to change,
will be confirmed during testing.
4 - 43
Part 4 Cargo System
LNGC GRACE ACACIA

3. Operation
Operation of the compressor system requires following a systematic procedure to
ensure that an adequate and constant supply of lube oil is available to the
machine that the seal gas system is operative and that product is available to the
machine for processing.
Before starting the system, make sure that the external seal gas supply is
connected and available to the skid, that the external air pressure supply for
operation of certain of the system controls is connected to the skid, that the water
cooling system is connected and operative, and that process gas is available to
the inlet of the compressor.
Monitoring for Low Duty Gas Compressor
- Operate idle motor and check for correct rotation.

- Clean lubrication system with oil reservoir including chemical cleaning and
passivation where required.
- Clean and check cooling water system. Open block valves of cooling water
supply and return line.
- Fill-up oil reservoir and the chamber of the steam heater with the specified
oil.
- Check seal gas system.
- Check circulation of lubricant and verify that all oil supply valves have to be
opened before the start-up.
- Check vent system of oil tank and mist separator.
- Check and operate inlet guide vanes actuator.
- Check alignment of gear and motor shafts.
- Install low speed coupling.
a) Instrument air
b) Electrical system
Check out for correct wiring and power supply voltage and frequency.
Switch power on and test SPY lamps/ monitors. Eliminate all trip and alarms
and check lamps. Check if all indicators work correctly.
c) Compressor purge system
This section covers procedures necessary to start the subsystems and establish
electrical power, instrument air, seal gas pressure, lube oil pressures and cooling
water required to safely start the compressor. These instructions provide a
systematic procedure for a safe start-up of the compressor system.
Preliminary checks:
(Principally for initial commissioning of the installation only)
Before any mechanical equipment is put into operation the following main check
points should be observed:
- Check fixing bolts and retightens if necessary.
- Verify allowable forces and moments of process piping connections.
- Check if inlet screen on process side is installed and is clean.
- Remove inlet process pipe and turn by hand the wheel (Rotor).
- Remove low speed coupling.
d) Seal gas system

- Open seal gas inlet valve.
- Check if filter element of seal gas regulator is clean and adjust the seal gas
supply.
- If necessary, seal gas DP may be adjusted with seal gas regulator.
- As long as the seal gas system is on operation, the machine can be left
stand-by under gas for extended periods.
e) Lube oil system
Open instrument air supply valve on main inlet and panel inlet. This supplies
instrument air to the IGV actuator and transmitter. With local pneumatic
control station, set to MAN. Stroke IGV actuator and observe for full
stroke. Adjust for 0% position (IGVs in start position).
Subsystem Start-up
NOTE
3 or 4 repeated cycles of pressure swings by injection of inert gas (nitrogen)
are necessary to purge the instrument impulse lines.
As long as the seal gas system is operated, the machine can be left stand-by
under gas for extended periods.
Long period :
After a period of non-operation of more than 8 days without seal gas and
prior to take any part of the machinery again into operation the unit must be
purged with dry and warm nitrogen. Temperature. Minimum of nitrogen
should be +15C.
- Purge system for 10 min. minimum when compressor main inlet and outlet
valve are closed (on process side) until all possible NG introduced within
the machine has been exhausted. Flow min. 12Nm3/h at 150 KPa max.
- Close by-pass valve and apply seal gas.
Short period :
During periods of less than 8 days of non-operation without seal gas we
recommend to pressurize the unit with warm and dry air max. 30 KPa overpress, while the compressor main inlet and outlet valves are shut.
4 - 44
- Start steam heater, 45 min. to 1.5 hr (depending on ambient temp. level)

prior to expected blower start-up time. The heater will automatically
switch of at ~25 lube oil temp. Lube oil temp. should be kept at approx.
40 to 50 .
NOTE
Do not start heating with steam heater without oil in the reservoir.
- Open bleed valves on top of filter to bleed air from both filters. After
bleeding air from filter, select the duty filter, leaving the other on stand-by.
Adjust lube oil supply pressure with pressure regulating valve and check
pressure readings. Check downstream lube oil pressure switch for correct
readings with respect to its settings.
- Test operations of auxiliary pump. On running machine check that stand-by
pump comes on automatically by lowering the lube oil pressure with press.
regulating valve.
CAUTION
The lube oil pump is not to be operated below 15 oC.
f) Cooling water
- Open cooling water inlet/ outlet valves from oil cooler in accordance with
lube oil flow.
- Check cooling water temperature rise on return line.
g) Surge control
The surge control system is provided to prevent inadvertent surging of the
compressor during start-up and steady state operation. The surge system is a
full automatic system.
Part 4 Cargo System
LNGC GRACE ACACIA

Compressor Start-up

f) Check instrument set-points annually (when unit is not on duty) by
manipulation or simulation controls.
a) Close the compressor casing drain valve.

Steady state operation
e) In case the units are shut-down for a period of up to 1 hour with either no
seal gas or oil pump running (power failure) or both then restore seal gas
supply and run the lube oil pump for at least 30 min. prior to start-up. Check
the oil temperatures and pressures to be within prescribed limits.
b) Apply instrument air.

c) Check if oil temperature of oil tank is in accordance with table.
d) Apply seal gas.
e) Run auxiliary lube oil pump for 15~30 min. prior to blower start-up time to
warm-up the gear box, bearings etc. and make sure that the lube oil
temperature is 30oC.
f) Make sure that I.G.V position is set at 0% (start position)
g) Press the compressor reset button and check if all alarms/trip lamps are off
and that ready to start lamp is on.
- Press compressor start button.
- Check that no alarm or trip indicator lamps are on.
- Check bearing temperatures and vibration levels.
h) Switch I.G.Vposition controller to automatic or manual mode without
bumping.
Performance may be expected in the indicated range of pressures and flow rates,
providing that the following normal precautions are observed:
- Do not operate compressor in surge. Compressor surge is characterized by
erratic compressor in let and discharge pressures and (usually audible) flow
pulsations.
- There is no surge control protection while in the manual mode. Therefore, it
is important to set up steady state operation and transition from manual to
automatic surge control as quickly and smoothly as possible, per start-up
instructions.
- Do not operate the compressor under conditions, which lead to excessive
thrust load (e.g. Surge, high pressures).
- Check complete operating system for oil-, seal gas-, air-, water leaks and
product leakage regularly. Maintain reservoir level at the level indicated on
the reservoir sight glass. Check periodically.
- Check seal gas and lube oil filter pressure drops regularly. Replace filter
elements.
- Do not operate the unit for longer periods while alarms are indicated.
Emergency Shut Down

The compressor may be rapidly shut down at any time by depressing the
COMPRESSOR STOP BUTTON at the compressor control panel or at any of
the remote stations. Any shutdown resulting from the compressor safety system
will accomplish the same result.
In the event of an emergency shutdown the following procedures should be
followed:
a) Take all measures required by the plant contractors operating manual to
minimize the effect of the shut down on other process equipment.
b) If shutdown occurred as a result of the safety system, release the cause of
the malfunction before restarting.
The compressors are operated locally or from the IAS in the CCR. The following
conditions trip the compressors:
Safeties in ESDS, master gas valve close control and gas leakage control system:
Compressor Shut Down
z
z
- Check that remote signal press level is equal to manual pressure

(60 KPa = 50% opening).
Compressor Start-up (Cont.)
Voluntary shutdown is accomplished essentially by performing the operations of

the preceding sections in reverse. The principal objectives are to take the
compressor off the line without causing surge, and/ or major upsets to the other
process equipment.
z
z
z
ESDS
z
z
Check subsystem for proper operation. Auxiliary (stand-by) lube oil pump will
stop after start of main motor, while gears driven (main) pump delivers enough
pressure for oil system.
The proper procedure is summarized below:
z
z
a) Close the compressor inlet guide vanes to 0% position.
z
z
Observe the following parameters:

a) Seal gas delta P should read 10 to 20 kPa.
(Adjust supply reducer if required)
b) Press the STOP BUTTON to shut down the main motor drive. Observe that
auxiliary motor-pump is coming on.
c) Controller will open surge control valve.
z
z
Master Gas
Valve
b) Lube oil supply pressure should read 200~ 250kPa.

(Adjust supply regulator if required)
d) The unit may be left in cold condition as long as the lube-oil and seal-gas
subsystems are operating satisfactorily. Following the procedures as
described in the previous chapters may restart it.
e) Check complete operating system for oil-, seal gas-, air-, water leaks, and
product leakage.
z
z
Close
Control
z
z
c) Lube oil supply temperature to gearbox should be higher than 30 .

d) Check local panel for pre-alarm.
In case the units are going to be shut for a longer period of time the lube oil
pump can be switched-off and the seal gas can be shut after not less than 30
min. of compressor shut-down; this to keep cold from creeping towards to
bearing.
4 - 45
Manual switch off.

Fusible plug melted.
Optical interface failure from shore.
Electric interface failure from shore.
Pneumatic press. Low in ship/shore communication.
Control air press. Low.
Cargo tank level extremely high (99.0%).
Vapour header press Low Low (To within 2.0kPa).
IS ESD SOL V/V Power failure(3C, 4C, 8C).
ESD logic failure.
Electric power failure (port/starboard).
Hydraulic oil press Low.
Normal operation.
Gas leak detected in gas hood/pipe.
Both B.O.G hood room fan not running.
Less than 2 E/R vent fans running.
Both boilers tripped.
Master gas valve trip.
No.1/2 gas heater outlet temp. high/low.
ESD condition
Gas
Leakage
Control
Gas leak detected in Electric Motor or Cargo

Machinery Room
Part 4 Cargo System
LNGC GRACE ACACIA
Blank Page
4 - 46
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.5a High Duty/ Low Duty Heaters
PV
TIC
2
PI
2
Control
Valve
TAHH
2
L/R
Position
Split - Range
Temperature Control
PIPIT
4-20mA
4-20mA
ZI
2
L/R
Position
L
1
ZI
1
Common
Trip
XA
Ext.
Trip
XA
HH
LAHH
4
LAH
4
TALL
4
TAL
4
L/R
Position
L/R
Position
L
2
L
1
T
L
5
H2
TI
2
PI
1
XA
5
TT
4
Common
Trip
Alarm
TI
4
Feeding
Compressor
To Be Tripped
TT
2
L
2
4-20mA
H1
Key
C1
Local Panel
PIT
2
Control Cabinet
Safe Area
HIC
2
TI
2
I.A.S. System in
CCC Cargo Cont. Rm
Safe Area
Set Point
H
LNG Vapour Line
C2
PI
3
TI
4
Desuperheated
Steam Line
HS
5
ESD
Instrument Air Line
PCV
2
SV
2
C2
CG-539
CG-538
CS-05
CS-06
Vent
FC CG-546
CG-544
TI
1
ZT
2
TCV
2
ZI
2
LSHH
4
CG-547
CG-545
FC
LI
4
LSH
4
TSLL
4
Automatic Trip
Alarm Circuit
Start-up Interlock Circuit
Local Instrument
TE
4
PCV
1
Gas Inlet
Electrical Signal
Steam
Inlet
Local Equipment
Hazardous Area
Gas Outlet
CG-553
CG-552
Condensate Line
TSHH
2
TE
2
Cargo Control Room

(IAS)
TCV
1
L/R
ZS
2
H2
Local Panel
I/P
HS
2
HIC
2
HY
2
4-20mA
Z1
1
Z1
1
Instrument on
Local Panel
Instrument Air
SV
1
C1
L/R
ZS
1
H1
PCV
6
I/P
HS
1
HIC
1
HY
1
4-20mA
CS-13
CS-16
4 - 47
IAS Function
CS-15
CS-18
PI
6
CS-14
CS-17
Condensate
Drain
L/R
Local / Remote
FC
Fail Close
Part 4 Cargo System
LNGC GRACE ACACIA

4.5 High Duty / Low Duty Heaters
1. General
There are two steam-heated gas heaters located in the cargo compressor room,
which is situated on the starboard after side of the trunk deck.
The heaters are shell and tube type.
The heaters are used for the following functions:
1)
2)
3)
Heating the LNG vapour delivered by the HD compressors to the

specified temperature for warming up the cargo tanks before gas freeing.
Heating product from the forcing vaporiser in conjunction with the HD
compressors, for the operation of purging cargo tanks with LNG prior to
cooldown.
Heating boil-off gas supplied to the main boilers via the LD compressors
(or free flow).
CAUTION
When returning heated vapour to the cargo tanks, the temperature at the heater
outlet should not exceed +80C to avoid possible damage to the cargo piping
insulation and safety valves.
High-Duty Heater
Specification
Manufacturer:
Model:
Type:
Cryostar
108-UT-38/34-4.6
BEU
Tube Side
(Process
Fluid)
Unit
Mass Flow
Low-Duty Heater
Pressure
Drop
(Calculated)
kPa
Heat
Exchange
(Actual)
kW
Design
Pressure
MPa
1.0
Design
Temperature
-196/+200
13
17
Interm
Specification
4,003
Shell Side
(Saturated
Steam)
Unit
Steam
Consumption
kg/h
Inlet Temperature
4,732
820
2,781
874
Operating Case
Manufacturer:
Model:
Type:
Cryostar
21-UT-38/34-3.2
BEU
Tube Side
(Process
Fluid)
Unit
Mass Flow
kg/h
Operating
Case
Operating
Case
Shell Side
(Saturated
Steam)
Unit
12,000
Steam
Consumption
kg/h
1,559
BOG Gas
BOG Gas
Design
Beg
WU
End
WU
Interm
Emcy
BO
Inlet Volume
Flow
m3/h
5,611
Inlet
Temperature
179
7,143
8,443
1,464
4,962
1,559
Outlet
Volume Flow
m3/h
10,442
Outlet
Temperature
174 appx.
Inlet
Temperature
-90
Inlet
Pressure
MPa
0.9
25
Outlet
Pressure
MPa
0.9
179
Outlet
Temperature
Inlet Pressure
MPa
0.9
Outlet
Temperature
Outlet Pressure
MPa
0.9
Inlet
Pressure
MPa
0.1
Design
Pressure
MPa
1.0
Design Pressure
MPa
1.0
Outlet
Pressure
kPa
75
Design
Temperature
+200
Design
Temperature
+200
Pressure
Drop
(Calculated)
kPa
23
Heat
Exchange
(Actual)
kW
874
174 appx.
Operating Case
Emcy
BO
Design
Beg WU
End
WU
kg/h
37,200
42,800
21,600
28,700
12,000
Design
Pressure
MPa
1.0
Inlet Volume
Flow
m3/h
17,394
17,826
16,171
16,720
5,611
Design
Temperature
-196/+200
Outlet Volume
Flow
m3/h
38,346
42,199
22,265
31,936
10,442
Inlet
Temperature
-90
-110
20
-45
-90
Outlet
Temperature
80
Inlet
Pressure
MPa
Outlet
Pressure
kPa
80
25
0.1
75
75
75
75
75
4 - 48
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.5a High Duty/ Low Duty Heaters
PV
TIC
2
PI
2
Control
Valve
TAHH
2
L/R
Position
Split - Range
Temperature Control
PIPIT
4-20mA
4-20mA
ZI
2
L/R
Position
L
1
ZI
1
Common
Trip
XA
Ext.
Trip
XA
HH
LAHH
4
LAH
4
TALL
4
TAL
4
L/R
Position
L/R
Position
L
2
L
1
T
L
5
H2
TI
2
PI
1
XA
5
TT
4
Common
Trip
Alarm
TI
4
Feeding
Compressor
To Be Tripped
TT
2
L
2
4-20mA
H1
Key
C1
Local Panel
PIT
2
Control Cabinet
Safe Area
HIC
2
TI
2
I.A.S. System in
CCC Cargo Cont. Rm
Safe Area
Set Point
H
LNG Vapour Line
C2
PI
3
TI
4
Desuperheated
Steam Line
HS
5
ESD
Instrument Air Line
PCV
2
SV
2
C2
CG-539
CG-538
CS-05
CS-06
Vent
FC CG-546
CG-544
TI
1
ZT
2
TCV
2
ZI
2
LSHH
4
CG-547
CG-545
FC
LI
4
LSH
4
TSLL
4
Automatic Trip
Alarm Circuit
Local Instrument
TE
4
PCV
1
Gas Inlet
Electrical Signal
Steam
Inlet
Local Equipment
Hazardous Area
Gas Outlet
CG-553
CG-552
Condensate Line
TSHH
2
TE
2
Cargo Control Room

(IAS)
TCV
1
L/R
ZS
2
H2
Local Panel
I/P
HS
2
HIC
2
HY
2
4-20mA
Z1
1
Z1
1
Instrument on
Local Panel
Instrument Air
SV
1
C1
L/R
ZS
1
H1
PCV
6
I/P
HS
1
HIC
1
HY
1
4-20mA
CS-13
CS-16
4 - 49
IAS Function
CS-15
CS-18
PI
6
CS-14
CS-17
Condensate
Drain
L/R
Local / Remote
FC
Fail Close
Part 4 Cargo System
LNGC GRACE ACACIA
2. Operating Procedure in Warming-Up Configuration
3. Controls and Settings
2) Shut the steam inlet valve CS02.
The vapour lines will be set for using the HD compressor to deliver vapour to the
High Duty heater.
The gas outlet temperature is controlled by controllers CG505 on the inlet and
CG507 on the HD heater bypass line.
3) Open the steam side vent and open the drain valve when all the pressure
is off the heater.
2) Open the shell side condensate valves and check the drains.
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.
3) When all the air has been expelled from the shell, shut the vent valve.
4. Boil-off Gas Heating Configuration
4) When water has been drained from the shell, shut the drain valve.
(The temperatures and pressures for the venting and warming up of the
heater should be 30 minutes.)
The same procedure is followed for venting and warming through the No.1
BOG heater as described above, except that the temperature control is set for a
gas outlet temperature of +45C.
5) Slowly open up the steam inlet valve CS01.
The vapour lines will be set for using the LD compressor to deliver vapour to
the Low Duty Heater.
1) Open the shell side vent valve.
6) Set the vapour lines as detailed for the operation and put the cargo
heater in use.
When the heater has been vented and warmed through, proceed as follows:
7) In the CCR, set the controls for the heater to the ON position on the IAS.
1) Open the shell side vent valve.
8) Open the instrument air supply to the controls for the heater.
2) Open the shell side condensate valves and check the drains.
9) Check the condensate level in the sight glass.
10) Set the temperature and level controller to the correct settings for the
operation being undertaken (first stage: 0C, second stage: +80C for
warming up operation with vapour, 50C for warming up and inerting
operation with inert gas).
4) When water has been drained from the shell, shut the drain valve.
5) Slowly open the manually operated steam inlet valve CS02.
6) Check the condensate level.
11) Open the hydraulically operated gas inlet valve CG503 and manually
operated outlet valve CG509.
7) Set the LNG vapour lines as detailed for the operation to be undertaken.
12) Monitor the gas vapour outlet and condensate temperatures.
8) Open the vapour outlet valve CG510 and the vapour inlet valve CG504.
On completion of the operation;
9) In the CCR, set the controls for the LD heater on the IAS.
1) Switch the auto-control to manual.
10) Open the control air supply to the LD heater controls.
2) Close the gas supply valve CG503 on the heater.
11) Set the temperature and level controllers to the correct settings for gas
burning of +30C.
3) Close the steam supply valve CS01 to the heater when the temperature
at the heater outlet is above 0C.
4) Open the steam side vent, then open the drain when all the steam has
vented.
12) Monitor the gas vapour outlet and condensate temperatures.

On completion of the operation
1) After the LD compressor has been shut down and the gas supply valve
to the engine room shut, close the inlet valve to the LD heater CG504.
4 - 50
Part 4 Cargo System
LNGC GRACE ACACIA
Control
Valve
TT
2
FI
1
L
2
L/R
Position
ZI
2
L/R
Position
L
1
ZI
1
Common
Trip
Ext.
Trip
XA
HH
XA
LAHH
LAH
TALL
TAL
4
L/R
Position
L/R
Position
L
2
L
1
A
PI
1
XA
5
LAHH
1
H2
TT
4
C1
H1
Key
LNG Vapour Line
C2
Local Panel
PIT
2
L
Common
Trip
Alarm
TI
2
TI
4.2
Flow Control
Signal 4-20mA
4-20mA
TIC
2
4-20mA
PV
PI
2
4-20mA
Control Cabinet
Safe Area
Set Point
HIC
2
TI
2
PIPIT
I.A.S. System in
CCC Cargo Cont. Rm
Safe Area
Illustration 4.6a LNG Vaporiser
Desuperheated
Steam Line
PI
3
TI
4
HS
5
ESD
Instrument Air Line
Condensate Line
LSH
1
Mist
Separator
TE
CG-556
CS-04
Gas Outlet
Vent
CS-03
Electrical Signal
Steam
Inlet
FI
C2
Local Equipment
Hazardous Area
PCV
2
SV
2
CS-503
FC
TCV
2
TI
1
Liquid Gas
Inlet
Liquid Line
CS-507
ZT
2
ZI
2
LSHH
4
CS-502
LI
4
LSH
4
FC
TSLL
4
Automatic Trip
Alarm Circuit
Local Instrument
TE
4
PCV
1
Cargo Control Room

(IAS)
FCV
1
Z1
1
Z1
1
Instrument on
Local Panel
Instrument Air
SV
1
C1
IAS Function
CS-12
L/R
ZS
2
H2
HS
2
HIC
2
Local Panel
I/P
HY
2
4-20mA
L/R
ZS
1
H1
HS
1
HIC
1
PCV
6
I/P
HY
1
4-20mA
PI
6
CS-10
CS-11
Condensate
Drain
L/R
Local / Remote
FC
Fail Close
4 - 51
Part 4 Cargo System
LNGC GRACE ACACIA

4.6 LNG Vaporiser
2) Gassing up after inerting with inert gas prior to cool-down.

Operating Case
1. General
The LNG vaporiser is a steam heated shell and tube type heat exchanger located
in the cargo compressor room on the trunk deck. It is equipped with automatic
flow and outlet temperature controllers.
Specification
Manufacturer:
Model:
Type:
Tube Side
(Process fluid)
Cryostar
65-UT-38/34-5.6
BEU
Shell Side
(Saturated steam)
Unit
Vapour
purge
(Methane)
LNG disch
(Methane)
Emcy
Forcing
(Methane)
Steam
Consumption
kg/h
5,059
6,390
2,784
Inlet Temperature
179
Outlet Temperature
174 appx.
Inlet Pressure
MPa
0.9
Outlet Pressure
MPa
0.9
Design Pressure
MPa
0.1
Design
Temperature
+200
Operating Case
Unit
IG Purging
Mass Flow
kg/h
Inlet Volume Flow
m /h
11,000
24
Unload
22,000
49
Outlet Volume
Flow
m3/h
Inlet Temperature
Outlet
Temperature
Inlet Pressure
MPa
0.3
Outlet Pressure
kPa
30
12,669
12,367
-130
Pressure Drop
(Calculated)
kPa
Heat Exchange
(Actual)
kW
Design Pressure
MPa
0.1
Design
Temperature
-196/+200
12
2,835
54
3,581
3) Vaporization of liquid nitrogen for inerting the cargo tanks and

insulation spaces.
NOTE
Due to its very low temperature, liquid nitrogen will damage living tissue and
any spillage on the ships deck will cause fractures and failures as for LNG.
4) Emergency forcing by manual operation:
The LNG vaporiser can function as the forcing vaporiser when the
forcing vaporiser has failed:
Forcing
7,000
16.0
6,503
-163
20
LNG is supplied from the shore to the LNG vaporiser via the
stripping/spray line. The vapour is produced at the required temperature
of +20C is then passed to the cargo tanks.
-40
Set the LNG pipelines as detailed for the operation about to be undertaken.
To prepare the LNG vaporiser for use;
NOTE
LNG discharging without vapour return from shore.
1) Ensure that the deck steam and instrument air supplies are available to
the LNG vaporiser.
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 shut down.
2) Open the condensate drain valve and the steam side shell vent valve.
The LNG vaporiser is used for the following operations:
3) Set up the downstream vapour lines for the required operation and
vaporiser outlet valve CG501, to allow for gas expansion during the
warming up stage.
1) Discharging cargo at the design rate without the availability of a vapour

return from the shore.
5
1,560
2. Operating Procedure to Bring the LNG Vaporiser into Service
The vapour produced leaves the vaporiser at -140C and is then

supplied to cargo tanks through the vapour header.
Vapour pressure in the cargo tanks will normally be maintained at
110KPa during the whole discharge operation.
Additional vapour is generated by the tank sprayer rings, the LNG being
supplied by the stripping/spray pump.
If the back pressure in the discharge piping to shore is not sufficient to
have a minimum of 0.3MPa at the inlet to the vaporiser, a
stripping/spray pump will be used to supply liquid to the LNG vaporiser.
If the shore is unable to supply vapour return, LNG can also be fed to
the vaporiser by using one stripping pump or by bleeding from the
liquid header.
4 - 52
4) Slowly open the vaporiser steam master valve bypass CS04 fully to
warm through and vent the heater.
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 30 minutes to stabilise.
7) Slowly open the main steam valve CS03 fully and close the bypass
valve CS04.
8) Monitor the condensate level in the local level gauge.
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.
Part 4 Cargo System
LNGC GRACE ACACIA
Control
Valve
TT
2
FI
1
L
2
L/R
Position
ZI
2
L/R
Position
L
1
ZI
1
Common
Trip
Ext.
Trip
XA
HH
XA
LAHH
LAH
TALL
TAL
4
L/R
Position
L/R
Position
L
2
L
1
A
PI
1
XA
5
LAHH
1
H2
TT
4
C1
H1
Key
LNG Vapour Line
C2
Local Panel
PIT
2
L
Common
Trip
Alarm
TI
2
TI
4.2
Flow Control
Signal 4-20mA
4-20mA
TIC
2
4-20mA
PV
PI
2
4-20mA
Control Cabinet
Safe Area
Set Point
HIC
2
TI
2
PIPIT
I.A.S. System in
CCC Cargo Cont. Rm
Safe Area
Illustration 4.6a LNG Vaporiser
Desuperheated
Steam Line
PI
3
TI
HS
5
ESD
Instrument Air Line
Condensate Line
LSH
1
Mist
Separator
TE
CG-556
CS-04
Gas Outlet
Vent
CS-03
Electrical Signal
Steam
Inlet
FI
C2
Local Equipment
Hazardous Area
PCV
2
SV
2
CS-503
FC
TCV
2
TI
1
Liquid Gas
Inlet
Liquid Line
CS-507
ZT
2
ZI
2
LSHH
4
CS-502
LI
4
LSH
4
FC
TSLL
4
Automatic Trip
Alarm Circuit
Local Instrument
TE
4
PCV
1
Cargo Control Room

(IAS)
FCV
1
Z1
1
Z1
1
Instrument on
Local Panel
Instrument Air
SV
1
C1
IAS Function
CS-12
L/R
ZS
2
H2
HS
2
HIC
2
Local Panel
I/P
HY
2
4-20mA
L/R
ZS
1
H1
HS
1
HIC
1
PCV
6
I/P
HY
1
4-20mA
PI
6
CS-10
CS-11
Condensate
Drain
L/R
Local / Remote
FC
Fail Close
4 - 53
Part 4 Cargo System
LNGC GRACE ACACIA

10) Confirm that the spray header is pressurised and then open the manually
operated liquid line isolating valve CS505.

Monitoring LNG Vaporiser
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.
12) As soon as a flow has been established, set the correct value for the
desired operation on the temperature controller; -140C for volumetric
replacement during cargo discharge, or +20C for cargo tank purging
after refit and LN2 vaporization 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
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.
CAUTION
Thorough checks around the LNG vaporiser and associated flange connections
must be conducted during the operation.
On completion of the operation.
1) Close the manually operated liquid line isolating valve CS505.
2) Switch the flow and temperature controllers to manual and manually
open the valves (flow control valve CS501, temperature control valve
CS510) to allow any remaining LNG to vaporize naturally.
3) When the heater outlet temperature is well above 0C 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 CG501 and secure the rest of the system as required.
4 - 54
Part 4 Cargo System
LNGC GRACE ACACIA
Control
Valve
TT
2
FI
1
L
2
L/R
Position
ZI
2
L/R
Position
L
1
ZI
1
Common
Trip
Ext.
Trip
XA
HH
XA
LAHH
LAH
TALL
TAL
4
L/R
Position
L/R
Position
L
2
L
1
A
PI
1
XA
5
LAHH
1
H2
TT
4
C1
H1
Key
LNG Vapour Line
C2
Local Panel
PIT
2
L
Common
Trip
Alarm
TI
2
TI
4.2
Flow Control
Signal 4-20mA
4-20mA
TIC
2
4-20mA
PV
PI
2
4-20mA
Control Cabinet
Safe Area
Set Point
HIC
2
TI
2
PIPIT
I.A.S. System in
CCC Cargo Cont. Rm
Safe Area
Illustration 4.7a Forcing Vaporiser
Desuperheated
Steam Line
PI
3
TI
HS
5
ESD
Instrument Air Line
Condensate Line
LSH
1
Mist
Separator
TE
CG-553
CS-02
Gas Outlet
Vent
CS-01
Electrical Signal
Steam
Inlet
FI
C2
Local Equipment
Hazardous Area
PCV
2
SV
2
CS-510
FC
TCV
2
TI
1
Liquid Gas
Inlet
Liquid Line
CS-508
ZT
2
ZI
2
LSHH
4
CS-509
LI
4
LSH
4
FC
TSLL
4
Automatic Trip
Alarm Circuit
Local Instrument
TE
4
PCV
1
Cargo Control Room

(IAS)
FCV
1
Z1
1
Z1
1
Instrument on
Local Panel
Instrument Air
SV
1
C1
IAS Function
CS-09
L/R
ZS
2
H2
HS
2
HIC
2
Local Panel
I/P
HY
2
4-20mA
L/R
ZS
1
H1
HS
1
HIC
1
PCV
6
I/P
HY
1
4-20mA
PI
6
CS-07
CS-08
Condensate
Drain
L/R
Local / Remote
FC
Fail Close
4 - 55
Part 4 Cargo System
LNGC GRACE ACACIA

4.7 Forcing Vaporiser
Alarms are provided for outlet gas temperature and for condensate water high
level and low temperature.
1. General
The Forcing Vaporiser is used for vaporizing LNG liquid to provide gas for
burning in the boilers to supplement the natural boil off gas. Both the LNG and
forcing vaporisers are situated in the cargo compressor room.
The forcing vaporiser is used to supplement boil-off gas for fuel gas burning up
to 105% MCR.
The LNG is supplied by a stripping/spray pump. LNG flow is controlled by an
automatic inlet feed valve which receives its signal from the Boiler Gas
Management System.
Specification
Manufacturer:
Model:
Type:
Tube Side
(Process Fluid)
Mass Flow
Cryostar
34-UT-25/21-3.6
BEU
Unit
Operating Case
Forcing
kg/h
7,100
Inlet Volume Flow
m /h
16
Outlet Volume Flow
m3/h
4,313
Inlet Temperature
-163
Outlet Temperature
-34
Inlet Pressure
MPa
0.3
Outlet Pressure
kPa
96
Pressure Drop
(Calculated)
kPa
172
Heat Exchange
(Actual)
kW
1,560
Design Pressure
MPa
0.1
-196/+200
Design Temperature
Shell Side
(Saturated
Steam)
Unit
Steam Consumption
kg/h
2,784
Inlet Temperature
179
Outlet Temperature
174 appx.
Inlet Pressure
MPa
0.9
Outlet Pressure
MPa
0.9
Design Pressure
MPa
0.1
+200
Design Temperature
Operating Case
Each Forcing vaporiser is equipped with a temperature control system to obtain a

constant and stable discharge temperature for various ranges of operation.
The temperature of the gas produced is adjusted by spraying a certain amount of
bypassed liquid into the outlet side of the vaporiser through a temperature
control valve and liquid injection nozzles.
Both vaporiser tubes are fitted with spiral wires to promote turbulence to ensure
efficient heat transfer and production of superheated LNG vapour at the exit of
the tube nests.
A re-evaporator is also used to ensure that accumulation of non-vaporized liquid
at the vaporiser discharge is avoided and that the output is at a stable temperature.
The Forcing vaporiser is used for the following operations:
1) Two knitted mesh filters inserted in the gas flow path to fractionate the
droplets and create the necessary turbulence to break down the small
droplets injected into a fine fog of liquid gas and also to moisten the
mesh wires acting as the vaporizing surface.
2) Two conical baffles installed in the tube to allow eventually
accumulated liquid to be directed into the gas stream on the pipe bottom.
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.
10) Confirm that the spray header is pressurized and then open the manually
operated liquid line isolating valve CS506.
11) In MAN mode, crack open the flow control valve CS504 and admit
LNG to the vaporiser. Physically monitor all the vaporiser flanges and
joints for any signs of leakage.
12) In the CCR, set the controls for the forcing vaporiser on the IAS mimic.
13) When vapour is produced, switch the control for the liquid valve to
remote and automatic.
14) Monitor the condensate level until full gas flow has been achieved on
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.
CAUTION
Thorough checks around the forcing vaporiser and the associated flange
connections must be conducted during operation.
2. Operating Procedure to Bring the Forcing Vaporiser into Service

1) Ensure that the deck steam and instrument air supplies are available to
the Forcing 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 CG502, to allow for gas expansion during the
warming up stage.
4) Slowly open the vaporiser steam valve bypass CS06 fully to warm
through and vent the vaporiser.
Forcing
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 30 minutes to stabilize.
7) Slowly open the main steam valve CS05 fully and close the bypass
valve CS06.
8) Monitor the condensate level in the local level gauge.
4 - 56
Part 4 Cargo System
LNGC GRACE ACACIA
Control
Valve
TT
2
FI
1
L
2
L/R
Position
ZI
2
L/R
Position
L
1
ZI
1
Common
Trip
Ext.
Trip
XA
HH
XA
LAHH
LAH
TALL
TAL
4
L/R
Position
L/R
Position
L
2
L
1
A
PI
1
XA
5
LAHH
1
H2
TT
4
C1
H1
Key
LNG Vapour Line
C2
Local Panel
PIT
2
L
Common
Trip
Alarm
TI
2
TI
4.2
Flow Control
Signal 4-20mA
4-20mA
TIC
2
4-20mA
PV
PI
2
4-20mA
Control Cabinet
Safe Area
Set Point
HIC
2
TI
2
PIPIT
I.A.S. System in
CCC Cargo Cont. Rm
Safe Area
Illustration 4.7a Forcing Vaporiser
Desuperheated
Steam Line
PI
3
TI
HS
5
ESD
Instrument Air Line
Condensate Line
LSH
1
Mist
Separator
TE
CG-553
CS-02
Gas Outlet
Vent
CS-01
Electrical Signal
Steam
Inlet
FI
C2
Local Equipment
Hazardous Area
PCV
2
SV
2
CS-510
FC
TCV
2
TI
1
Liquid Gas
Inlet
Liquid Line
CS-508
ZT
2
ZI
2
LSHH
4
CS-509
LI
4
LSH
4
FC
TSLL
4
Automatic Trip
Alarm Circuit
Local Instrument
TE
4
PCV
1
Cargo Control Room

(IAS)
FCV
1
Z1
1
Z1
1
Instrument on
Local Panel
Instrument Air
SV
1
C1
IAS Function
CS-09
L/R
ZS
2
H2
HS
2
HIC
2
Local Panel
I/P
HY
2
4-20mA
L/R
ZS
1
H1
HS
1
HIC
1
PCV
6
I/P
HY
1
4-20mA
PI
6
CS-07
CS-08
Condensate
Drain
L/R
Local / Remote
FC
Fail Close
4 - 57
Part 4 Cargo System
LNGC GRACE ACACIA
On completion of the operation.

1) Close the manually operated liquid line isolating valve CS506.
2) Switch the flow and temperature controllers to manual and manually
open the valves (flow control valve CS502, temperature control valve
CS504) to allow any remaining LNG to vaporize naturally.
3) When the heater outlet temperature is well above 0C 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 CG502 and secure the rest of the system as required.
Monitoring Forcing Vaporiser
4 - 58
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.8.1a Custody Transfer System
Work Station 1
CTS
[C.C.C.]
[A-deck IAS I/O Cabinet Room]
Main Cabinet
[C.C.C.]
CLN100/806UPS
(W800xH2110xD600)
21"
LX-300+
Alarm Printer
Note 4
WS2
Note 4
Note 4
Work Station 1
CTS
21"
Network
Switches
A
Note 4
Note 4
Note 4
OAS 5
(W760xH600xD210)
GLK-100 Units
RCU-Computers
I/O Units
Ex LON Repeaters
UPS
Back-up Battery
Terminal Boards
Alarm Relays
Net Switches
Ethlon Adapters
WS1
Switch
Cabinet
OMICRON
High Level
& Overfill
Alarm System
NL-290
Back-up Display
OMICRON Alarm &

Override Panel
Term.
Term.
Note 4
Note 9
Note 4
Note 4
HP LaserJet
Receptacle 1
230 VAC. UPS No. 1
Note 5
Note 2
Master Clock Interf. NMEA 0183(IEC61162, RS422)
Note 7
High High & Overfill (ESDS) Relay Outputs
Note 5
24 VAC Yard Main Supply
Note 8
24 VDC Yard Back-up Supply
[Safe Area]
[Hazardous Area]
Note 1
Note 1
Note 2
Note 2
Note 2
Mode
Note 6
10mm
Note 6
Vapour Pressure
Transmitter
GT402
Trim/List Signal
Note 5
Passage-way
Mode
Note 2
(Tank 3)
(Tank 2)
(Tank 3)
Note 1
(Tank 2) Note 1
Radar
GLA-100/5
(Tank 3)
(Tank 2)
Passage-way
Mode
Vapour Pressure
Transmitter
GT402
10mm
(Tank 2)
Stand
Pipe
Sections
No.4 Cargo Tank
ESD/LAH
Sensor
2x5 pcs
Temperature
Sensors
No.3 Cargo Tank
No.2 Cargo Tank
Note 2
Note 2
Radar
GLA-100/5
Stand
Pipe
Sections
ESD/LAH
Sensor
2x5 pcs
Temperature
Sensors
(Tank 3)
Mode
Note 6
Note 2
Note 2
230 VAC. UPS No. 2
230 VAC Emergency Switchboard (Max. 800W)
Note 6
Receptacle 2
Note 3
Cables :
(Minimum Cable Requirement)
Note 1 : 5 pair twisted 0.5mm2 w/screen
Note 2 : 2 par 0.5mm2 w/screen
Note 3 : 1 pair 0.5mm2 w/screen
Note 4 : Cat. 7 Ethernet Cable
Note 5 : 3x1.5mm2
Note 8 : 2x2.5mm2
No.1 Cargo Tank
4 - 59
Part 4 Cargo System
LNGC GRACE ACACIA

4.8 Custody Transfer System
2. Patented Measuring Method
3. Radar Stand Pipe (RSP) Measurement for Gas Tanker Applications
4.8.1 Custody Transfer System
Kongsberg Maritime's unique detection method keeps the echo strength

relatively the same regardless of the distance to the liquid inside the
measurement range.
The gas storage tank is designed to form a closed thermal system for the cargo,
and is therefore kept close to the state of saturation. Gas evaporation under this
condition is fairly smooth, and a gradual boil-off process as thermal heating of
the tank content is very slow.
Maker: Kongsberg Maritime AS

4.8.1.1 Radar-Based Level Gauging
Level gauge:
Accuracy:
Serial Number:
Echo strength : Free Space
GLA-100
5.0 mm
glpx 0340 (no.1 Tank)
p
Com
e ns
atio
High gas vapour density, the mixture of gases and their partial pressures, and the
Radar Stand Pipe (RSP) will influence the propagation speed of the microwave
signals. All these factors (which are normally not known in detail) have to be
compensated for in order to give exact distance measurement.
Kongsberg Maritime's unique AutroCAL verification and calibration method

applies the specially designed Radar Stand Pipe (RSP) joint signatures, at known
distances, for continuous measurement of the propagation speed. This gives very
accurate readings of the liquid level (ullage). AutroCAL makes the system able
to measure and automatically compensate for the influence of the gas mixture
and their partial pressures.
Autronica's echo strength
1. Measurement Fundamentals
(See Illustration 4.8.1a)
Ech
o
The GL-100 Level Gauge consists of the GLA-100/5 Radar Tank Gauge (RTG),
which contains the transmitter and receiver electronics, connected to the GLK100 Signal Processing Unit (SPU).
A swept 10GHz signal is transmitted toward the liquid, which reflects some of
the energy back. By measuring the phase difference (time delay) between the
transmitted and received signal the distance to the liquid (i.e. ullage) is found.
The raw data will appear as a superposition of signals with different frequencies,
one frequency for each reflection in the tank. By applying Fast Fourier
Transforms (FFT) of the signal a spectrum analysis of the raw data is performed.
M42-00000.180
stre
ngth
(1/R
)
Distance
45m
The echo strength in a free space application is reduced by a factor related to 1/R.
Kongsberg Maritime's patented detection method maintains the echo strength to
be almost constant in the entire measuring range of the radar. This eases the
setting of signal threshold.
The AutroCAL level gauge for LNG applications is based on the Radar Tank
Gauge (RTG) disposed on top of a circular Radar Stand Pipe (RSP). The Radar
Stand Pipe (RSP) extends vertically from the tank top down to the tank bottom,
and is an integral part of the level gauge instrument AutroCAL.
n
atio
ens
p
m
Co
Autronica's echo strength
When the SPU has processed the signal and derived the liquid ullage the value is
averaged. The averaging algorithm is exponential and the weighing can be
changed in the SPU configuration. The averaging is incorporated in order to
smooth the ullage reading.
By applying data stored in the SPU, the level and volume can be calculated.
Additionally the values can be compensated for the influence of trim and list.
Echo
M42-00000.180
Radar signals that propagate in a Radar Stand Pipe (RSP) are retarded. The
propagation speed is determined by the interior diameter of the pipe, the
operational frequency of the radar, and the dielectric properties retained by the
gas and vapour constituents (molecular mixture) of the tank atmosphere. The
relative propagation speed in the still-pipe, as compared with signal propagation
in an open and empty space, can be calculated from the equation,
stren
gth
Distance
4. LNG Level Gauging System Description

Radar signal propagation in a gas-filled pipe
Echo strength : Still Pipe
The result of the signal processing is a reflection diagram. In the reflection

diagram all reflections of the transmitted signal will appear as peaks at the
respective distance from the RTG. This diagram is analyzed by a decision
algorithm which is able to derive the liquid peak from the other peaks and
represent it as the liquid ullage.
The pipes used as a Radar Stand Pipe (RSP) is accurately measured and the
distances are configured in to the Signal Processing Unit (SPU). AutroCAL is
applied at each measurement. An additional feature of AutroCAL is for the
surveyor to use the signature readouts, at any time, to verify the accuracy of the
system. The readout can be performed without interrupting the cargo handling.
45m
Vr =
When applied in a still pipe, the pipe will act as a wave-guide for the radar signal
and there will be no free space losses.
However, ohmic losses will reduce the echo strength. These losses are equally
compensated by Kongsberg Maritime's patented detection method.
1 .
r
r - ( fc )
(1)
in which r is the relative dielectric constant of the gas/vapour in the tank

atmosphere, f is the operational radar frequency, and fc is the cut-off frequency
for wave propagation in the still-pipe.
GLA-100/5 Level Sensing Unit
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LNGC GRACE ACACIA

The latter is a purely geometric property of the pipe, and is expressed by,
fc =
c
p. a
(2)
in which c is the speed of light in vacuum, p is a numerical constant (defined by

the specific mode of wave propagation employed by the radar level gauge
sensor), and a is the bore radius of the still-pipe.
Ullage20C = (Snmech/Snel) . Ullageel (3)
Use of reference markers during operation
in which Ullageel is the electrical measured distance (influenced by vapour

density, temperature etc.), Snel is the uncorrected distance measured to the active
reference marker, and Snmech is the known distance (at 20 C) to the active
reference marker (n in Sn being the signature index). The value of the measured
ullage (Ullage20C) will consequently refer to 20 C.
- The ratio between the frequency of operation and cut-off frequency is subject
to change, due to thermal changes of the pipe diameter, and/or thermal drift
of the radar frequency. Such changes will alter the propagation speed of the
radar signal, see eq. (1).
GL0
In the general case, most of these changes have to be considered predictable only
in qualitative terms, but beyond control in quantitative terms.
The distance to each echo produced by the PTFE plates down the pipe, and the
distance to the cargo echo, are all recorded simultaneously for each measurement.
As the location of the active reference marker in use is known, a self-calibration
of the measured distance to the liquid reflection is made possible. This selfcalibration capability allows the radar instrument to perform reliable and
accurate measurements of liquid level.
The system will automatically identify the liquid echo and the closest reference
marker echo, and the latter will be selected as the active reference.
Special super resolution algorithms are implemented in order to resolve the two
echoes, thus allowing the level gauge to monitor the true level of the liquid.
SelSmech
Active Reference
Liquid Level
Ullageel
This means that the propagation speed of the radar signal may change without
control, and exceed the limits defined to meet the accuracy requirements claimed
for the radar level gauge instrument. If the speed is not known with required
accuracy, due to changes in the relevant environmental parameters, the speed has
to be measured. Means to measure the propagation speed has therefore been
implemented in the Radar Stand Pipe (RSP).
Ullage and level calculations
The GL100 level gauging system has multi-target capability, and a complete
reflection picture (all echoes) is available for analysis for every measurement.
As the liquid is raised to a level close to the location of a marker, the echoes
from the marker and the liquid will interfere.
- Gas and vapour mixture and density are both subject to changes, from which
follows that the dielectric properties of the gas and vapour confined within
the still-pipe may change. From this observation follows that the propagation
speed of the radar signal is subject to change, as is evident from eq. (1).
Exact measurements of distance by a radar instrument rely on good control of the
propagation speed of the radar signal. From the reasoning above follows that
temperature, pressure, and composition and density of the gas and vapour in the
tank vapour space is all subject to changes.
During operation the PTFE plates give rise to radar echoes. The locations of the
plates are known, thus serving as reference markers for distance down the RSP.
Below a Reflection Diagram is shown the diagram has been recorded from a
vessel carrying LNG. The pipe contains five PTFE plates, or disks. The locations
of the plates along the pipe are indicated above the respective echoes.
Additionally a typical reflection from LNG is also indicated (LNG cargo will
typically be some 5 to 8 dB stronger than the disks).
The last large peak represents the bottom, which is visible through the liquid due
to the transparency of the LNG.
distHb_m
Tank Bottom
Fig. 1 The Pipe Installation

The temperature in the tank vapour space is continuously measured by a separate
temperature measurement system installed close to the Radar Stand Pipe (RSP).
The pipe is assumed to have the same average temperature as recorded for the
tank vapour space.
The measurement accuracy is realized by continuously correcting for the relative

change in propagation speed of the radar signal. This allows the radar instrument
to measure and compensate for the influence of the gas and vapour mixture and
density, or other factors, which influence the propagation speed of the radar
signal.
The following simple relationship is applied,
Fig. 2 Reflection diagram in the RSP
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Radar Stand Pipe (RSP) design
Bottom zone and Minimum Indicated Level (MIL)
Example on a typical membrane tank
Each RSP is made of several pipe sections. The physical length of each pipe
section is carefully measured at 20 C. As for pipe examination, selection and
final approval KM has implemented a very strict regime to ensure the highest
possible quality of the AutroCAL instrument.
The MIL has been set to 70 mm (datum level) above the bottom.
Below MIL the level of the liquid can not be indicated.
The temperature specification for the tank is -160 to +80, due to the
temperature influence to the Radar Stand Pipe (RSP) the safety margin between
the EOP and the membrane is set to 60 to 70 mm at 20C. When the tank is
cooled down or cargo is loaded the vapour temperature will typically be -135 C
to -155 C. The Radar Stand Pipe (RSP) will then subtract (assuming AISI 316
steel) and the level to EOP will increase to 140 mm. Consequently the error will
typically increase to 20 mm at Minimum Indicated Level (MIL); the accuracy
will be retained at EOP.
The scheme is divided in 3 steps.

a) The first step in the procedure starts with the prequalification of each
individual section of pipe. This qualification is conducted by KM at the site
of the sub-supplier before starting any work with the pipes (i.e. cutting to
correct length, welding flanges, drilling venting holes, cleaning, etc.).
Pre-qualification includes visual inspection and measurement of pipe ovality.
Said measurement of ovality is carried out by employing a network analyzer
to examine the co-polar to cross-polar wave coupling (the coupling is
closely related to ovality). Only pipes meeting strict requirements as to the
coupling factor are approved for the intended use in AutroCAL. Qualified
pipes are duly marked to allow the sub-supplier to weld flanges and drill
venting holes correctly with in regard of ovality.
Level indicated below Minimum Indicated Level (MIL)

When the level is below Minimum Indicated Level (MIL), three different options
have been incorporated:
a) Display zero level until MIL has been reached.
b) Display MIL until the level has reached the MIL.
Fig. 3 The MIL and EOP
b) Finished pipes, as manufactured and delivered by the sub-supplier, are

thoroughly examined before approval. Said approval is based on inspection
and qualification of mechanical parameters, on one side, and measurement
of cross-polar wave propagation, on the other side. The requirement allows
a maximum of 0.4 % (24 dB) of the energy to be transferred from co-polar
to cross-polar wave propagation.
The system incorporates the level and the bottom zone sensor, and a configurable
MIL and temperature limit. Even if the level is below MIL this level will be
indicated when the bottom temperature is lower than the temperature limit
(indicating liquid at the temperature sensor). When the temperature increases
above the limit zero level will be indicated.
Radar resolution and Super resolution
c) The final step in the process is qualification of the pipe assembly (RSP) in
regard of cross-polar wave propagation. The qualification requirement
allows 6.3 % (12 dB) of the energy to be transferred to cross-polar waves.
The requirement applies regardless the length of the assembled Radar Stand
Pipe (RSP).
Transfer of energy to the cross-polar wave means that the copular wave loses
energy. As the loss of energy is the same both ways (down and up) in the pipe,
we conclude that the total transfer of energy to the cross-polar wave never
exceeds a tiny 10log10(100%/(100% 26.3%)) = 0.6 dB.
The pipe length data form the basis for the self-calibrating feature of the radar
instrument, and will guarantee that measurement accuracy is maintained during
operations.
The Radar Stand Pipe (RSP) sections are joined together utilizing specially
designed mating flanges. A perforated Teflon (PTFE) plate is mounted inside the
pipe at each flange joint. Based on the measurements of the pipe section lengths
at the factory, the exact location of each of the PTFE plates along the pipe is
known at 20 C.
c) The third option incorporates the use at the bottom sensor.
An inherent property of FMCW radar is that resolution is limited by the

bandwidth. Resolution defines the ability of the radar to resolve between closely
spaced targets. Two closely spaced targets will be perceived as one target at an
intermediate range, as in Figure. 6 Two pulses combined into one pulse.
Fig. 4 The increasing deviation reaching the MIL
The increase in the error is indicated in Figure 4. The error increases as the level
approaches the bottom which is due to:
A higher bandwidth enables the radar to resolve two closely spaced targets.
Alternatively, given a limited bandwidth, super resolution can resolve the two
pulses.
a) The stability of the liquid surface below EOP (surface disturbance caused
by the pumps, etc).
b) The possibilities for the radar to resolve two reflections with the super
resolution procedure given the high relative strength of the bottom
reflection to the liquid reflection.
c) Below EOP the liquid will be outside the pipe. Outside the pipe the radar
wave will be in free space. This will influence the super resolution
capabilities.
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Fig. 5 Two separated pulses
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4.8.1.2 Temperature and Pressure Measuring

Temperature gauge:
Accuracy:
Serial Number:
Fig. 6 Two pulses combined into one pulse

LNG liquids are highly transparent for the microwaves.
The transparency of liquid makes the bottom reflection apparent even if the there
is liquid in the tank, as in Figure 5 and Figure 6.
PT100
0.2(-165~-145), 0.3(-145~-120,
1.5 (-120~+80)
1508,1509,1510,1511,1512,1513,1514,1515,1516,
1517,1518,1519,1520,1521,1522,1523,1524,1525,
1526,1527,1528,1529,1530,1531,1532,1532,1533,
1534,1535,1536,1537,1538,1539,1540,1541,1541,
1542,1543,1544,1545,1546,1547,1548,1549,1551,
1551,1552
1. Temperature Measuring Principle
Example of limitations imposed by the limited bandwidth
The measuring principle is based on the Pt100 temperature sensing element

delivered according to IEC 751. The resistor element gives a decreasing
resistance value when the ambient temperature increases. Nominal resistance at 0
~ 100C is 100 ~ 138.5 ohm. The element used for LNG applications are
delivered according to 1/10 DIN, thus giving an accuracy of 0.03C at 0C.
Close to the bottom of the LNG tank there will be two targets present. The first
will be the LNG liquid. The second target will be the reflection from the bottom
which is visible due to the transparency of the liquid. This has been illustrated in
Figure 7.
To obtain the required accuracy each temperature sensor is calibrated. Therefore

each temperature sensor has a serial number for identification purposes. Before
calibration all sensors are stabilised by varying the temperature from -196C and
up to room temperature several times.
MN3927/LNG Pt 100 1/10 DIN Temperature Sensor

2. Pressure Measuring Principle
Pressure gauge:
Accuracy:
Serial number:
GT402/LNG
1 F.S
4444,4445,4446,4450,4453
The measuring principle is based on a capacitive pressure transmitter. The

transmitter consists of a capacitive pressure-sensing cell together with an
electronic unit encapsulated in the transmitter body. A ceramic diaphragm is
connected to a solid ceramic substrate via a glass frit.
Gold plates at the ceramic diaphragm and the ceramic substrate comprise the
capacitor. An applied pressure will deflect the diaphragm and the corresponding
change in capacitance will be converted to an output signal by the sensor
electronics.
Thereafter each sensor is measured several times at three different temperatures,

and a calibration certificate is issued for each sensor. The total accuracy will also
take into account the other parts of the system signal converters, microprocessor,
etc.
To measure liquid and vapour temperature of LNG, each cargo tank will be
equipped with five (5) sensors. Normally spare sensors will also be installed.
Two sensors including spares will be installed in the tank bottom and the tank
top in order to constantly measure the temperature of liquid and vapour
respectively. The remaining 3 sensors including spares will be installed at equal
distances between the tank bottom and top.
Both average and individual temperatures readings for liquid and vapour are
available at the displays.
Fig. 7 The reflection from the bottom and liquid

The result of the reflections is a combined pulse, in which the two reflections
reside, this occurs when the liquid is close to the bottom. The KM strategy is to
apply super resolution in order to resolve the two reflections.
Each Kongsberg Maritime's MN3927/LNG Temperature Sensor consists of a

mantle cable made of AISI 316 acid resistant steel of required length. In the
lower end the Pt100 element is sealed in a tube while in the upper end there is
compression fitting for fastening of the sensor. The sensor cables (four (4) wires
per cable) are normally connected to terminals in a cabinet on deck. The
transmitter for the vapour pressure can also be connected to terminals in the
same cabinet.
The temperature sensors can either be clamped inside the tank or mounted in an
open penetrated pipe.
4 - 63
GT-402/LNG
One GT402/LNG Pressure Transmitter is installed on each tank to measure the
gas vapour pressure. The transmitter will be installed on top of the tank and
only the ceramic diaphragm will be exposed to the tank atmosphere. Fastening
arrangement for the transmitter can be adapted to the actual installation.
Cabling for the pressure transmitters can either be via the temperature sensor
cabinet, or via the connection box for the radar sensor.
Part 4 Cargo System
LNGC GRACE ACACIA

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

Status bar showing DRAFT (A, M and F), TRIM, LIST and
Atmospheric Pressure.
- Top window:
Alarm window showing the last four alarms.
- Upper right corner:
Window showing local time, UTC-time, number of alarms and fault
page.
At the bottom of the main menu screen, the operator can call the different
functions and displays in the system using the function buttons. The
menu/function buttons also correspond directly to the keys (F1-F12) on the
keyboard.
To fully operate the presentation program NL-300 and CTS a mouse or trackball
is required. Pointing on an actual key with a mouse click can also activate the
menu/function buttons.
Detailed information of the tank parameter is displayed. Moving from one tank
to another is easily done by Clicking on the tank name in the upper right corner.
Clicking on the CTS activity button a new pop up menu will appear on the
screen.
CTS activity, details of all the parameter of the chosen tank is displayed. In this
display the buttons START LOADING and UNLOADING will activate the
logging of the system.
To simplify the instruction the term click on the function is used as a short
form for point on the function and click with the left mouse and trackball
button.
When the activity is started a sub-menu will show in the display.

Text header that shall be displayed in the CTS report is inserted.
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After inserting the text start the logging click on OK. The NO ACTIVITY
will change to LOADING and a green lamp will start blinking.

After selected SET IN AUTOMATIC or SET NEW VALUES the system
returns back to the menu display. A new selection of function can then be made.
If the operator selects TEMP SENSOR CTS the following display will come
on the screen.
When the LOADING and UNLOADING is completed, click on the STOP

LOADING button. The reports generated by the system is automatically printed
and stored to the system hard drive.
To get back to the MAIN MENU click on the button MAIN MENU. Click
on the button SETUP CONFIG to enter this display the user will be requested
a password. After inserting password the following menu will appear on the
screen.
In this menu different system parameter can be selected and changed. The system
also allows the user to enter manual values for some parameters that will be used
instead of automatic read values. If TRIM and LIST is selected the following
picture will appear.
Manually values for TRIM and LIST can be inserted and used in the system.
Next button in the configuration menu is CALIBRATION VAPOUR if the

operator is sure that the vapour pressure transmitter is ventilated to ATM
pressure, the sensor can be 0 adjusted in this display.
Normally two sets of temperature sensors are installed in the tank, one set as
spare. In this picture the operator can select what sensors that shall be used in the
CTS calculation on the different tank. Click on PREV MENU will return to
CONFIG MENU. If TEMP SENSORS MAN.SET is selected the following
display will show. In this display manually entered values can be inserted and
used in the system.
First the sensor must be reset, and then new offset can be set and afterwards
execute the setting.
Returning back to the MAIN MENU click on the SET-UP CARGO the
display will be as follow:
Selecting the CARGO TANKS the below display will come on the screen.
Changing of ALARM limits in the system can be done in this display.
The operator has the possibility to set-up groups of tanks that he wants
information from. One tank can be displayed in different groups if selected.
Click on the CARGO TANK DETAILS in the configuration set up menu the
following display will show. This picture gives information of radar parameter
setting.
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Click on the group name of which group you want to set-up. Click on the
tank you want to appear in selected group and then the tank name will be
displayed in the group box. When finish Click on the CARGO GROUPS
button then next display is shown on the screen.
Back in MAIN MENU Click on the CARGO TANKS a display giving

overview of all the tanks in the system will come on the screen.
The system also support trending of the parameters, trends can be configured by
the operator and viewed in the trend window.
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Illustration 4.8.2a Float Level Gauge
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4.8.2 Float Level Gauge
2047MT-Advanced Marine Tank Gauge Transmitter
1. General
The 2047MT-advanced marine tank gauge transmitter has been specifically

designed to further reduce costs of upgrading remote level, temperature and
pressure monitoring systems. The transmitter offers technical advantage by
utilizing absolute digital encoding without need for expensive potentiometers
whilst maintaining full flexibility for commissioning.
The transmitter has 4 on-board digital alarm connections, which can be
configured from the cargo control room as opposed to time-consuming set up on
deck. Sounding / Ullage and Metric or English measurement can be selected
without need for hardware modification over a 50m measuring range. Up to 5
individual spot temperature measurements can be directly interfaced along with
facility for inert gas pressure measurement.
Range:
Accuracy:
Serial Number:
0-44m(145ft) standard
0-54m(164ft) extended
7.5mm(gauging LNG over 45m range using 255mm
diameter pan float in a 12 Stillwell)
16652-1,16652-2,16652-3,16652-4
The Whessoe float level measurement system is of conventional tanker type, but
uses an Invar tape to compensate for temperature variations.
A gauge head, containing a mechanical indicator, an invar tape tensioned by a
negator spring and a 12 diameter PV float attached to the lower end of the tape,
is fitted to each liquid dome.
Two guide wires for the float are fixed at the lower ends to an anchor bar 130mm
above the tank bottom, which is secured to the trellis structure base plate. The
sinkage of the float in LNG is 15mm and the minimum level which can be read
from the gauge is 145mm.
CAUTION
To reduce the risk of tape failure and wear on the gauging mechanism, the
floats should be fully stowed at all times, except when taking a sounding.
Care should be taken when stowing the float as excessive tension may cause
tape breakage. It is possible for a failed tape to foul the capacitance column,
resulting in the loss of gauging facilities for that tank.
To obtain the liquid level, the float is released from its stowage position using
the release lever, and allowed to descend freely to the liquid surface. The tank
sounding may then be read from the meter. The Whessoe gauges are checked
against the Kongsberg CTS during each alternate loading.
2. Description
3304 Liquid Level Gauge
The 3304 Liquefied Gas marine liquid level gauge is a rugged mechanical
system of accurately and continuously measuring liquid levels in the refrigerated
tanks of liquefied gas carriers. The gauge can operate in tanks up to 54m deep
and at temperatures as low as -200C. The gauge is entirely mechanical in
operation and does not require any power to provide a constant local readout.
The main components are a float, invar or stainless steel measuring tape, counter
mechanism, tape storage drum, and a negator spring. The gauge is float actuated,
and employs a Tensator spring as a counter-balancing mechanism.
This maintains a constant tape tension at the float so that float immersion is not
affected by the length/weight of the tape throughout the measuring range.
The accurately perforated tape transmits float movement to the sprocket wheel,
which drives to the counter mechanism. This transmits via a magnetic coupling
across a solid barrier flange which completely isolates the counter chamber from
the tank atmosphere.
The system is connected using Field Bus RS485 intrinsically safe technology
offering the advantage that it can be connected in any one loop with only 1 cable
returning to the cargo control room.
All wiring must be designed to support 250 volts in service.

The 0 volt is floating (not connected to the earth)
The 2047MT requires 4 wires, but if multi-core cable is used to support wire
damage or future options, the 2047MT wires must be screened.
The transmitter body must be connected to tank earth, and all intrinsically safe
standards, if used, must be carefully followed.
Non I.S Cabling to Control Room Equipment
A 3-core RS-485 screened data cable is required between the Fig. 1761 and 1084
components. This should have a conductor size of 24 AWG (7/32 AWG) tinned
copper conductors, with PVC jacket for extended cable life.
3. Operation: Gauging
1) Open the gauge isolating valve fully; normally it is left open.
1084 Mini Receiver

The 1084 remote receiver offers the ability to monitor up to 6 cargo tanks
simultaneously via a backlit LCD display. The 1084 Mini receiver is a stand
alone display unit designed to read the data sent by up to 32 inventory
management instruments. The information is displayed on a large format, backlit
LCD display for easy viewing, which can then be retranslated and sent to a IAS,
or host computer system. This is achieved by an easy to use tactile user interface.
The unit provides complete on-site configuration to industry standard protocols
in 3 serial ports, with 4 programmed alarm relays (flexible baud rates). It has
been designed to consider minimal fixing dimensions for DIN rack mounting
(96mm x 96mm). The receiver systems include RS232C, EIA-485 and 4-20mA.
The unit is based on 16-bit micro controller technology with memory battery
backup. A single buzzer is available as well as 4 programmable relays.
The unit is based upon a 16-bit architecture micro-controller, and has a battery
back up with a 10-year shelf life. Additionally, the unit has a real time clock
allowing time stamping of notable events in the monitoring system. The display
provides the required data in an at a glance format. The tank ID and product
contained in the tank shown. The level is shown in large 12mm high characters,
as well as a graphic display of percentage level, tank temperature, and pressure.
Pre-programming of the unit is completed by menu select options using six keys.
Access is protected by a user-programmed code, which can be changed at regular
intervals to maintain security.
2) Put the crank handle in the STORED position, ie, with the handle towards
the gauge cover.
3) Put the spring-loaded automatic float lock-up and the datum plunger up to
release the float and allow it to descend at a controlled rate to the liquid
level.
To Return the Gauge to the Stored Position
1) Put the crank to the CRANKING position, i.e., with the handle outwards.
NOTE
The cranking handle is designed to drive in one direction only and is spring
loaded by a cam arrangement so that it is not in motion during normal gauging
2) Carefully raise the float by turning the crank slowly in a counter clockwise
direction, as indicated by the arrow on the main cover inspection plate.
3) Watch the read out counter, which will indicate when the float nears the top.
When resistance is felt by the float touching the cushion spring, continue
cranking until the plunger is seated and the automatic float lock-up and
datum plunger spring fully inward, securing the float.
1761 Power Supply Intrinsically Safe

4) Check that the counter reads exactly the same before and after use.
The new 1761 power supply has been designed to consider the ever-increasing
demand on space within cargo control rooms. Its physical dimensions and weight
have been significantly reduced to ensure simple and flexible installation with a
wide range of power supply voltage options.
Field Cables to Transmitters
5) Move the crank handle to its STORAGE position.

CAUTION
Do not attempt to turn the crank clockwise or to interfere with the free fall of
the float. To do so will severely damage the tape or the tensator spring.
The wiring cable between transmitter and receiver or between transmitter and
transmitter must conform to the intrinsically safe standard.
4 - 68
Part 4 Cargo System
LNGC GRACE ACACIA
Illustration 4.8.2b Float Level Gauge
Illustration 4.8.2c Float Level Gauge

Forward
AFT
c
Lo
R
al
do
ea
ind
tW
ow
2-holes 16 Dia. for

M16 Screws
Inspection Plate
Stating Operation of
Crank Handle
Spring loaded automatic

float lock up and datum
plunger "PULL" to release
float
Inspection Chamber
Cylindrical Float
12" Gate Valve
Tank Top
4 - 69
Part 4 Cargo System
LNGC GRACE ACACIA

4.8.3 Trim-List Indicator
Illustration 4.8.3a Trim List Indicator
CCR and Wheelhouse
The ship is provided with a fixed Trim-List Indicator system for the Custody
Transfer System.
Trim Indicator
List Indicator
1. Specification
Maker:
Type:
Range:
Accuracy:
Output:
Utsuki Keiki Co., Ltd.

Detector CSM-2DD; Indicator TMW-4B and DVF-11E
2 trim, 5 list
0.3% F.S.
4~20mA both channels
The detector is installed in the navigation locker of navigation deck. The

measurement principle is that a suspended mass within the inclination detector
moves from a center position when the ship trim or list varies. The movement is
detected by linear variable differential transformer coils. A local circuit unit box
converts this into a 4~20 mA signal for each axis and these are fed to the CTS
interface.
Circuit Unit Box

CB-2S
Trim and List

Signals to CTS
The detector is deck-mounted and protected by a metal box.

As the response is set to 0.5 seconds, the system cannot give reliable readings
when underway.
Inclination
Detector
The readings should be periodically checked against the draft marks in calm
weather alongside periodically.
Note
The trim and list measurements in the IAS are derived from the panel, and not
this instrument.
Fwd
220V AC
Port
Stbd
Aft
4 - 70
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.9a Nitrogen Generator
To Safety Chamber
N2 Generator
(125 Nm3/h x 2 Sets)
Circ. Span
TAH
Oil
Separator
TIC
After
Cooler
No.1 N2 Air Compressor

(1.2 MPa x 405 Nm3/h)
Water
Separator
TE
V-8.81
PIC
AY
TDAL
TAH
TS
TAH
TIC
PIAL
MT
MIAH
PT
Test
FI
PT
Membrane
Separator
TE
Electric
Heater
Oil Cooler
FT
FE
V-8.88
Cooling
Water Out
Cooling
Water In
Circ. Span
TAH
Oil
Separator
TIC
After
Cooler
No.2 N2 Air Compressor

(1.2 MPa x 405 Nm3/h)
Water
Separator
PIC
AY
TE
V-8.85
TDAL
TAH
TS
TAH
TIC
PIAL
MIAH
PT
Test
MT
FI
PT
Membrane
Separator
TE
Electric
Heater
Oil Cooler
FT
FE
Cooling
Water Out
Cooling
Water In
PIAHL
IAS
PX PI
TI
IAS
TX
PIAHL PIAHL
IAS IAS
32V
Sett.
0.55 MPa
24V
To Boiler Burner
Key
Nitrogen Line
25V
29V
27V
To Cargo System
4 - 71
PI
PX
N2 Buffer Tank
(30 m3)
26V
PCV-4B
Sett. 0.5 MPa
31V
Drain Line
28V
PX PI
Compressed Air Line
PCV-4A
Sett. 0.5 MPa
V-8.61
Sett.
1.3 MPa
ORI-1
PIAHL
IAS
Fresh Water Line
23V
V-8.62
34V
PS
On
P.G.B
PI
To Safety
Chamber
30V
PAL
IAS
33V
Separately Led
To Bilge Well
FI
IAS
PX
V-8.63
V-8.65
Main
Stand-by
STOP
600
600
START
400
350
Part 4 Cargo System
LNGC GRACE ACACIA

4.9 Nitrogen Production System
1. General
This double unit nitrogen system uses hollow-fibre membranes to separate air
into nitrogen and oxygen. The principle of separation is based on the selective
permeation of nitrogen and oxygen.
Each gas has a characteristic permeation rate.
Nitrogen permeates slowly, oxygen, CO2 and water rapidly, through the
membrane. This allows nitrogen to be separated from oxygen.
Membrane modules consist of a bundle of numerous hollow fibres.
Compressed air connected to a bundle of membranes will leave this bundle as
pure nitrogen, while oxygen enriched air will be vented.
Continuous monitoring of the gas ensures that it is always of the correct purity.
The membrane type nitrogen generator is of skid-mounted design.
After connecting outlet, venting piping and electrical supply, the generator is
ready for operation.
1) Specification
Manufacturer:
Air Products As
Operating principle:
Membrane Separation of
Nitrogen from Air
Ambient temperature:
Min. 20C, Max. 50C
Ambient relative humidity:
Max. 95 %
3
Max. capacity:
125 Nm /h x 2 sets
N2 Purity (N2+Argon):
97 vol %
N2 Dew point at atm press.:
-65C
N2 Discharge
design):
pressure
(Process
600 kPa
(At generator
inlet)
N2 Buffer tank start/stop switch:
400 / 600 KPa
Outlet Temperature:
Max. 50 C
Product CO, SO2 and NOx
0%
outlet/tank
2. Control Systems and Instrumentation

The control panel permits fully automated and unmanned operation of the units.
The following alarms and controls are mounted on the control panels.
-
System status indications
Push button for audible alarm acknowledgement

Continuous N2 delivery pressure
Continuous O2 content reading
Dew point analyzer
Electrical heater temperature control
Emergency stop push button
3. Process Description
The compressed air supply to the units is fed from the E/R control/service air
system. Compressed air with no liquid slugs is fed to the Nitrogen generator and
passes through a filter package which will protect the membranes from any
harmful particles, oil, and water condensate.
The air then passes through an electric heater which will heat the air temperature
by min.8 C to 50 C, which is the optimal temperature to reach the design
capacity. The heater is controlled by a temperature controller receiving signal
from a temperature transmitter located downstream of the heater.
A temperature switch in the heater and in the piping will protect the heater and
the membrane from over-temperature. Membranes can withstand temperatures
up to 85~90 C without being damaged. To avoid any potential overheating,
heater shut down set point is 70 C.
distribution lines will build up and give a lower product flow.

A lower flow in turn will result in higher nitrogen purity, i.e. less oxygen in the
product. In this manner, the Nitrogen Generator Package will be capable of a 0100% capacity turndown. At no product consumption there will be some
consumptions of fees air due to permeation of air to the low pressure (permeate)
side.
The on-spec. Nitrogen will be distributed to misc. consumers. A pressure
transmitter on the outlet produces signals to the PLC, and by parameters in the
PLC/MAC panel, the start/stop values of delivery can be set.
These settings will automatically stop the unit at high-pressure setting, and
automatically start the unit at lower pressure.
The nitrogen is stored in a 30 m3 Nitrogen Buffer tank, where high and low
service pressure set points actuate the start and stopping of the generators.
4. Physical Properties of Nitrogen
Nitrogen is the most common gas in nature since it represents 78 % in volume of
the atmospheric air. At room temperature, nitrogen is a colourless and odourless
gas. Its density is near that of air, 1.25 kg/m3 under the standard conditions.
When liquefied, the temperature is 196 C under atmospheric pressure, density
of 810 kg/m3 and a vaporisation heat of 199 kJ/kg.
1) Properties of Nitrogen
The heated air is now fed via a manifold to each individual membrane separator
and the product exiting the membrane is nitrogen.
In order to maintain a constant process and hence constant flow across the
membranes, the nitrogen passes a flow control valves. Regulation of the flow is
done by PLC-software through signals from a pressure transmitter installed
upstream and a flow transmitter downstream the membranes. Fine tuning is done
through signals from the oxygen analyzer. Parameters in PLC-software can be
set to limit the max capacity to design capacity.
Since the inlet pressure defines the nitrogen flow necessary to meet a set O2 level,
a mathematical function in the PLC will make the Nitrogen Generator
automatically producing on-space nitrogen at varying inlet pressures.
Also the fine-tuning done through signals from the oxygen analyzer, will make
the Nitrogen Generator to supply on-spec nitrogen short time after start-up.
The Nitrogen Generator is equipped with an oxygen analyzer that will
continuously monitor the oxygen content in the product nitrogen.
Should the oxygen content for some reason rise above the design value %, an
alarm will be initiated. If the oxygen content continues to rise, a second alarm,
oxygen content high high will be initiated and close the delivery valve and open
the dump valve. When the oxygen content has fallen to limits within
specification, these valves will reverse and the system will supply nitrogen again.
Molecular weight
28.016
Boiling point at 1 bar absolute
-196 C
Liquid S.G at boiling point
0.81
Vapour S.G at 15 C and 1 bar absolute
0.97
Gas volume/liquid volume ratio at -196 C
695
Flammable limits
Dew point of 100% pure N2
None
Below -80 C
2) Chemical Properties
Nitrogen is considered as an inert gas; it is non flammable and without
chemical affinity. However, at high temperatures, it can be combined with
other gases and metals.
WARNING
Due to the absence or to the very low content of oxygen, nitrogen is an
asphyxiant.
At liquid state, its low temperature will damage living tissue and any spillage
of liquid nitrogen on the ships deck will result in failure as for LNG.
If the nitrogen consumption is lower than design, the backpressure in the
4 - 72
Part 4 Cargo System
LNGC GRACE ACACIA

Fig 1 N2 Generator Start/Stop Logic
M0 CONTROL
M1-N2 Generator
M2 Distribution
Operation of block
M1 N2-Generator
Operation of block
MO Control
No
Operation of block
M2 Distribution
No
Start signal is
present?
No
Start signal is
present?
Start signal is
present?
Yes
Yes
Yes
No
Yes
N2 Buffer Tank
Pressure Low?
SD-1 Signal
active?
Wait 2 minutes
Yes
No
Run level=1?
No
Start M1
N2-Generator
Yes
M1 N2Generator
Wait 5 seconds
No
Alarm AAH
active?
Yes
Run level=2?
No
Start M2
Distribution
No
Compressor
control active?
- Open Air Inlet Valve.
N2 Buffer Tank
Pressure High?
Yes
- Open N2 delivery valve
- Close atm. valve
- Start Compressor
Set RUN Level=2
No
Yes
- Close N2 delivery valve
- Open atm. valve
- Close Air Inlet Valve of
stop compressor.
- Power down heater.
No
M2
Distribution
Stop signal
present?
Yes
- Close N2 delivery valve
- Open atm. valve
- Close Air Inlet Valve of
stop compressor.
- Power down heater.
No
Yes
Alarm PAL
active?
Compressor Run
signal active?
Yes
No
- Power up heater control

system
- Power up heater control

system
END
Set RUN Level=1
4 - 73
Part 4 Cargo System
LNGC GRACE ACACIA
Blank Page
4 - 74
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.10a Inert Gas and Dry Air System
Purge To Outside
(To Funnel Top)
To Pneu.
Equipment
AS
1506
1501 1502
From Control
Air System
1505
PS L
1504
1503
PI
2112
2111
2224
M 2223
To Atm.
Drain Tank
1606
1605 1604 1603
PC
1624
1625
1632
1633
4304 4315
4302
4302
5026
5459
5091
S
5033
5031
Drain
LS
24
LS
Control Air
2416
1631
Drain/Decompr.
(Don't need to be connected
for maintenance only)
To Oily
Bilge Tank
LS
19
9V
(F)
5043
5034
Steam
Heater
5008
5101
5113
5104
LS
S
5053
5413 5413
H
TX TX
L
LS
LS
S
Air
Drain
5036
tro
l
Cooling
Water Out
Cooling
Water In
5403
5107
2321
4303
2323
1634
PS L
LS
LS
Ambient
Air
Fan
1635
1621 1602
1627
1601
1623
From 0.98 MPa

Steam System
(Burner Atomizing
Steam)
5404
5071
PI
5081
22V
Control Air
Dewpoint
Analyser
Tag No. 7100
TI
PS
L
5083
5083
5061
PI
Blower 1
1626
PI
PI
2318
Co
n
1622
PI
Line
Electrical
Heater 5411
5102 5103
LS
2226
Drain
5225
H
TX
Vent To I.G
Sample
Purge Line
4314
LS
H
5051
2222
2227 2229
Drain
5401 Sereen
5041
2221
LS
2322
LS
H
25
Ambient
Air
2228
M
Blower 2
2324
24
M 2203
2315
2204
2206
2410
2316
2207 2209
LS
DPX
2415
2202
PS
H
ion Cha
mber
2314
LS
2015
2320 2317
2201
2011 PS
L
D-20V
Ambient
Air
2010 PS
H
2014
2313
2051
2208
M
Combust
2013
2012 PI
2319
Control Air
2054
Inert Gas Cooler

4401
2003
Emergency
Blow-off
(Air)
5405
LS
Sample Gas
To O2 Analyser
Demister
Vessel
2303
2304
Inert Gas (Dry)
Main B
urner
LS
5021
5108
Chilled
Water
Out
LS
5011
5008
Chilled
Water
In
5023
5407
2121 XZA Ignition

L
4402 Signal Lamps MinicTS H board Generator Unit
Drain
5062
XZA
L
TI
4414
Washing
Cooling
Tower
2021
PI
1637
Pilot Bu
rner
(F)
5028
S
5111 5112
2040
LS
Drain
S
5018
5013
4415
PI
5430
5437
5406
TI 4404
5301 5302
Instrument
Air
5008
H
PI 4406
5303 5305
PI PZA
L
LS
Vent
Cooler
5072
2309
LS
5007
LS
3V
2041
2013
2344
2042
To F.O
Drain Tank
2132
2037 2038
PI
2114
2310
Drain
5016
1506
Drain
H
TS 4407 Signal Lamps Minicboard Generator Unit
H
4411
PS 4410
121V
1507
2032
1509
2V
2103
To I.G.G.
M.D.O
Service Tank
5056
TX
5458
2105
1012
5440
5057
TX
5431
1509
5450
5453
S
5305
1051 1052
5442
LS
5456
1005
LS
5304
1001 1002
1054
PI
5657
1004
From I.G.G.
M.D.O
Service Tank
1053
PS L
1058
1055
1003
PI
1013
5452
5436
I.G.G D.O Pump

(1,460 l/h x 2.5 MPa)
5416
TZA
LS
LS
From 0.98 MPa

Steam System
To Oily
Bilge Tank
Key
2V
From F.W Supply

(For Rinsing)
(A)
From S.W Supply

(For Ballast System)
Steam Line
Diesel Oil Line
Sea Water Line
Inert Gas Line
1V
4 - 75
Fresh Water Line

Air Line
Condensate Line
Part 4 Cargo System
LNGC GRACE ACACIA

4.10 Inert Gas and Dry Air System
The pressure inside the plant is maintained constant to ensure a stable flame
during operation, independent of pressure fluctuations in the piping system. This
is done via a pressure control valve at the end of the installation.
1. General
The inert gas/dry air plant is located in a compartment in the engine room. It
produces inert gas or dry air for the inerting, purging and aerating of the cargo
tanks and associated piping systems prior to and after refits or other inspection
periods. The operating principle is based on the combustion of a low sulphur fuel
and the cleaning and drying of the exhaust gases. The inert gas/dry air plant is
locally operated. The connection to the cargo system is made through two nonreturn valves and a blind flange valve, which is normally in the closed position.
3. Blower Unit
Specification
Manufacturer:
Type:
Capacity:
Discharge pressure:
Dew point:
The fuel oil system is atomised in two steps. First a conventional nozzle sprays
the oil , supplied under pressure to the burner. Then the oil spray is subjected to a
tangential impulse flow of combustion air, which added to the mainly axially
orientated impulse flow of the oil spray itself, results in an ultra-fine dispersion
of the requid.
The tangential impulse flow of combustion air is created by supplying the air
through slots in an atomisng ring, which is fitted at the end of the burner gun.
The combustion process guarantees that absolutely no soot will be produced, not
even at understoichiometric conditions, e.g. during combustion-air shortage,
caused by a lower speed of the combustion air blower, which could occur by
voltage and/or frequency fluctuations in the electrical supply. Soot cannot be
tolerated in the plant, neither in the ships cargo tanks nor in the piping system.
To prevent soot formation, especially on the long run, a stable and well-balanced
combustion process is obligatory.
Temperature:
Tyical gas composition (on dry basis)Oxygen (O2):
Carbon-dioxide (CO2):
Carbon-oxide (CO):
Sulphur-oxides (SOx):
Nitrogen-oxides (NOx):
Nitrogen (N2):
Soot (On Bacharach scale):
SMIT Gas System

Gln 15,000 0.25 BUFD
15,000 m3/h
25 kPa
Max. -45C after expansion to atmospheric pressure
30C
Average
(Max.
65C
during switch-over of dryer vessel)
Max. 0.5vol.%
Max. 14 vol.%
Max. 100 ppm
Max. 2 ppm
Max. 65 ppm
Balance
0 (= Complete absence)
2. Working Principle
Inert gas produced by the combustion of oil with air, followed by further
treatments in order to obtain the required quality and properties. The combustion
is a chemical reaction between the hydrocarbon and oxygen, mainly producing
carbon dioxide and water. The water is condensed for the greater part.
The nitrogen of the air leaves the generator unchanged. Some small rest
quantities of carbon monoxide and hydrogen may remain. Thus, the inert gas
produced mainly consists of nitrogen and CO2.
The hot combustion gases are cooled, first indirectly in the combustion chamber
by a seawater cooled jacket. The principal cooling, however, occurs afterwards in
the cooling section.
Because of the intense contact between inert gas and seawater in the cooling
tower, the inert gas temperature is decreased close to the seawater temperature,
while corrosive sulphur oxides are washed out of the inert gas. The cooling /
scrubbing water leaves the generator through the waterseal. At the end of the
cooling section the gas is passed through a demister to separate the water
droplets from the gas stream. Further removal of the water takes place in two
steps. The gas is cooled down in a refrigeration unit first. The bulk of the water
present in the gas is condensed and drained. Then in the first stage, the water is
removed by adsorption in a desiccant dryer. The roots type air blower supplying
the combustion air to the burner achieves the required final pressure of the gas.
The air required for combustion is supplied by means of a blower unit. This unit
is direct driven and mounted on a frame with vibration isolators, coupling-guard,
flexible hose connection, non-return valve, combined filter suction silencer and
discharge silencer.
4. Ultramizing Burner
5. Inert Gas Generator

The combustion chamber is cooled by a water jacket. Scaling in the coolingwater jacket of the combustion chamber is prevented both by the low
temperature rise and the positioning of the openings for the supply and discharge
of the seawater.
The inert gas coming from the burner has a rather high temperature and contains
sulphur oxides.
In the cooling/ scrubbing section the construction ensures an intense contact
between gas and water, reducing the inert gas temperature and the content of
sulphur oxides. Water droplets are separated, by means of a demister, before the
gas leaves the generator.
6. Refrigeration Unit (Freon R404A)
This unit cools the required quantity of inert gas or dry air. The capacity of the
plant is automatically controlled over a range of 0-100% to adapt the cooling
capacity to the seawater temperature, which may vary between 0-32 . This is
necessary to prevent the condensing water from freezing.
The materials applied in the inert gas cooler are adapted to the presence of
seawater vapours in the inert gas.
4 - 76
The unit consists of:

- Compressor unit with capacity control (by unloading the cylinders by
means of valve lifting regulated at suction pressure); at lower capacity ,
the capacity is controlled by hot gas flowing from a high pressure side
of the compressor thorough a by-pass control valve to the suction side
of the compressor
- Level controlled expansion valve
- Evapourator pressure control valve
- Refrigerant condenser with water regulating valve at cooling-water
outlet
- Flooded type inert gas cooler
- External demister
- All safety equipment
7. Inert Gas Dryer
In this equipment the inert gas is dehumidified to the required final dewpoint. A
desiccant, adsorbing the water still contained in the inert gas now effects drying.
The inert gas dryer has two vessels, while one vessel is in drying operation, the
second vessel is being regenerated.
The changeover from drying operation to regeneration is automatically
controlled. Provisions have been included to ensure that the regeneration process
will be fully completed after the generator has been stopped.
Vessel changeover takes place every eight hours. The vessel is regenerated by
flushing it with hot air of 150. No inert gas is required then, the water in the
adsorbent is evapourated by the hot air and carried off in the flushing stream.
Heating of the air can be done electrically and by steam. The dryer has to be
insulated. Smit Gas System will do insulation of the dryer with glass wool
(thickness 50 mm).
The electric heater controls the temperature of the regeneration air. The hot air
goes in counter flow through the vessel that just finished the adsorption period
and was depressurized (5016/5026 valve is open for depressurization via 5453,
valves 5011/5021 and 5081/5091 are open during adsorption). The hot air leaves
the vessel via 5016/ 5026.
The regeneration is stopped on the regeneration air temperature (5057). Now the
cooling period starts. Valve 5440 opens, while 5401 closes (automatically). At
the same time valve 5031 opens to fill the cooling circuit with dry inert gas.
Valve 5450 keeps the circuit under a slight over-pressure ( 200mm WC). 5031
remains open. The fan sucks inert gas through the cooler and starts circulating
the cooled inert gas. If the vessel is cooled, both inlet/ outlet valves will be open
for 1 hour (5016, 5026,5011, 5021 all open) to have parallel drying of both
vessels. The regenerated vessel is now ready for the next adsorption period alone.
8. Pressure Control System
A pressure control valve maintains a constant pressure in the inert gas generator
system, in order to guarantee the specified gas quality. The pressure in the inert
gas generator is not affected by variations behind the pressure control valve.
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.10a Inert Gas and Dry Air System
Purge To Outside
(To Funnel Top)
To Pneu.
Equipment
AS
1506
1501 1502
From Control
Air System
1505
PS L
1504
1503
PI
2112
2111
2224
M 2223
To Atm.
Drain Tank
1606
1605 1604 1603
PC
1624
1625
1632
1633
4304 4315
4302
4302
5026
5459
5091
S
5033
5031
Drain
LS
24
LS
Control Air
2416
1631
Drain/Decompr.
(Don't need to be connected
for maintenance only)
To Oily
Bilge Tank
LS
19
9V
(F)
5043
5034
Steam
Heater
5008
5101
5113
5104
LS
S
5053
5413 5413
H
TX TX
L
LS
LS
S
Air
Drain
5036
tro
l
Cooling
Water Out
Cooling
Water In
5403
5107
2321
4303
2323
1634
PS L
LS
LS
Ambient
Air
Fan
1635
1621 1602
1627
1601
1623
From 0.98 MPa

Steam System
(Burner Atomizing
Steam)
5404
5071
PI
5081
22V
Control Air
Dewpoint
Analyser
Tag No. 7100
TI
PS
L
5083
5083
5061
PI
Blower 1
1626
PI
PI
2318
Co
n
1622
PI
Line
Electrical
Heater 5411
5102 5103
LS
2226
Drain
5225
H
TX
Vent To I.G
Sample
Purge Line
4314
LS
H
5051
2222
2227 2229
Drain
5401 Sereen
5041
2221
LS
2322
LS
H
25
Ambient
Air
2228
M
Blower 2
2324
24
M 2203
2315
2204
2206
2410
2316
2207 2209
LS
DPX
2415
2202
PS
H
ion Cha
mber
2314
LS
2015
2320 2317
2201
2011 PS
L
D-20V
Ambient
Air
2010 PS
H
2014
2313
2051
2208
M
Combust
2013
2012 PI
2319
Control Air
2054
Inert Gas Cooler

4401
2003
Emergency
Blow-off
(Air)
5405
LS
Sample Gas
To O2 Analyser
Demister
Vessel
2303
2304
Inert Gas (Dry)
Main B
urner
LS
5021
5108
Chilled
Water
Out
LS
5011
5008
Chilled
Water
In
5023
5407
2121 XZA Ignition

L
4402 Signal Lamps MinicTS H board Generator Unit
Drain
5062
XZA
L
TI
4414
Washing
Cooling
Tower
2021
PI
1637
Pilot Bu
rner
(F)
5028
S
5111 5112
2040
LS
Drain
S
5018
5013
4415
PI
5430
5437
5406
TI 4404
5301 5302
Instrument
Air
5008
H
PI 4406
5303 5305
PI PZA
L
LS
Vent
Cooler
5072
2309
LS
5007
LS
3V
2041
2013
2344
2042
To F.O
Drain Tank
2132
2037 2038
PI
2114
2310
Drain
5016
1506
Drain
H
TS 4407 Signal Lamps Minicboard Generator Unit
H
4411
PS 4410
121V
1507
2032
1509
2V
2103
To I.G.G.
M.D.O
Service Tank
5056
TX
5458
2105
1012
5440
5057
TX
5431
1509
5450
5453
S
5305
1051 1052
5442
LS
5456
1005
LS
5304
1001 1002
1054
PI
5657
1004
From I.G.G.
M.D.O
Service Tank
1053
PS L
1058
1055
1003
PI
1013
5452
5436
I.G.G D.O Pump

(1,460 l/h x 2.5 MPa)
5416
TZA
LS
LS
From 0.98 MPa

Steam System
To Oily
Bilge Tank
Key
2V
From F.W Supply

(For Rinsing)
(A)
From S.W Supply

(For Ballast System)
Steam Line
Diesel Oil Line
Sea Water Line
Inert Gas Line
1V
4 - 77
Fresh Water Line

Air Line
Condensate Line
Part 4 Cargo System
LNGC GRACE ACACIA

9. Electrical Equipment
1) Panels
The system has several panels for starting, control and safeguarding:
washing/ scrubbing tower will be always alert, also if the generator is totally
switched-off; this alarm is fed by the ships emergency system. (IAS-system).
Level switch (2322) is equipped with two switches for the purpose.
11. Oxygen Content Measurement
- One main separately installed control panel to control the inert gas
generator (combustion and scrubbing) and the whole system. This panel is
giving instructions to the local panels (automatic starting of fuel-oil
pump and blower, checking conditions on refrigeration and dryer site). It
has a mimic diagram in the front. In case of a failure, a sound will be given
and the direct cause of the failure will be indicated in the mimic.
- One starter panel for fuel oil pump, for mounting close to the motor.
- One starter panel for blower, for mounting close to the motor. Both panels
contain a circuit breaker (with manual and automatic disconnection),
thermal overload protection, starter relays and hour counter (ammeter is
optional).
The classification authorities prescribe a continuous check (indication and alarm)

of the analyzer constantly indicates the oxygen content in the inert gas and will
effect an alarm when a set maximum or minimum quantity of oxygen is
exceeded. The highest value is determined by the application of the inert gas.
The lowest value protects against under-stoichiometric combustion (too high
content of combustibles CO + H2). The generator will not stop at alarm
condition. This enables the operator to change the adjustment of the fuel/ air
ration and to see the result. The inert gas produced is purged at alarm condition.
For remote indication or recording a 4-20 mA signal is available.
13. Maintenance
Hardly any maintenance is required owing to the application of high-quality
components and the selective choice of materials. Components requiring
maintenance as well as vital parts will be always situated at a readily accessible
place. In the instruction manual you will find a clear description of the
maintenance procedures.
12. Operation
- One control/ starter panel, mounted on the refrigeration skid for fully
independent starting and control of the refrigeration unit, completely
cabled to the components on the skid, with mimic in the front.
- First of all manual valves for utilities (seawater, fuel, etc.) will be opened.
- One control/ starter panel, mounted on the dryer skid for fully independent
starting and control of the dryer unit completely cabled to the components
on the skid, with mimic in the front.
- Switch for starting refrigeration unit and dryer is actuated.
- Main switch is actuated.
- Now the generator can be started by operating a switch. This is possible,

since the complete starting process is fully programmed and safeguarded.
2) Electrical connection of the various main parts

- The purge line is open when the generator is started.
All electrical equipment on the inert gas generator main units will be cabled.
All cables will end in a connecting box fitted to the generator and in the
control panels on the refrigeration and dryer unit.
The interconnecting cabling between these connecting boxes, the control
panel, the electric motors, etc., is no part of our of our delivery.
We deliver a diagram of connections with numbers and sizes of cables, and
showing the terminal numbers of all electrical equipment delivered by us.
The starting program runs as follows:

- The blower purges the system with air before the pilot burner is ignited by
a spark plug.
- The pilot burner is ignited; as soon as the flame is detected the main
burner is started.
10. Protections and Safety Devices

The generator is equipped with several protections and safety devices, which are
partly shown in the flow diagram. There are direct and indirect-acting protections
and safety devices.
Direct-acting protections are breakers, pressure relief valves and water-seal; they
are operated by the medium they have to protect. Indirect-acting protections are
components which continuously compare the actual process value to a set value;
if this set value is reached or exceeded, they will give a signal to the signalizing
system which undertakes the required actions in the generator operations.
Combined with limit switches, these protections and safety devices from a series
of conditions for safe and proper operation. The high water level alarm of the
- After flame detection of the main burner and flame stabilization, the pilot
burner is shut down.
- After 4 minutes of purging after start, the delivery line is opened and the
purge line closed, provided that the oxygen content is correct. If not. The
purge line remains open until the correct fuel/ air ratio has been set and the
correct oxygen content is obtained.
- For longer standstill periods it is recommended to purge the seawater
cooling system with fresh water.
- An extra contact is available in the control panel for connection to the
ships main control room to allow for a remote stop of the generator.
4 - 78
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.11a Gas Detection System
Gas Detecting Panel (CCR)

Detecting Part
Stop Valve Box

(CCR)
Cargo Part System (Total 28)
Top of Inter Barrier Space for Gas Dome (4)

Top of Insulation Space for Gas Dome (4)
Vent Mast (4)
Under Deck Side Passage Way Port & STBD (6)
Top of Inter Barrier Space for Liquid Dome (4)
Cargo Machinery Room (2)
Gas Vent Drain Tank (1)
Pipe Duct Forward and After (2)
Cargo Electric Motor Room (1)
Flame
Arrester
Boiler Hood (2)

Gas Duct (2)
Inert Gas Line (1)
DC 24V
DC 4-20mA
Power
Supply
Part
0~100 Vol.%
0~100 % LEL
IR-Type
Detector
Main
AC 220V 60Hz 1
RS422/485(*1)
0~100 Vol.%
0~100 % LEL
IR-Type
Detector
Spare
Sequencer
Alarm
Circuit
Fail. & BZ., PW Cont.
EExiad
IR-Type
Detector
DC 24V
& DC 4~20 mA
IS
Barrier
Electric
Parts
Graphic Operation
Panel
RS422/485(*1)
Failure
Cargo Part System
Cargo Mach. Trip System
Engine Room System
Accommodation System
Other Space
DC 4-20mA
Control Panel
(ECR)
IR-Type
Detector
Engine Room System (Total 8)

E/R Supply Vent Fan Room (4)
E/R Exhaust Vent Fan Room (2)
E/R 2nd Deck (2)
Repeater
Panel
(FCS)
DC 24V
Electric
Parts
Drain Separator Board

Drain Tank Only
Cargo Machinery Trip System (Total 5)
Control Part
In Panel (EExiad)
IR-Type
Detector
Rs422/485 (*1)
DC 24V
& DC 4~20 mA
CC Type Detector (Exd)

Detector Cover
Detector Output
Detector Output
IAS

DC 24V
Control
Panel
(ECR)
Gas Alarm Contact

60% LEL
Boiler Hood (2 Points)
Gas Duct (2 Points)
Electric Motor Room (2 Points)
Inert Gas Line (1 Point)
DC 4-20mA
Rs422/485 (*1)
DC 24V
Accommodation System (Total 23)
Wheel House (1)

CCR (1)
Galley (1)
Entrance Lobby of Each Accommodation Deck (10)
Mess Room (2)
TV Room (2)
Lounge (2)
Accommodation Air Intake (Main & Aux.) (2)
Emergency Generator Room (1)
Central Office (1)
Other Space (Total 3)

Electric Motor Room (2)
Bosun Store (1)

Detector Cover
Detector Output
Control
Panel
(ECR)
DC 4-20mA
Rs422/485 (*1)
Detector Output

DC 24V

Detector Cover
Detector Output
Control
Panel
(ECR)
DC 4-20mA
Rs422/485 (*1)
Detector Output
System Failure
Cargo Area
(1 Common)
Cargo Mach. Trip
(1 Common)
Engine Room
(1 Common)
Accommodation
(1 Common)
Other Space
(1 Common)
Gas Alarm
Cargo Area
(30 % LEL
20 Point)
(30 VOL %
8 Point)
Cargo Mach. Trip
(30 % LEL
5 Point)
(60 % LEL
5 Point)
Engine Room
(30 % LEL
8 Point)
Accommodation
(30 % LEL
23 Point)
Other Space
(30 % LEL
3 Point)
Analog Data
Cargo Area
(0~100 % LEL)
(0~100 VOL %)
Cargo Mach. Trip
(0~100 % LEL
5 Point)
Engine Room
(0~100 % LEL
8 Point)
Accommodation
(0~100 % LEL
23 Point)
Other Space
(0~100 % LEL
3 Point)
Gas detecting in the panel inside
: 30 % LEL for cutting off power
supply of the panel
(detecting part only)
DC 24V
4 - 79
Part 4 Cargo System
LNGC GRACE ACACIA

4.11 Gas Detection System
21
No.3 top of inter barrier space for liquid dome
1. Cargo Part System
22
23
cargo machinery room 1
24
cargo machinery room 2
25
Maker: KOMYO RINKAGAKU KOGYO K.K.

1) Specification
3. Engine Room
1) Specification
Model
CP-W
Detecting gas
Methane (CH4)
gas vent drain tank
Detecting principle
Catalytic combustion method
Model
FMA-T328UR
26
pipe duct forward
Detecting range
0 ~ 100 % LEL (lower explosion limit)
Detecting gas
Methane (CH4)
27
pipe duct after
Alarm Set Point
30% LEL
Detecting principle
IR type- NDIR (non-dispersive infrared method)
28
cargo electric motor room
Detecting range
0 ~ 100 % LEL, 0 ~ 100 % VOL
Alarm Set Point
30% LEL, 30% VOL
2) Measuring points (28 points)

1
No.1 top of inter barrier space for cargo dome
No.3 ca top of inter barrier space for cargo dome
2) Measuring Points (8 points)
This device measures the amount of leaking in flammable gas (methane) within
the cargo areas and accommodation of LNG vessels and sounds an alarm if the
value exceeds pre-set limits in order to prevent accidents caused by leaking gas.
This system uses infra-red and catalytic combustion methods for measurement
purposes. The infra-red type (IR type) can be switched automatically or manually
between 28 point gas measurement locations with a single analyzer.
(Automatic switching is performed between 0-100% VOL and 0-100% LEL.)
The infra-red type (IR type) continually measures in detecting panel.
2. Cargo Machinery Trip System
No.1 top of insulation space for gas dome
Model
CP-W(IS)
Detecting gas
Methane (CH4)
No.1 vent mast
Detecting principle
NDIR (non-dispersive infrared method)
10
No.2 vent mast
Detecting range
11
No.3 vent mast
Alarm Set Point
30% LEL, 60% LEL
12
No.4 vent mast
13
Under deck side passage way port 1
14
Under deck side passage way starboard 1
15
16
17
18
19
20
1) Specification
boiler hood 1
boiler hood 2
Gas duct 1
Gas duct 2
Inert gas line
Engine room supply vent fan room 1
Engine room exhaust vent fan room 1
Engine room exhaust vent fan room 2
Engine room 2nd deck 1
Engine room 2nd deck 2
The engine room area samples are continuously monitored by its own sampling
analyser.
The gas analysers zero reading should be checked daily and the span checked
weekly.
4. Accommodation System
1) Specification
2) Measuring Points (5 points)

1
4 - 80
Model
CP-W
Detecting gas
Methane (CH4)
Detecting principle
Detecting range
Alarm Set Point
30% LEL
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.11a Gas Detection System
Gas Detecting Panel (CCR)

Detecting Part
Stop Valve Box

(CCR)
Cargo Part System (Total 28)
Top of Inter Barrier Space for Gas Dome (4)

Top of Insulation Space for Gas Dome (4)
Vent Mast (4)
Under Deck Side Passage Way Port & STBD (6)
Top of Inter Barrier Space for Liquid Dome (4)
Cargo Machinery Room (2)
Gas Vent Drain Tank (1)
Pipe Duct Forward and After (2)
Cargo Electric Motor Room (1)
Flame
Arrester
Boiler Hood (2)

Gas Duct (2)
Inert Gas Line (1)
DC 24V
DC 4-20mA
Power
Supply
Part
0~100 Vol.%
0~100 % LEL
IR-Type
Detector
Main
AC 220V 60Hz 1
RS422/485(*1)
0~100 Vol.%
0~100 % LEL
IR-Type
Detector
Spare
Sequencer
Alarm
Circuit
EExiad
IR-Type
Detector
DC 24V
& DC 4~20 mA
IS
Barrier
Electric
Parts
Graphic Operation
Panel
RS422/485(*1)
Failure
Cargo Part System
Cargo Mach. Trip System
Engine Room System
Accommodation System
Other Space
DC 4-20mA
Control Panel
(ECR)
IR-Type
Detector
Engine Room System (Total 8)

E/R Supply Vent Fan Room (4)
E/R Exhaust Vent Fan Room (2)
E/R 2nd Deck (2)
Repeater
Panel
(FCS)
DC 24V
Electric
Parts
Drain Separator Board

Drain Tank Only
Cargo Machinery Trip System (Total 5)
Control Part
In Panel (EExiad)
IR-Type
Detector
Rs422/485 (*1)
DC 24V
& DC 4~20 mA

Detector Cover
Detector Output
Detector Output
IAS

DC 24V
Control
Panel
(ECR)
Gas Alarm Contact

60% LEL
Boiler Hood (2 Points)
Gas Duct (2 Points)
Electric Motor Room (2 Points)
Inert Gas Line (1 Point)
DC 4-20mA
Rs422/485 (*1)
DC 24V
Accommodation System (Total 23)
Wheel House (1)

CCR (1)
Galley (1)
Entrance Lobby of Each Accommodation Deck (10)
Mess Room (2)
TV Room (2)
Lounge (2)
Accommodation Air Intake (Main & Aux.) (2)
Emergency Generator Room (1)
Central Office (1)
Other Space (Total 3)

Electric Motor Room (2)
Bosun Store (1)

Detector Cover
Detector Output
Control
Panel
(ECR)
DC 4-20mA
Rs422/485 (*1)
Detector Output

DC 24V

Detector Cover
Detector Output
Control
Panel
(ECR)
DC 4-20mA
Rs422/485 (*1)
Detector Output
System Failure
Cargo Area
(1 Common)
Cargo Mach. Trip
(1 Common)
Engine Room
(1 Common)
Accommodation
(1 Common)
Other Space
(1 Common)
Gas Alarm
Cargo Area
(30 % LEL
20 Point)
(30 VOL %
8 Point)
Cargo Mach. Trip
(30 % LEL
5 Point)
(60 % LEL
5 Point)
Engine Room
(30 % LEL
8 Point)
Accommodation
(30 % LEL
23 Point)
Other Space
(30 % LEL
3 Point)
Analog Data
Cargo Area
(0~100 % LEL)
(0~100 VOL %)
Cargo Mach. Trip
(0~100 % LEL
5 Point)
Engine Room
(0~100 % LEL
8 Point)
Accommodation
(0~100 % LEL
23 Point)
Other Space
(0~100 % LEL
3 Point)
Gas detecting in the panel inside
: 30 % LEL for cutting off power
supply of the panel
(detecting part only)
DC 24V
4 - 81
Part 4 Cargo System
LNGC GRACE ACACIA

5. Other Space System
Monitoring for Cargo Part & Other Space Gas Detection System
1) Specification
Wheel house
CCR
Model
CP-W
Galley
Detecting gas
Methane (CH4)
Entrance lobby of accommodation upp-deck (p)
Detecting principle
Entrance lobby of accommodation upp-deck (s)
Detecting range
Entrance lobby of accommodation A-deck (p)
Alarm Set Point
30% LEL,60% LEL (motor room only)
Entrance lobby of accommodation A-deck (s)
Entrance lobby of accommodation B-deck (p)
Entrance lobby of accommodation B-deck (s)
10
Entrance lobby of accommodation C-deck (p)
11
Entrance lobby of accommodation C-deck (s)
12
Entrance lobby of accommodation D-deck (p)
13
Entrance lobby of accommodation D-deck (s)
14
Mess room 1
15
Mess room 2
16
TV room 1
17
TV room 2
18
Lounge 1
19
Lounge 2
20
Accommodation air intake (main)
21
Accommodation air intake (Aux.)
22
Emergency generator room
23
Central office

1
Electric motor room 1
Electric motor room 2
Bosun store
Monitoring for Hull Gas Detection System
4 - 82
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.12.1a Cargo Valve Hydraulic Lines
[Engine Room]
[Passage Way]
(A) (B)
Hydraulic Power Pack

for Cargo Line
(A) (B)
Portable Hand Pump (2 sets)

in Cargo Gear Locker
(3 sets)
(7 sets)
- Main Pump : 2 sets (44 l/min)
(1 set)
(1 set)
(2 sets)
(8 sets)
(1 set)
(5 sets)
ESD
Block
(2 sets)
(9 sets)
ESD
Block
25A
(P)
25A
(P)
(P)
FL-25A
9 Units (with ESD)
3 Units
25A
(R)
No.6A Cargo I.S.V Box
25A
(R)
25A
(P)
25A
(R)
25A
(R)
No.5 Cargo I.S.V Box
10 Units
25A
(P)
25A
(P)
- Accumulator : 2 Set (40 liters)
No.6B Cargo I.S.V Box
- Topping-up Pump : 1 set (12 l/min)
6 Units (with ESD)
25A
(R)
FL-25A
(P)
FL-25A
(R)
25A
(R)
11 Units
25A
(P)
25A
(P)
25A
(R)
(R)
FL-25A
(R)
25A
25A Stop Valve
25A
(P)
25A Stop Valve
25A Stop Valve
Accumulator Stand
(APCHHI1728C)
25A
(P)
- Accumulator :
14 sets (60 l)
25A
(R)
25A
(P)
25A
(R)
25A
(R)
25A
(P)
25A
(P)
25A
(R)
25A Stop Valve

(R)
25A
(P)
25A
5 Units ESDV
10 Units
(R)
25A
(R)
25A
Hyd. Power Pack

for
Ballast System
(P)
FL-25A
(P)
FL-25A
Accumulator Stand
(APCHHI1728B)
25A Stop Valve
: Opening Valve
ESD
Block
- Accumulator :
3 sets (60 l)
(2 sets)
(8 sets)
4 - 83
(5 sets)
: Open/Shut Valve
10 Units
ESD
Block
(2 sets)
: ESD Valve
(8 sets)
Part 4 Cargo System
LNGC GRACE ACACIA
4.12 Cargo and Ballast Valve Control
valve( Reduced by relief valve)
4.12.1 Cargo Valve Control System
Operating pressure for 60/50A glove

2) Valve open-shut signal (I.S. & Non-I.S. Type)

3.5 MPa
.
3. Location of Cabinets
1. General Specification
Maker
Nakakita Seisakusho Co Ltd
Accumulators
20
Main electric motor
15 kW, 440V, 60Hz
Topping up electric motor
5.5 kW, 440V, 60Hz
Main pump capacity
44 litres/min , 13 MPa, 1200 rpm
Topping pump capacity
12 litres/min , 13 MPa, 1200 rpm
All remotely operated valves are piston operated except for the liquid dome and
the spray header isolating valves, which are vane type actuators.
The supply oil is distributed to 6 solenoid valve boxes situated in the side
passageway (port and starboard) and 1 in the cargo compressor room.
Each cargo tank, manifold area, cargo compressor room and the master BOG
station has its respective solenoid valve box as follows:
Description
No.1 Solenoid valve
box
2. Hydraulic Power Pack
trunk deck
The ship is equipped with two hydraulic power unit for cargo & ballast valve
control and each power unit is assembled with 3 units of vane-type hydraulic
pumps.
No.2 Solenoid valve

box
trunk deck
Opening
CG701
CL100, 101, 102, 103, 107
CL200, 201, 202, 203, 207

CS200, 201, 203
box
CG703
No.4 Solenoid valve

box
Hydraulic pressure control is made by the loading/ unloading system by solenoid

valve, relief valve, pressure switch and accumulators.
cargo manifold
No.5 Solenoid valve
Stand-by pump acts automatically for helping start when hydraulic power in
reduced to 10 MPa during operation of hydraulic power unit.
box
No.3 cargo tank
CL300, 301, 302, 303, 307

CS300, 301, 303
No.6 Solenoid valve

box
Setting Value
13.7 MPa
Abnormally high alarm pressure
13.5 MPa
Unloading pressure
13.0 MPa
Loading pressure
11.0 MPa
Stand-by pump starting pressure
10.0 MPa
Abnormally low alarm pressure
9.0 MPa
ESDS-acting pressure
8.5 MPa
Operating pressure for 300A glove

9.5 MPa
Operating pressure for 200A glove
6.5 MPa
No.7 Solenoid valve

box
trunk deck
1) The oil hydraulic circuit should be by-passed from Hydraulic Power Unit,
Control Box and Hydraulic Oil Cylinder.
( Flushing works for above unit, and box were finished completely in
maker factory.)
2) Hydraulic oil pump for flushing should be prepared filter for suction side
(80 mesh) and return oil (300mesh) to be prepared.
CS207, 208
4) Judge the contamination grade according to the obstacles gathered by the

filter, and stop the oil flow
CG001
5) Re-assemble the by-pass piping with care, so as the obstacles does not
enter into the system.
CG002
CL004, 008, 012, 016
CS307, 308
CG502, 503, 504, 513, 514,
CG529
515, 516, 601, 602, 606
compressor room
Relief valve setting pressure
4. Oil Flushing Procedure for Hydraulic Remote Control System
3) System oil should be passed through into piping line, and made
hammering to get rid of obstacles.
CL001, 005, 009, 013
cargo manifold
b) Open-shut valve
The limit switch shall be supplied and assembled by valve maker
CS107, 108
CS100, 101, 103
No.3 Solenoid valve
Two out of 3 units of hydraulic main pumps are used during the work of loading
/ unloading operation (1 pump is used usually , and another is a stand-by). One
topping up hydraulic pump shall be used for forcing vapourisation.
Open-Shut
a) Opening valve
The potentionmeter to be supplied by NAKAKITA to butterfly valve
maker (AMRI) and it shall be assembled by them.
CS600
CL400, 401, 402, 403, 407
CS400, 401, 403
CS407, 408
.
1) Valve Open-Shut Commend (I.S. & Non-I.S. Type)
a) Actuated by oil cylinder operation
After the valve is full opened or shut, the solenoid valve to be
continuously energized.
b) Actuated by oil motor operation
The valve is full opened or shut and 20 seconds after, the solenoid valve
to be de-energized.
4 - 84
Part 4 Cargo System
LNGC GRACE ACACIA

4.12.2 Hydraulic System Operation
3) Remote Operation of the Hydraulic Pumps

Procedure to Operate the Emergency Hand Pump
1. Process Functions
The two hydraulic power packs are identical, each consisting of two main
pressure pumps, as a stand-by pair, and an additional top-up pump to maintain
the system pressure at sea.
Cut-in and stopping, of the stand-by pump is by using a single pressure
transmitter for each pair of pumps. When the stand-by pump cuts-in (set at 10
MPa), an alarm is generated. When the pressure then rises to 13.5 MPa, the
setting stops the standby pump, with an alarm being sounded.
Automatic stops for all the pumps (cargo and ballast) will be provided in the
event of a hydraulic oil tank low level alarm or a delivery high pressure alarm.
These two stops are active whether the pump is set to Local, Remote,
Auto or Manual. They therefore act like an emergency stop and are always
active.
As the names indicate, one system supplies hydraulic pressure to the cargo
valve control system whilst the other supplies hydraulic pressure to the ballast
valve control system.
When in operation, the pumps will run continuously, whilst the Loading and
Unloading functions will be controlled by the local controls contained within
the package vendor unit. A cross connection is provided between the two
systems in order that either pack can supply the other in the event of a major
malfunction, or during maintenance.
Control of the Cargo and Ballast Hydraulic pumps will be from the Hydraulic
Systems graphic whilst control of the Ballast Hydraulic pumps will also be
from the Ship Side Valve graphic. This is because the ballast hydraulic system
also supplies hydraulic power to the ship side valves and the fuel system
valves. Being controlled from this screen means that they can be controlled
from any operator station as the Ship Side Valve graphic is accessible at all
stations.
As long as the usual criteria are met, then each pair of main pumps can be
controlled typically as a standard standby pair.
Each pair of main pumps has an associated topping-up pump. These are
single pumps having an auto stop function in the event of a hydraulic oil tank
low level alarm or a delivery high pressure. They can also be started and
stopped manually by the operator from the IAS screen.
3. Emergency Control
Two (2) emergency hand pump sets are provided for the cargo system.
Oil Tank capacity :
Max. Pressure :
Flow capacity :
Handle Load :
Accessory:
Location :
6.5 L
13.7MPa
33CC/1strok
20kg at 10.0 MPa
10kg at 5.0 MPa
Rubber Hose 10 m
Cargo Gear Locker
1) Remove the cover lid on the valve actuator, then screw in the supply and
return control studs.
2) At the hand pump check the oil level in the reservoir, if necessary to up
with the correct grade of oil.
3) Move the supply and return valves on the hand pump into the OPEN
position.
4) Close the bypass valve on the hand pump unit.
5) Move the direction control lever to the position that the valve is to be
moved; this is clearly indicated on the plate below the control lever.
6) Operate the hand pump, observe that the valve moves in the correct
direction. When the valve is correctly in its new position, return the
direction selection lever to the mid (neutral) position then close the supply
and return valves. The valve will now be locked in its present position.
2. Operating Mode
1) Local Operation of Solenoids and Pumps
Provided that there is sufficient hydraulic pressure and system integrity, then
the valves may be operated by manually operating the associated hydraulic
solenoid valve. If operating valves in this mode, it would be best to disconnect
the relevant control cables from the solenoid in question before operation.
Pumps may be started and stopped at the local control station as usual.
2) Remote Operation of the Valves from the IAS Graphics Screen
Open/Close valves are controlled either fully open of fully closed. Selection
of these valves on the graphics screen will open up the associated faceplate for
Open and Close control functions.
Emergency Hand Pump
4 - 85
Part 4 Cargo System
LNGC GRACE ACACIA
Blank Page
4 - 86
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.12.3a Ballast Valve Hydraulic Lines
[Engine Room]
(D) (C)
(A) (B)
(A) (B)

for Ballast Line
Pipe Duct
- Main Pump : 2 sets (24.5 l/min)
For W.B System

(11 sets)
- Topping-up Pump : 1 set (7.5 l/min)
Portable Hand Pump (2 sets)
Bow Thrust Room &

Bosun Store
For F.O System

(2 sets) (8 sets)
(7 sets)
25A
(R)
For F.O
(4 sets)
(2 sets)
No.8 Ballast Valve & F.O

Valve Sol. V. Board
Pipe Duct
64 Units
(8 sets)
7 Units
For W.B System
No.9 Solenoid Valve Board

for Ship Side Valve
(20 sets)
- Accumulator : 2 Sets (60 liters)
25A
(P)
Stationary Hand Pump

(5 sets)
(9 sets)
(P)
FL-25A
(R)
25A
25A
(P)
(R)
25A
25A
(R)
25A
(R)
25A
(P)
FL-25A
(P)
FL-25A
(T)
For Bilge
25A Stop Valve

25A
(P)
25A Stop Valve
Accumulator Stand
(APCHHI1728B)
25A Stop Valve
- Accumulator :
3 sets (60 l)
25A Stop Valve
(R)
25A
Hyd. Power Pack

for
Cargo System
(R)
25A
(R)
25A
(P)
25A
(P)
25A
(P)
25A
Accumulator Stand
(APCHHI1728C)
- Accumulator :
14 sets (60 l)
4 - 87
Part 4 Cargo System
LNGC GRACE ACACIA

4.12.3 Ballast and F.O Valve Control System
enter into the system.
valve box as follows:
1. General Specification
Description
Opening
FO 01, 03, 10, 11
BA 03, 04, 05, 06, 07, 08,
Maker
Nakakita Seisakusho Co Ltd
Accumulators
Main electric motor
7.5 kW, 440V, 60Hz
Topping up electric motor
3.7 kW, 440V, 60Hz
No.9 Solenoid valve
09, 10, 11, 12, 13, 19,
box
21, 23, 24, 26, 28, 33,

42
F 71V, 72v, 73V, 74V,
75V, 76V, 77V, 78V
No.10 Solenoid valve
24.5 litres/min , 13 MPa, 1200 rpm
Topping pump capacity
7.5 litres/min , 13 MPa, 1200 rpm
2. Description
The ship is equipped with two hydraulic power unit for cargo & ballast valve
control and each power unit is assembled with 3 units of vane-type hydraulic
pumps. Two out of 3 units of hydraulic main pumps are used during the work of
loading / unloading operation (1 pump is used usually , and another is a standby). One topping up hydraulic pump shall be used for forcing vapourisation.
Hydraulic pressure control is made by the loading/ unloading system by solenoid
valve, relief valve, pressure switch and accumulators.
Stand-by pump acts automatically for helping start when hydraulic power in
reduced to 10 MPa during operation of hydraulic power unit.
Setting Value
Relief valve setting pressure
13.7 MPa
Abnormally high alarm pressure
13.5 MPa
Unloading pressure
13.0 MPa
Loading pressure
11.0 MPa
Stand-by pump starting pressure
10.0 MPa
Abnormally low alarm pressure
9.0 MPa
3. Location of Cabinets
All remotely operated valves are piston operated except for the liquid dome and
the spray header isolating valves, which are vane type actuators. The supply oil
is distributed to 6 solenoid valve boxes situated in the side passageway (port and
starboard) and 1 in the cargo compressor room. Each cargo tank, manifold area,
cargo compressor room and the master BOG station has its respective solenoid
5. Emergency Control
Two (2) emergency hand pump sets are provided for the ballast system.
BA 16, 17, 18, 20, 22, 25, 27,

29, 30, 31, 32, 34, 35,
36, 37, 38,, 40, 41, 43,
44,
FO 07, 08
F 2V, 4V
TV 01, 02
CB 03, 07, 13, 19, 25, 29, 31
S 12V, 13V, 15V, 152V

I 9V
BA 44, 45
box
Main pump capacity
Open-Shut
Oil Tank capacity :

Max. Pressure :
Flow capacity :
Handle Load :
6.5 L
13.7MPa
33CC/1strok
20kg at 10.0 MPa
10kg at 5.0 MPa
Accessory:
Rubber Hose 10 m
Location :
Engine Room & Pipe Duct
Stationaly Hand Pump : 5 sets for \shipside valve
1) Valve Open-Shut Commend (I.S. & Non-I.S. Type)

Actuated by oil cylinder operation
After the valve is full opened or shut, the solenoid valve to be continuously
energized.
2) Valve open-shut signal (I.S. & Non-I.S. Type)
a) Opening valve
NAKAKITA supplies the valve actuator including potentionmeter.
The feed back signal is converted to 4-20mA by print card or signal
convert.
to butterfly valve maker (AMRI) and it shall be assembled by them.
b) Open-shut valve
NAKAKITA supplies the valve actuator including limit switches
except Scoop vlves.
4. Oil Flushing Procedure for Hydraulic Remote Control System
1) The oil hydraulic circuit should be by-passed from Hydraulic Power Unit,
Control Box and Hydraulic Oil Cylinder.
( Flushing works for above unit, and box were finished completely in
maker factory.)
2) Hydraulic oil pump for flushing should be prepared filter for suction side
(80 mesh) and return oil (300mesh) to be prepared.
3) System oil should be passed through into piping line, and made
hammering to get rid of obstacles.
Emergency Hand Pump

Please refer to 4-83 page for operating procedure of Hand Pump.
4) Judge the contamination grade according to the obstacles gathered by the

filter, and stop the oil flow
5) Re-assemble the by-pass piping with care, so as the obstacles does not
4 - 88
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.12.4a Emergency Shutdown System
Normal Operation
CCR
Normal
Operating
(ESD Set Press. Adjusting)
IAS Indication
ESD
TPS1
Interlock Operation
Test
Test Mode Selection (CCR)
Reset
Reset Push Button (CCR)
Cancel
ESD Blocking (CCR)
Cargo Tank Level Override
Level Override Switch
TPS2
Cargo Pump
NO
Q'ty - 8
NO
Strip. & Spray Pump
NO
NO
Q'ty - 4
ESD System
Em'cy Cargo Pump
CSBD
Q'ty - 1
Emergency Shut Down Causes

Manual Trip
Manual Push Button (I.S.)
NC
Liquid Dome - Q'ty 4

Manifold PORT/STBD Side - Q'ty 2
Forward Area - Q'ty 1
Cargo Comp. Room - Q'ty 1
FCR - Q'ty 1
Manual Push Button (N.I.S.)
NC
I.S. Barrier
(EEx-ia)
Emergency
Shut Down
Control
Electric Motor Room - Q'ty 1

W/H - Q'ty 1
CCR - Q'ty 1
Fire
(Fusible Plug Melted)
Fusible Melting Plug (I.S.)
NC
Liquid Dome - Q'ty 4

Vapour Dome - Q'ty 4
Manifold PORT/STBD Side - Q'ty 2
Cargo Comp. Room - Q'ty 1
Electric Motor Room - Q'ty 1
Low Press. at Pneumatic Link
Press. Transmitter
Control Air Press. Low
Press. Switch
Each Cargo Tank Level 99.0 %
Independent Level Switch
Low Press. at Vapour

Main Line
Press. Switch
Low Press. at Hydraulic Unit
Press. Low Contact Signal
Electric Power Fail (Black Out)
MSBD
ESD Signal (Elec./Optic)
S/S Communication System
Processor
Self
Diagnosis
Air Control
Board
ESD Signal
(Elec./Optic)
4~20 mA
Press. Switch
CTS
ESD
TPS1
ESD
TPS1
10 11 12 13 14 15
10 11 12 13 14 15
10 11 12 13 14 15
Q'ty - 2
ESD
10 11 12 13 14 15
High Duty Compressor
Q'ty - 2
ESD
10 11 12 13 14 15
TPS1
Low Duty Compressor
Q'ty - 2
ESD
10 11 12 13 15
Air Release Solenoid

Valve
Q'ty - 1
ESD
10 11 12 13 14 15
Ship Shore Communication

Link System
(Elec./Optic)
ESD
10 11 12 13 14 15
NC
ESD
Master Gas Valve
BMS
NC
NC
NC
NC
Sol. Valve Box

(PORT/STBD)
NC
NC
Tank Protection 2 Causes from IAS

Each Cargo Tank Level 98.7%
IGG Blower
Shore Connection Valve

(PORT/STBD)
Q'ty - 12
ESD
Cargo Tank Filling Valve
Q'ty - 4
TPS2
Cargo Tank Spray Valve
Q'ty - 8
TPS1
TPS2
Tank Protection 1 Causes from IAS

Each Cargo Tank Pressure LL
ESD
TPS1
NC
4 - 89
Manual Switch
ESD Signal From Shore
Fusible Plug
10
VRC Hyd. Oil Pressure Low
Cargo Tank Pressure Low-Low
11
Electric Power Failure
Vapour Main Line Pressure Low
12
System Fail
Pneu. Ship Shore Link Pressure Low
13
I/O Failure
Control Air Pressure Low
14
ESDS Test
Cargo Tank Level Extremely High
15
ESD Solenoid valve Power Fail
Cargo Tank Level Very High
10 11 12 13 14 15
Part 4 Cargo System
LNGC GRACE ACACIA

4.12.4 Emergency Shutdown System
In the event of fire or other emergency condition, the entire cargo system, gas
compressors and master boil-off gas isolating valve to the engine room may be
shut down by a single control.
Shut down of the cargo system is actuated either manually or automatically by
fire or certain off-limit conditions.
1. Description
fig . ESDS Push Button
Emergency
Shut-Down
System
Stop Button
z
z
z
z
z
z
Shutdown signal from the terminal (optic/electric)

Ship/Shore pneumatic pressure low
ESD solenoid valve power fail
Control air pressure low
System fail
I/O failure
2) Actions
z Manifold valves (shore connection valves) close
z Main cargo pumps stop
z Stripping/Spray pumps stop
z Emergency cargo pump stop
z HD compressors stop
z LD compressors stop
z ESD signal to shore
z Air release solenoid valves open
z No.1 & 2 IGG Blower stop
z Master gas valve off (only vapour main pressure low)
3. Cargo Tank Protection
The manual emergency shutdown push buttons are located as follows

(Total 12 units):
z Each cargo tank liquid dome (4 units)
z Port and starboard manifold platforms (2 units)
z Forward Area (1 unit)
z Cargo compressor room (1 unit)
z Electric motor room (1 unit)
z Fire control room (1 unit)
z Wheelhouse (1 unit)
z CCR console (1 unit)
Fusible elements that are designed to melt at temperature between 98 ~ 104C
are installed on the following locations (Total 12 units):
z Each cargo tank liquid dome (4 units)
z Each cargo tank vapour dome (4 units)
z Port and starboard manifold platforms (2 units)
z Cargo compressor room (1 unit)
z Electric motor room (1 unit)
There are three ESDS interface connections made to the shore facility; electrical,
optical and pneumatic. In port, the optical link and pneumatic systems will
inform the shore of any ships ESDS actuation and will stop the loading or
discharge pumps and close the shore liquid valves.
2. Emergency Shutdown Function
1) Causes
z Cargo vapour main line header pressure low
z Cargo tank extremely high level (99%)
z ESD power failure (black-out)
z Hydraulic oil pressure low
1) TPS 1 (Cargo Tank Protection: Underpressure)

a) Causes
z Cargo tank pressure Low/Low (0.2 kPa)
b) Actions
z Relevant tank main cargo pumps stop
z Emergency cargo pump stop
z Relevant tank stripping/spray pumps stop
z HD compressor stops
z Relevant tank spray valves close
The trip overriding functions for each cargo tank, high duty compressor
and low duty compressor are prepared to prevent trip of each equipment
from the TPS1 system when the differential pressure condition is lower
then the set-point.
2) TPS 2 (Cargo Tank Protection: Overfilling)
a) Causes
z Cargo tank level very high (98.7%)
b) Actions
z Relevant tank filling valve closes
z Relevant tank spray valves close
The operator can manually set the filling valve close override in the
mimic for each cargo tank, so that the logic function of filling valve
close is deactivated. The override function is prepared for each cargo
tank respectively.
4. Gas Burning Safety System
1) Causes
z BOG hood gas detected
z Both boiler trip
z Boil-Off leak ext. fan both stop
z BOG heater outlet temperature low low & high high
z BOG heater trip
z Black-out
z Fusible plug
z Control air pressure low low
z Manual trip signal
z E/R vent fans all trip
2) Actions
z LD compressor stop
z BOG master valve close
5. Functions on the Cargo Console for ESD/TPS
1) ESD Block Input Blocking at Sea
Set the ESD block switch on the Cargo Console. In this mode, all ESD
inputs as defined in the C&E are blocked: i.e. no alarms and no actions
due to ESD inputs will be set from the system. TPS 1 and TPS 2
functions will not be affected.
The extremely high level sensors in the cargo tank can be blocked from
the independent cargo tank level system itself.
The very high level alarm in the cargo tank can be blocked from the
IAS mimic display. These level alarms comes from the radar level
system (CTS).
2) Loading and Unloading Mode
In Loading mode, there is a time delay for shutdown of manifold
valves. This time delay will protect the shore cargo equipment by giving
the shore side time to shutdown before the flow of cargo from the ship
shuts down. The length of the time delay is fixed during commissioning
and can not be configured by the operator. Other outputs than manifold
valves will have no time delay.
Cargo tank very high level sensors - filling level (98.7%) - are installed
in each cargo tank (4) for alarming and closing of the filling valve on
each tank.
3) ESD Reset
Resets all outputs in the ESD/TPS provided inputs are back to normal
and acknowledged.
The sensors are interfaced via the tank level system by serial line to the
IAS. From the IAS the very-high level alarm is interfaced to ESD by the
redundant network.
The Filling valve close override for each cargo tank is prepared to
prevent closing of the filling valve when level very high is activated.
4) ESD Test
Overrides all ESD/TPS outputs in order to facilitate system testing of
inputs and logic.
4 - 90
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.12.5a Ship-Shore Link
CARGO CONTROL ROOM
CARGO CONTROL ROOM
ACCOMODATION
UPP DK
SHIP SHORE LINK ENCLOSURE
FIBRE OPTIC SYSTEM

LAMP
TEST
ELECTRICAL SYSTEM
HEALTHY
TRIP INPUTS
HEALTHY
PORT
ESD HEALTHY
SYSTEM SELECTOR
PRESS
TO
TEST
FIBRE OPTIC
SHORE RECEIVING
HIGH LEVEL HEALTHY
ELECTRIC
SELECTED
SHIP SIDE PORT ON DECK
SELECTED
LOADING ARM TRIP 1 HEALTHY
LOADING ARM TRIP 2 HEALTHY
INHIBIT
INHIBIT
RESET
RESET
CARGO CONTROL CONSOLE
FO & EL SYSTEM SELECTOR MODULE
PORT
STBD
FO PORT STARBOARD SELECTOR MODULE

ESD SYSTEM
SYSTEM
FAULT
LAMP
TEST
SHIP -> SHORE

PRESS
TO
TEST
CCC6
Telephone SYSTEM
NORMAL
NORMAL
ABNORMAL
CH 1
AUDIO
ALARM
ESD
CH 2
CH 3
CH 4
MLM DESKTOP PC
NORMAL
SHORE -> SHIP
PRESS
TO
TEST
ABNORMAL
SIGNAL FAULT
PRESS
TO
TEST
CIRCUIT
TEST
FO CONTROL & ALARM MODULE
220 VAC
1X2X1.0
NORMAL
PSU
MODEN
TELEPHONE
BOOTH
PUBLIC
TELEPHONE
FO ESD MODULE
AC MAINS
SUPPLY
ITT
CANNON
ABNORMAL
POWER SUPPLY MODULE
HOTPHONE
220 VAC UPS

1X2X1.0
PRIVATELINE
SHIP TO SHIP
REVERSE CONNECTION
TRIPS ACTIVE
SW 7
ESD
SYSTEM SELECT
C
B
PYLE
B
E
ELECTRIC SYSTEM CONFIGURATION MODULE
C
D
SW 3
B
E
SW 4
B
E
SW 5
RJ11
GENERAL ALM
GENERAL ALM
SERIAL
C/O
SWITCH
C
D
PSU
TEL CH4
TEL CH3
C
D
SW 2
TEL CH2
C
ITT
CANNON
SW 1
TEL CH1
MIYAKI
D
HOT-LINE
TELEPHONE
SW 6
JB-INT
PABX
TELEPHONE
STBD
SHIP SIDE STBD ON DECK

ITT
CANNON
GENERAL ALM
RJ11
RJ11
RJ11
RJ45
9w D
ESDS (AMRI-SEIL)
ELECTRIC ESD SHIP SHORE/SHORE-SHIP
FO ESD SHIP SHORE/SHORE-SHIP
YOKOGAWA (DCS)
COMMON ABNORMAL ALARM
AC 220V MAIN NORMAL POWER

24V DC BACKUP SUPPLY, 8A MAX
4 - 91
Part 4 Cargo System
LNGC GRACE ACACIA

4.12.5 Ship Shore Link
Maker: Seatechnik
Linked ship-shore emergency shutdown systems have been required by SIGGTO
since the early days of LNG loading and discharge installations. They minimize
the consequences of an accident or, if abnormal conditions arise, they allow the
process to be shut down with minimum spillage of liquid. Thus consequent risk
to jetty and ships structures and escape of flammable vapour is avoided.
Since both the ship and the shore exchange liquid and vapour, the shipside and
shore-side Emergency Shutdown (ESD) must be linked.
This is to avoid:
y
Excessive pressure on the loading arm connection causing

damage, should the upstream valve be closed first.
Overfilling ship or shore tanks.
Risk of damage or spillage due to excessive movement of ship

with respect to berth.
In addition to safety, the requirement for the ESD ship to shore link has been
extended to handle communications by telephone.

There is a 4 way earth connector fitted from ship-shore as used on some
European terminals, but this contravenes current OCIMF and SIGGTO
regulations and is not recommended unless insisted upon by the terminal.
A 50 m umbilical is fitted to enable ship-to shore linking. Ship supply is required
by some terminals.
1. Configuration of 37-way connector
Telephone circuits are isolated by most shore systems via relay contacts,
normally open.
The ship is fitted with one 37-way Pyle Receptacle for the comms/ESD circuits
and one 4-way Pyle Receptacle whose pins are grounded to the ships structure.
The Ship-Shore Link Control Panel, for Emergency Shut Down System (ESDS)
& Communications, is supplied for complete compatibility with the Middle
Eastern and Atlantic Basin import LNG Terminals. These systems are used in
30% of all LNG terminals as either a main system or as a back-up system. The
system handles;
z
z
4 telephone channels
Single ship-shore and Shore-ship ESD voltfree contact signals
The main Fibre Optic Ship Shore Link system (FO-SSL) is used in conjunction
with this Electric ESD system (PNC).
The system relies on Pyle National Exd flameproof connectors for connection of
the shore cable the ship shore interface and, once connected to the ship, at the
shore receptacle at the shore cable reel. The system uses a 37 way Pyle National
telecommunications and ESD digital and a 420 mA ship analogue process
signal. The 37 pin connector is fitted to the end of a cable reel on which the
shore end is provided with a second connector provided by NFI. The telephones
on the ship are connected to the shore and are not powered from shipboard
supplies.
The TEL/IF module provides four full duplex telephone communication

channels, which are modulated and multiplexed for transmission over
the fibre optic link
Telephone Channel allocation
y
CH1 : MLM Modem signal Rx(Receiver) data only
y
CH2 : Interphone audio signal (Hotline telephone)
y
CH3 : PSTN Public telephone audio signal
y
CH4 : PABX Plant telephone audio signal
Functionality
y
A receive function, which accepts signals from the optical
transducer and demodulates the four telephone channels.
2. Umbilical cable Pyle-Pyle

y
A transmit (Tx) function which interfaces to the four

communication channels on the ship. The channels are modulated
and multiplexed and output as a signal capable of driving the
optical transmitter.
A carrier detect, test function, which detects the presence of each

Tx and Rx carrier frequency signal. The Tx or Rx test function is
controlled and displayed on the C & A module as follows
It is a Requirement of some terminals that the ship provides the ship-shore

umbilical cable, which is fitted at each end with 37-way Pyle National Plugs.
3. Electric Systems Explosion Proof (Exd;) Pyle National Connector-type
A 37-way Pyle National Connector system is fitted at port and starboard
manifold area. The main protection is made by a single explosion proof
connector for both ISESD and non-IS telephone circuits. These circuits are
mixed in a single multicore cable.
The ship-shore links are implemented on the ship as follows:

Electric Link
1) TEL/IF Module
WARNING
4-way earth bonding connectors are provided but not used due to SIGTTO
regulations recommending they are not to be used
Carrier Signal Detected
Normal (Green) LED
Carrier Signal Missing
Fault (Amber) LED
Channel
4. Control Enclosure
Ship-Shore Receive
carriers
Ship-Shore Transmit
carriers
The NFI-Seatechnik system is installed in the Cargo Control Room in

Accommodation C deck.
1-Data Channel
18 kHz
78 kHz
2-Hot line phone
30 kHz
90 kHz
This standard unit is an IP55 steel enclosure with part glazed front door panel.
3-Public phone
42 kHz
102 kHz
4-Internal phone
54 kHz
114 kHz
The internal equipment includes:

y
Power supply module
y
Control & alarm module
y
ESDS module
y
TEL/IF module
y
FO connection box
y
Port starboard selection module
y
Terminal rail and connection
The system is designed for ship or shore use, and complies with IEC-945 for
shipboard equipment. The equipment complies with SIGTTO July 1987
recommendations.
4 - 92
2) ESDS Module
The ESD signal functionality is divided into three operating regions :
y
Normal (Healthy) ; This condition exists when the frequency tone

emitted from the shore to ship and received by ship from shore is
in the region 10 kHz +/- 1kHz.
Signal Fault ; This condition exists of no tone is received or if the

signal is outside the Normal and ESD conditions. This may occur
Part 4 Cargo System
LNGC GRACE ACACIA

if the FO connector is removed or a core is broken.
y
ESD (Trip) ; This condition exists when the frequency tone

emitted from the shore to ship and received by ship from shore is
in region 5 kHz +/- 1kHz.
For the three ESD operation states, the ESD module produces the
appropriate outputs as shown in the table below.
Condition
Input
Output
Normal
Close
Close
ESD
Open
Open
Signal Fault
Disconnection or out
of frequency range
Open
3) Control & Alarm Module

The Control & Alarm module (CAM) performs the following
functions :
for the system units (CON 1-6). Fuses are 20mm type installed in the
rear panel of the unit, below the connectors. Fuses are 2A AT Slowblow type.
The supply connections are via 2 IEC chassis plugs (AC1, AC2) and
screw terminals for DC.
5) Port/Starboard Selector Module
This 1U module switches the FO ESD and telecommunications
channels between the port and starboard fibre optic shipside connectors
to the SSL cabinet. The ESD tone signals and multiplexed
telecommunication signals, to and from the FO connection box E/O
interfaces, are switched internally through this module and it provides a
switching voltage to the PCBs to change from port to starboard. Port is
the default setting with relays de-energised. The module has a PCB with
embedded microcontroller to monitor the switch selection and control
the signal switching and routing. There are no user settings required in
this module.
which are fitted the terminal blocks, FO box and zener barriers if an
electric system is also integrated.
The incoming 6-core FO cables from the ship-side boxes are connected
to the FO connection box within the SSL.
The electrical signal wiring between the SSL and the control room DCS
is connected to the appropriate terminal blocks on the rear chassis plate.
FO System Operation
1. Description
The SSL control system converts and monitors the electrical and optical
communication signals employed in OFT system.
From the monitored signal information, the control system produces appropriate
module indication, and outputs the status to the ship and shore.
The system communication signals consist of audio signals and volt-free contact
signals.
6) FO Connection Box
y
Monitors signal status information from the fibre optic ESD and
Telephone circuits. The module then controls appropriate signals
to the shipside and shoreside.
Provides visual and audio indicators of the telephone carrier

frequency circuits and ESD circuit status.
Implements loop-back test modes for the telephone circuits using

passive loop-back connector.
Provides volt-free contacts for external annunciators and DCS
interfaces. These contacts are normally connected in series and
brought out on one pair of terminals as a single common alarm on
terminals B9 & B10
The 6-way FO cable from the cable reel is terminated within this box
which is located in the lower rear section of the enclosure. The unit
carries:
y
1 Rx Tel/IF E/O module
y
1 Tx Tel/IF E/O module
y
1 (2) Rx ESD E/O module
y
1 (2) Tx ESD E/O module
2 Rx & Tx ESD PCBs are used in a dual SSB system.
The supply voltage is stepped-down and rectified by two isolated

switch-mode power supply units in dual-redundant connection to
provide +24V DC supply voltages for the control system circuits.
The Module is provided with 6 off independently fused 24V DC outputs
2. Operation
1) ESD Operation
The PCBs use ST fibre optic bayonet connectors for termination. These
employ a spring-loaded glass/ceramic ferrule ground perfectly flat at the
mating face. Normally these connections introduce a small insertion
loss of 0.2 to 0.5 dB into the fibre optic path, but if any dust, or dirt, or
surface scratches are introduced, losses can increase to several dB or
more, rendering the FO signal path ineffective.
4) Power Supply Module

The Power Supply module (PSM) is connected to a primary AC supply
between 90 and 260VAC 50/60Hz on socket AC1. The internal power
supply boards have universal inputs and therefore do not require any
selectable link for voltage selection. A secondary back up supply of the
same AC value or 24VDC can also be connected to the module.
The Audio Signals permit communication between the shipside &

shoreside telephone systems (e.g. Telephone PSTN & Interphone
PABX), as well as the MLM modem signals.
y
The contact signals communicate all Emergency shut down
(ESD) status signals between the ship and shore.
The communication signals are transmitted via 6 core FO cable.
Testing of the signal requires specialised equipment but a patch lead is

supplied with the spares kit and can be used to directly loop-back Tx to
Rx circuits for faultfinding purposes.
The complete FO box or PCBs may be replaced with spare part or parts.
LEDS are provided to indicate the signal path selected and presence of
supply feed. The FO Connection Box receives a 24V DC feed from a
fused 24V terminal rail.
7) Terminal Rail and Connections
The SSL cabinet has a chassis plate fitted to the rear of the cabinet on
4 - 93
ESD operation is by means of a 5 kHz or 10kHz signal.

Operation of the ESD system front panel status lamps are as follows.
ESD Status
Normal
Fault (Abnormal) when no ship
Fault (Abnormal) with ship
ESD
Lamp Operation
Green
Yellow
Yellow & Red
Red
No operator actions are required during system operation between the

ship & shore.
2) Fault Alarm Output
A fault alarm output is issued in the following situations :
y
Supply Voltage Abnormal
y
Optical failure
Part 4 Cargo System
LNGC GRACE ACACIA

y
y
y
TEL I/F module operation faulty, i.e. Tx or Rx carrier frequency

failure on any channel ship or shore
ESD module faulty
No ESD carrier signal from shipside
The following connectors are included in the connection box :

y
y
y
y
y
3) Fail-Safe Features
For Fail-Safe operation, the control system includes the following
features :
y
Incorporated spare photo-couplers
y
Frequency checking circuits
y
Ship side output circuit has double output contacts available
y
ESD signal (panel output contacts : open) issued in the case of
failure mode
All outgoing contacts fail open with a control system fault condition of :
y
Cable failure
y
System failure
y
Power loss
y
Optical plug disconnected
Pyle 37-way receptacle 1set

Pyle 4-way receptacle 1set
Miyaki 6-way 3sets
FO receptacle (NFI FURUKAWA) 1set
Strainstall connector 1set
Pneumatic Systems
Two quick-connect male/female umbilical pneumatic connectors are provided at
main deck level underneath the manifolds for use with the similar systems used
at Ras Laffan and other terminals. These directly trip the loading valves on
pressure loss and are sensed by the Yuken ESD system.
3. Loop-Back Connector (Check Plug)

The loop-back connector is used to carry out local functional test of the system.
It allows a full test to be carried out from the electrical telephone and ESD
inputs , via the cable, up to the shipside combination connector (mounted in the
connector box) without the need for the vessel to be alongside a jetty.
4. Hotline Telephone unit
The dial-less version of the CTS-HP-3 uses two push buttons, Call and Signal.
The SeaTechnik Hotphone consists of the telephone body and handset, an
external power-supply and an external speaker.
4) Telephone Operation
During normal operation the indicators display the status of each
telephone channel received from the ship and shore as follows;
Green Indicator :
Frequency carrier present
Amber Indicator :
Frequency carrier missing or faulty
he SeaTechnik Hotphone supports the following functionality for a maximum of

3 inter connected Hotphones :
z
Call
The terminal Hotphone(s) are called by lifting the handset and
pressing the call button whilst the caller speaks into the mouth piece.
These actions result in the caller being heard at the called phones, and a
visual indication. A two way conversation can commence when the
handset on one of the called phones is lifted.
Fibre Optic & Electric SSL/ESD SHIP SIDE BOX

z
Signal The terminal Hotphone(s) are signaled by lifting the handset

and pressing the signal button. These actions result in an audible
tremolo sound and a visual indication at the signaled phones. A two
way conversation can commence when the handset on one of the
signaled phones is lifted.
5. PABX/Public Telephones
Standard type European telephones for 48 V DC operation with on-hook line
impedance of 6,000 ohm will be supplied. Line termination shall be by RJ11
standard type socket outlet (USA/International).
The telephones may be mounted on the console. They will be connected into the
Fibre optic ship-shore link cabinet and switched by internal circuitry within the
Fibre optic ship-shore link cabinet. The electric system selector is controlled by a
yard supplied FO-EL selector switch fitted to the Cargo Control console.
The connection box includes a hinged lockable door and is made entirely from
316 stainless steel.
4 - 94
Part 4 Cargo System
LNGC GRACE ACACIA

Connector
1) Fibreoptic Connector SSL System
The Ship Shore Link was developed for Japanese receiving terminals in 1989 by
Sumitomo and later by Furukawa. Seatechnik-NFI developed a system in 1996
which was certified by Oman LNG as compatible. The system uses a 6-way
fibre-optic connector to carry full duplex signals as:
Manufacture of Pyle compatible Product continued in 1997 by Vantage

Technology, Denver USA and PCS (Later Electric Equipment Corp), Chicago
USA. PCS product is designated HDE-B1716-621 SL-AG (receptacle) and HDE
1016-621PL-37 (PLUG) and up to July 2003 has hazardous area approvals
Cenelec-Kema Exd Zone 1 llc T6 dated 03/2001.
Labels identified either PCS or Seatechnik correctly as manufacturer. From
August 2003, the certification is ATEX compliant and issued by DEMKO 03
ATEX135617 with labels identifying only EEC as being the manufacturer.
RED DOT
Vantage product has Canadian Standards (CSA) listing 11/2002 reported. To date
no ATEX certification is reported.
1
Standard Connection is proposed as the most logical and/or numerous

arrangement
2 or 3 21-E-P-T Receptacles are used, 1 dedicated to ESD and 1 or 2 to
telephone connection.
Pin 6 is grounded on Miyaki 21-E-P-T connectors
Some terminals do not provide a ship-shore ESD facility, contrary to SIGTTO
guidelines
Almost all terminals employing this systems use 2 connectors ( 1 ESD, 1 Tel)
A small number use 3 connectors ( 1 ESD, 2 Tel )
Some connectors use two pins linked ( shown
)
View on receptacle
ESD CONNECTOR
(37) # I G AWG. FEMALE CONTACTS
APPROX
45MM DIA
PIN
Standa
rd
Connect
ion
Ras Laffan
1
(Qatargas)
Ras Laffan
1
(Rasgas)
Higashi
Ohgishi
ma
Futtsu 1
Futtsu 2
ESD
Ship
Shore
No ESD
fitted
ESD
Ship
Shore
Pin 1 +
Pin 4
1
2
3
77.73 DIA
37
4 channels of Telephone/Date
Ship-shore and shore-ship emergency shutdown ESD
The communication signals are

Signal
Direction
Optical Fibre number
4 channel
Telephone/Date Audio
Ship-Shore
4 channel
Telephone/Data Audio
Shore-Ship
ESD volt free Circuit
Ship-Shore
ESD volt free Circuit
Shore-Ship
Spare
Ship-Shore
Spare
Shore-Ship
Type Pyle National compatible receptacle (Female). Contacts numbered in spiral

arrangement.
3) Miyaki Connector SSL-ESD System Pin Configuration For LNGC
Terminals
Manufactured by Miyaki Denki, Kyoto, Japan.
Connector carries KEMA certification to CENELEC Exd standards. Prior to
August 2003 Miyaki Provided a 21E-P-T connector to TTIS standards and is
compatible mechanically with `the new units, which are designated 21CE-P-T.
ESD
Ship
Shore
5
3
The configuration of all plant and shore systems is the same although not all
facilities, (such as MLM) are supported by all terminals.
Spare
Pyeon
g
Taek 1
+2
Incheo
n1
Kawago
e,
Yokkaich
i
ESD
Shore
-Ship
Only
ESD
Shore
-Ship
ONLY
Pin 1 +
Pin 2
ESD
Ship
Shore
Pin 2 - 5
ESD
Ship
Shore
ESD
Shore
Ship
Pin 2 +
Pin 5
ESD
Ship
Shore
Pin 2 - 5
Spare
ESD
Shore
Ship
ONLY
Pin 4 +
Pin 5
6
2
2) pyle national SSL-ESD ssystem pin configuration for LNGC terminals

Original System developed by El Paso Corp in 1976 using Pyle National
Connectors, type A, Manufactured to National Electric Flameproof standards for
Class 1 Divn 1 Group C & D hazardous areas carrying FM approval. Pyle
National product was designated AF-B1716-621 SL-AG (receptacle) and AF1016-621PL-37 (PLUG). Hazardous area approval certificate 23686 (3615) was
withdrawn by FM in 1989.
Bintulu
4 - 95
Part 4 Cargo System
LNGC GRACE ACACIA
TELEPHONE CONNECTOR #1
P
I
N
Stand
ard
Conne
ction
Ras Laffan
1
(Qatargas)
Ras Laffan
1
(Rasgas)
Higashi
Ohgishim
a
Futtsu 1
Futtsu 2
Sound
Power
ed
Teleph
one
Iwatsu (QG)
Seatechnik(
RG)
Hotline
telephone
PABX
Public
Telephone
Pin 1 +
Pin 2
PABX
Teleph
one
Spare
PABX
Phone 1
PABX
Intern.
Telephone
Pin 3 +
Pin 4
Spare
Spare
spare
InterPh
one
Or
Hotline
Teleph
one
PABX
Phone 2
Bintulu
ESD CONNECTOR
Pyeon
g
Taek 1
+2
Incheo
n1
Kawago
e,
Yokkaic
hi
Hotline
Teleph
one
Not
Used
PIN
Standard
Connection
Incheon 2
Tong Yeong
ESD Ship Shore
ESD Shore Ship
ESD Shore Ship

L
4
5
B
M
Spare
PABX
Teleph
one
2
3
4
5
6
No connection
connector
No used
PIN
Public
Teleph
one
Standard
Connection
Incheon 2
Tong Yeong
Hotline
Telephone
Pins
Sound
Powered
Telephone
Standard
Connection
Kawagoe,
Yokkaichi
Chita
Spare
PABX
Telephone
Public
Telephone
Public
Telephone
Public
Telephone
C
Hotline
Telephone
Iwatsu
Hotline
Telephone
Plant
(PABX)
Telephone
Plant
(PABX)
Telephone
Not
Used
CONNECTOR
1
5
Higashi
Ohgishima
Futtsu 1
Futtsu 2
Hotline
Telephone
Iwatsu Hotline
Telephone
Pin 1 L1
Pin 2 L2
Spare
No connection
connector
No used
Spare
K
J
Ras Laffan 1
(Qatargas)
Ras Laffan 1
(Rasgas)
No connection
connector
No used
F
H
Not
Used
C
E
Spare
Standard
Connection
Uses a MIL-STD 13 pin connector installed in safe area aft of accommodation

front on ship. Carries only telephone fuctions with ESD at these terminals
normally utilizing pneumatic umbilical.
PIN
4) ITT Canon Connector SSL System Pin Configuration For LNGC

Termicals
InterPhone
Or Hotline
Telephone
D
E
Arun
Bontang
Yung An
Himeji
Public
Telephone
Public
Telephone
Iwatsu
Hotline
Telephone
Iwatsu
Hotline
Telephone
Iwatsu
Hotline
Telephone
Plant
(PABX)
Telephone
Plant
(PABX)
Telephone
Plant
(PABX)
Telephone
F
G
H
Iwatsu Hotline
Telephone
Pin 3 -12V
Pin 4 +12V
J
K
L
Spare
4 - 96
Part 4 Cargo System
LNGC GRACE ACACIA

4.12.6 Mooring Load Monitoring System
c)
SSL or Fibre Optic (FO) SSL.

This software (MLM Vessel Repeater) assumes the serial connection
is established from the local RS232 connection to the remote serial port
at the MLMS, either via a leased line modem and SSL or the jettys
direct serial interface SSL cable. The MLM Vessel Repeater accepts
mooring data from the MLMS and presents it on the Graphical User
Interface (GUI).
MLM Vessel Repeater includes a database of the vessel information, a
table of port specifications as per the SIGTTO data CDROM (March
2000) supplied by Seatechnik and a table to store mooring patterns for
each jetty. The database is customised for each vessel by HME.
Smoothly and slowly adjust the heave in or pay out control

until the desired operating speed is achieved.
1. Winches
d) To cease heaving return the control to the neutral position.
Whenever a winch is in use, a clear view of the overall task in hand
is essential. If the winch operator cannot clearly see the entire
operation from the control position, then a responsible man must be
positioned to guide him.
1) Spool Specification and Performance

Electric-Hydraulic low pressure with self contained type deck
machinery designed to handle a steel wire rope of 42 mm diameter. The
spools are designed as non-split type to take 5 layers of wire.
Spool
Diameter:
710 mm
First layer performance

Rated speed under load (30 ton): 15 m/min Rated speed no load
Brake Holding Load :
92ton
Length:
885 mm
2) Precautions before using:
a) Check the correct function of clutches, gear change mechanism and
safety contacts. Equipment should operate smoothly without undue
effort being applied.
b) Check brakes are free to operate and that the bands release evenly
from all contact areas.
c)
Check the heave in and pay out controls for correct function.
Controls should return to the neutral position when released.
d) Verify that all lubrication routines have been carried out.

e)
Check hydraulic feeder lines for signs of leakage.
3) Operating Procedure
a)
Internationally recognised signals for the visual guidance of winch

operators can be found in the Code of Safe Working Practice for
Merchant Seaman.
The drum end is keyed directly on to the drive shaft and always
turns whenever the winch is in use.
b) Personnel and loose gear should be kept well clear. To use the
drum end, ensure that the wire spool has been taken out of gear and
the brake applied.
2. Sunken Bitts
The ship is provided with 16 sunken bitts 4.5~4.8 m above the loaded and
lightship condition waterline respectively.
b) Computer System Hardware Requirements

The following hardware is a minimum specification for the Workstation
PC.
CPU: 1 GHz Pentium III or Pentium 4
Ram: 256Mb
Hard Disk 100Mb (available space)
Serial Ports: 2 x RS232 (9 pin)
Display: 1024 x 768 Pixels 256 Colour
Operating System: NT4, MS-2000 or Windows XP
Modem Requirements
NEC LSI DATAX 1200 2/4 wire leased line modem
The SWL is 150 tonnes.

3. Yokugawa YEWMAC System
The Yokugawa YEWMAC data is transmitted via Channel 1 of the fibre optic
ESD Ship Shore Link system.
The computer in the CCR, when switched on, displays the load data from shore.
There is no operator input required.
4. Strainstall System
This uses a notebook PC and modem in the CCR. Data is transmitted from the
shore computer via EXia intrinsically safe interfaces and a connector midships.
c)
Selecting a Jetty
To establish communication with the shore-based MLMS and
commence a vessel mooring monitoring session, a jetty must be
selected from the list of available jetties.
5. MLM (Mooring Load Monitor) Software

The terminals at which the ship berths are fitted with MLM/Mooring Tension
Monitor systems. These include quick release mooring hooks which have load
cells which monitor the mooring line tension accurately.
The analysis of tensions is carried out by a shore-based computer.
In each case, the shore system relays data to the shipboard repeater and displays
graphically the tensions on a screen in the CCR.
1) Monitoring Line Monitoring Vessel Repeater
a)
Dock Select Window
General
Shore based Mooring Line Monitoring Systems (MLMS) are present at
many cargo ports. Mooring data is provided from the MLMS via an
RS232 serial communications port to the Ship-to-Shore Link (SSL).
Some jetties provide a direct serial interface SSL cable, others
multiplex/demultiplex signals onto a telephone channel of a common
carrier. The common carrier may use a cable
4 - 97
Part 4 Cargo System
LNGC GRACE ACACIA

2) Load Monitoring Graphics
NOTE
The graphical images contained in this document are indicative only and the
Delivered Software Graphics may vary.
a)
Numerical Load Display

The line tension can be viewed numerically on the pedestal. The readout in a
pedestal, below the histograms, can be toggled on and off by left-clicking the
pedestal with the mouse.
8) Communications Status
Communication between the Shore Data Monitoring System and the
Mooring Line monitoring system is via the serial port.
Load Monitoring
The operator interface to the Mooring Line Monitoring System displays
the data in a separate window. The figure below shows a typical screen
layout.
Mooring load monitoring is always active once a jetty has been selected.
The load-bar graphs show the current line loads, without further
operator intervention.
GRACE ACACIA (1728)
Communication Status
Histograms with numerical load readout on and off
c)
Mooring Patterns
A graphical representation of the preferred mooring pattern may be
created, saved edited, recalled or deleted for each jetty. Dragging a line
from a hook to a fairlead position draws a mooring line. Right-clicking
on the fairlead allows a choice of which line to remove. Continue
drawing or deleting lines for each active hook until the mooring pattern
is completed. Once complete the pattern can be saved for this jetty
The communications status indicator will change from a Red Not

Connected to a Green Connected when a valid data packet is received
from the shore-based system. If the connection to shore is lost the status will
return to a red Not Connected. Data will be marked as bad (grey) or old
(navy) depending on the condition of the last packet received.
MLM Vessel Repeater Window

b) Load Histograms
The mooring line loads are displayed graphically as histograms. The
histograms are grouped by dolphin and are individually labelled.
Histogram Colour Coding
The histograms change colour according to the status of the hook loads.
The colour scheme is:
Green
Line tension is acceptable.
Red
Line tension is beyond High or Low alarm point
Grey
Shore side MLMS has flagged illegal data.

These loads are also crossed out with red
Navy
Old data is indicated, after a loss of two data

packets, by navy-blue histograms
Creating and Saving a Mooring Pattern
4 - 98
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.13.1a Cargo Tank Relief Valves
Illustration 4.13.2a IBS & IS Relief Valves
Specification
No. of sets:
Tag No. :
Design Type:
Set pressure:
Closing pressure:
Required capacity:
Relieving capacity:
Specification
No. of sets:
Tag No.
8
CR106, 206, 306, 406,108, 208, 308, 408
Pilot Operated
25 kPa
22 kPa
- Nm3/h
27,030 Nm3/h
16
IBS Type : CR102, 202, 302, 402, 103, 203, 303, 403
IS Type : CR101201, 301, 401, 104, 204, 304, 404
Pilot Operated
3 kPa (For IBS), 3.5 kPa (For IS)
1.8 kPa (For IBS), 2.1 kPa (For IS)
228 Nm3/h (For IBS), 228 Nm3/h (For IS)
420 Nm3/h (For IBS), 481 Nm3/h (For IS)
Type:
Set pressure:
Closing pressure:
Required capacity:
Relieving capacity:
Test Gag
Test Gag
Exhaust Tube
Adjust Screw
OFF SET 20
Offset 20
Exhaust Tube
Adjust Screw
Check Plate
Diaphragm
Diaphragm
Check Plate
Pilot Valve
For Test Connection

RC 1/2
Pilot Valve
Vent Tube
Field Test Valve
For manual lifting device
connection RC1/2
Diaphragm Retainer
Set Plate
For Test Connection

Rc 1/2
Supply
Pipe
Supply Pipe
Main
Valve
Nozzle
4 - 99
Part 4 Cargo System
LNGC GRACE ACACIA

4.13 Relief Systems
4.13.2 IBS & IS Relief Valves
4.13.3 Pipe Relief Valves

General Description
Each cargo tank is fitted with two pressure/vacuum relief valves as required by
the IGC code. The IBS and IS are each protected by two pressure relief valves
per cargo tank. The valves are manufactured by Fukui Seisakusho Co., Ltd. and
are designed specifically to work on marine based LNG systems.
4.13.1 Cargo Tank Relief Valves

Specification
Manufacturer:
Design Type:
Type & Size:
Number of sets:
Number per tank:
Setting Value
Set Pressure:
Reseating Press:
Required Capacity:
Relieving Capacity:
Relieving Pressure:
Vacuum Relievin:
Fukui Seisakusho Co., Ltd.

Pilot Operated
PSL-MD13-131-LS1(B), 10x12
8
2
Specification
Manufacturer:
Design Type:
Type & Size:
Number of units:
Number per tank:
Setting Value
Set Pressure:
Reseating Press:
Required Capacity:
Relieving Capacity:
Relieving Pressure:
Vacuum Relieving:

Pilot Operated
PSL-MD13-131-S1(B), 2 X 3
16
Inter Barrier Space: 8
Insulation Space: 8
3 kPa (I.B.S), 3.5 kPa (I.S)
1.8 kPa (I.B.S), 2.1 kPa (I.S)
220 Nm3/h (I.B.S), 83 Nm3/h (I.S)
502 Nm3/h (I.B.S), 544 Nm3/h (I.S)
104.9 kPa (I.B.S)
105.5 kPa (I.S)
-80 kPa
Each section of the cargo pipe work, except the vapour line that can be isolated
by two valves, has an overpressure relief valve fitted. The cargo manifold relief
lines, the cargo machinery space relief lines and No.3 & 4 cargo tanks relief lines
are led to No.3 & 4 vapour domes. No.1 & 2 cargo tank relief lines are led to
No.1 & 2 vapour domes.
Specification
Manufacturer:
Design Type:
Type & Number of units:
Type & Number of units :

Conventional
REC131-S1(E), 12EA
REC131-S1(N), 27EA
Setting Value)
Set Pressure:
Reseating Press:
Relieving pressure:
1 MPa
0.9 MPa
1301.3 kPa
The IBS and IS are protected by 4 relief valves per cargo tank.
25 kPa
22 kPa
- Nm3/h
27,030 Nm3/h
131.3 kPa
-1.0 kPa
The cargo tank relief valves are fitted at the vapour domes of each tank and vent
to their associated vent mast riser. A cargo tank pressure sensing line relays the
pressure directly to the pilot operating valve. In this manner, accurate operation
at the low pressures prevailing inside the tank is assured.
The cargo relief valves are set up initially by the manufacturers for the
requirements on the ship. If overhaul of the valves by ships staff is carried out,
the valves must be checked and reset to the original settings (See manufacturers
instructions for details).
It is extremely important that the vent mast is checked on a regular basis and
drained of any accumulation of water. This is to ensure that the relief valves
operate at their correct settings, which would otherwise be altered if water were
to accumulate in the vent mast and flow into the valve assembly.
A gas detection line is lead out from below the valves, (one point for the I.B.S
and one point for the I.S per cargo tank) to the gas monitoring system, to give a
constant indication of the atmosphere inside the I.B.S and I.S.
The I.B.S relief valve vapour outlet is led to a separate vent line, which runs up
alongside the associated vent mast. This is to prevent any counter pressure or
back flow from the main vent mast should the cargo tank relief valves lift, or
from the nitrogen snuffing system.
It is extremely important that the vent line is checked on a regular basis and
drained of any accumulation of water. This is to ensure that the relief valves
operate at their correct settings, which would otherwise be altered if water were
to accumulate in the vent mast and flow into the valve assembly.
The I.S relief valves vent directly to deck, via a downward facing tail pipe. It is
not necessary for these to be led to a vent mast as the likelihood of LNG vapour
in the insulation space is very remote.
The I.B.S and I.S valves are set up initially by the manufacturer for the
requirements on the ship. If overhaul of the valves by ships staff is carried out,
the valves must be checked and reset to the original settings (See manufacturers
instructions for details).
4 - 100
Part 4 Cargo System
LNGC GRACE ACACIA

Illustration 4.13.3a Pipe Relief Valves (REC131-S1(E))

Illustration 4.13.3b Pipe Relief Valves (REC131-S1(N))
4 - 101
Part 4 Cargo System
LNGC GRACE ACACIA

5.1 Temperature Monitoring System ....................................................... 5 - 3
5.2 Insulation Space Nitrogen Control System........................................ 5 - 6
5.3 Cofferdam Glycol Heating System.................................................... 5 - 8
5.3.1 Glycol Water Heater ............................................................... 5 - 8
5.3.2 Cofferdam Heating System................................................... 5 - 12
5.4 Cargo Machinery F.W. Cooling System........................................... 5 - 14
5.5 Ballast System ................................................................................. 5 - 16
5.6 Loading Computer ........................................................................... 5 - 19
5.6.1 ON-Line and OFF-Line Mode .............................................. 5 - 19
5.6.2 Software Configuration......................................................... 5 - 19
5.6.3 Explanation of the Ship Manager Screen.............................. 5 - 20
5.6.4 Operation of the Ship Manager Screen ................................. 5 - 21
5.7 Fuel Oil and Gas oil Systems........................................................... 5 - 22
5.8 Steam Condensate System ............................................................... 5 - 23
5.9 Bilge and Scupper System ............................................................... 5 - 24
5.10 Instrument Air System ................................................................... 5 - 27
Illustration
5.1a Temperature Sensors in Cofferdams ................................................ 5 - 1
5.1b Temperature Sensors on Secondary Barrier Trunk Deck and Duct Keel
................................................................................................................. 5 - 2
5.1c Cargo Tank Temperature .................................................................. 5 - 3
5.2a Insulation Space Nitrogen Control System ...................................... 5 - 4
5.2b Barrier Space N2 Pressurisation Control.......................................... 5 - 5
5.3.1a Glycol Water Heater...................................................................... 5 - 7
5.3.2a Cofferdam Glycol Heating System ............................................. 5 - 11
5.4a Auxiliary Fresh Water Cooling System.......................................... 5 - 14
5.5a Ballast System................................................................................ 5 - 15
5.5b Ballast Exchange Conditions ......................................................... 5 - 18
5.7a Fuel Oil and Gas oil Systems......................................................... 5 - 22
5.8a Fuel Oil Heating and Cargo Steam System.................................... 5 - 23
5.9a Bilge System .................................................................................. 5 - 24
5.9b Bilge System.................................................................................. 5 - 25
5.9c Scupper System.............................................................................. 5 - 26
5.10a Compressed Air System ............................................................... 5 - 27
5.10b Inert Gas and Dry Air System...................................................... 5 - 28
Part 5
Cargo Auxiliary and Ballast System
Part 5 Cargo Auxiliary and Ballast System
LNGC GRACE ACACIA

Illustration 5.1a Temperature Sensors in Cofferdams
No.1 CT BOUNDARY TEMP
10
6
9
4
10
4
14
1
14
6
2
6
2
7
9
Temp On Secondary Barrier
1 3
5
1
7
10
Temp On Primary Barrier
1 3
10
Temp On Hull Structure
BTM AFT Mid
Trunk DK Aft
BTM AFT Port
Trunk DK Mid
BTM AFT Stbd
FWD Port Upp
BTM AFT Mid

BTM AFT Port
FWd Stbd Upp
BTM AFT Stbd
FWD Mid
FWD Port Low
FWD Stbd Low
Side Wall Port
(A/B)
(A/B)
AFT Upp
AFT Mid
AFT Low
Duck Keel Mid
Duck Keel Aft
5-1
LNGC GRACE ACACIA

Illustration 5.1b Temperature Sensors on Secondary Barrier Trunk Deck and Duct Keel
10
10
1
4
1
14
8
7
14
3
6
4
3
5
7
9
1 3
7
10
9
3
BTM AFT Mid
Trunk DK Aft
BTM AFT Port
Trunk DK Mid
BTM AFT Stbd
FWD Upp
10
1
FWD Mid
FWD Low
Side Wall Port
(A/B)
(A/B)
AFT Upp
AFT Mid
AFT Low
Duck Keel Mid
Duck Keel Aft
5-2
LNGC GRACE ACACIA


Illustration 5.1c Cargo Tank Temperature
5.1 Temperature Monitoring System

The sensors are installed in the secondary insulation barriers and

alongside the inner hull associated with each cargo tank. The
temperature range of each sensor is: -200 C to +100 C.
Tank Protection (TPS2)

- Spray Valve Close
- Filling Valve Close
The secondary insulation barrier thermocouples (sensors) are installed

at 8 around the space as shown, all 16 of them in pairs.
Spray Pump Stop

2.0M 97% 98%
LAL LAH LAHH
IAS IAS IAS
LI
FLG
LT
(15A)
CTS : Custody Transfer System

IHS : Independent High Level Alarm System
FLG : Float Type Tank Level Gauge System
99%
98.5%
The temperature measurements are indicated, for each sensor in

service, in the CCR via the IAS. Recording of these temperatures is
also available via the IAS.
The thermocouples for the secondary insulation barrier sensor alarm
points are set at -120 C.
(300A)
Liquid Dome
TI
FLG
TE
100%
TE
TE
TE
Vap. Connection Temp.

8-TX-13, 14, 15 & 16
Gas
Dome
TE
50%
TE
The thermocouples for the inner hull sensor alarm points are set at 0C.
PI
CTS
85%
(300A)
In the No.1 cofferdam space there are 2 temperature sensors added on

the forward bulkhead.
LI
TI TI TI TI TI
CTS CTS CTS CTS CTS
End
25% 50% 85% 100%
(15A)
In the No.5 cofferdam space there are 2 temperature sensors added on

the aft bulkhead.
SI
CTS
CTS
LAVH
IHS
98%
For the inner hull temperature measurement there are 11 sensors in

each tank. Three (3) are located along the bottom of the tank in the
pipe duct and two (2) sensors are located in the trunk deck. In the
cofferdam spaces there are 3 temperature sensors on each of the
forward and aft bulkheads.
Cargo Pump/Em'cy Cargo Pump Stop
Tank Protection LAHH 98.5% LAHH

CTS
CTS
LAH 95% LAH
CTS
CTS
Emergency LAL 1.15M LAL
Shutdown CTS
CTS
LALL 0.46M LALL
CTS
CTS
LAEH
LI
SI
99.5% IHS
CTS
CTS
Back-up
Em'cy Shut Down (ESD)

- Cargo Pump Stop
- Compressors Stop
- ESD Valve Close
- All manifold Valve Close
Main
Monitoring equipment is provided in the CCR for the secondary

insulation barrier and inner hull temperatures, to give warning in case
of failure of insulation or leakage of the primary insulation barrier.
TE
25%
TE
TE
(100A)
Trend curves from the received data can be plotted via the IAS in the
CCR.
End
TE
5-3
TE
LNGC GRACE ACACIA

Illustration 5.2a Insulation Space Nitrogen Control System
FI
PIC
FX/FI
PI PX
PIAHL
TX
PIAL
FX/FI
PX
Trunk Deck
PX
NG-96
NG-97
NG-87
NG-90
NG-89
NG-84
NG-88
Interbarrier Space (I.B.S) and Insulation Space (I.S) Pressurization Header
TX
NG-93 NG-92
Purging and Sealing Header
NG-94
NG-95
NG-98
NG-91
PI
NG-83 NG-82
NG-39
Near
Manifold
ESD
CR-100
NG-03
LNG Vent
Master
N2 Master
NG-11
NC-114
I.S.
Gas
Dome
I.S.
NC-108
I.B.S.
I
A-F , J L
To No.1
Dome
Gauge
Board
NC-105
NC-104
NC-106
NC-107
NC-109
NC-110
NC-103
To Fixed Gas
Detection
System
CR-101
NC-112
NC-119
NC-111
NC-101
NC-102
PX To No.1 Dome
PI Gauge Board
NC-115
NG-04
CR-102
NC-113
NC-116
Portable
Sampling
in Cofferdam
NG-01
NG-07
NG-10
NG-08
NG-12
NG-13
CR-103
NG-18
To Fixed Gas
Detection
System
To Fixed Gas
Detection
System
NG-05
NG-06
NG-14
NG-15
NG-16
NG-19
NC-204
NC-117
NC-205
NC-206
NC-203
To Fixed Gas
Detection
System
To Spray Line
I.B.S. and I.S. Piping

Arrangement on Liquid Dome
(N2 To B.O.G Line)
NG-62
No.1 H/D
Compressor
* NC-OOO valves to be cryogenic type

* Safety valve (# marked) for I.S. barrier
to be cryogenic type
No.2 H/D
Compressor
No.2 L/D
Compressor
Compressor Room
NG-63
No.1 L/D
Compressor
Motor Room
I.B.S.
I.S.
I.B.S.
To No.2
Dome
Gauge
Board
NC-207
NC-209
NC-210
NC-219
No.1 Liquid
Dome
FWD AFT
I.S. I.S.
B/W B/W
NC-118
NC-208
Em'cy Cargo
Pump Column
CR-201
CR-301
To Deck
Store
NC-201
NG-02
NG-22
NC-202
To Spray Line
NG-09
NC-212
NC-216
CR-202
PX To No.2 Dome
PI Gauge Board
NC-215
NC-217
NC-304
To Fixed Gas
Detection
System
NC-213
NC-218
NC-303
NG-28
NG-29
I.S.
Gas
Dome
Q
I
A-F , J L
NC-211
NG-17
CR-200
NG-25
NG-26
NG-30
NG-31
CR-203
NG-36
NG-23
NG-24
NG-32
NG-33
NG-34
I.B.S.
I.S.
I.B.S.
NC-305
NC-306
NC-307
To No.1 Dome
Gauge Board
PI
NG-21
No.2 Liquid
Dome
NC-301
NG-47
To Fixed Gas
Detection
System
NG-20
NC-214
NC-308
NG-37
NG-49
NG-50
I.B.S.
I.S.
NC-309
NC-310
Em'cy Cargo
Pump Column
NC-302
NC-319
NC-311
To No.3
Dome
Gauge
Board
NC-312
CR-401
NG-35
CR-300
NG-45
NG-46
NG-51
NG-52
CR-303
NG-43
NG-44
NG-53
NG-54
NG-55
NC-317
NC-404
NC-315
I.S.
NC-405
NC-406
WW
NG-27
To Fixed Gas
Detection
# System
NG-61
NG-81
NC-314
NC-408
NC-409
NC-419
NC-318
NC-414
NC-415
NC-410
NC-411
NC-407
To Spray Line
To No.2 Dome
Gauge Board
PI
NG-42
CR-302
PX To No.3 Dome
PI Gauge Board
NC-316
(N2 Purge Exhaust Line)
NC-313
NG-60
CG-613
Gas
Dome
Q
I
A-F , J L
To Fixed Gas
Detection
# System
N
H
To Fixed Gas
Detection
System
NC-412
From
Engine
Room
Boil-off
Gas Line
From
Engine
Room
NG-40
NG-41
No.3 Liquid
Dome
NC-403
To Fixed Gas
Detection
System
To Spray Line
NG-48
NC-402
PX To No.4 Dome
PI Gauge Board
NC-416
To No.4
Dome
Gauge
Board
CR-402
NC-413
NC-418
NC-417
I
A-F , J L
Em'cy Cargo
Pump Column
NC-401
To No.3 Dome
Gauge Board
PI
NG-59
N
G
I.B.S.
Gas
Dome
I.S.
I.B.S.
No.4 Liquid
Dome
NG-69
NG-57
NG-65
S
Em'cy Cargo
Pump Column
NG-56
CR-400
NG-70
NG-68
To Fixed Gas
Detection
# System
NG-58
NG-74
NG-64
NG-66
NG-72
NG-71
NG-75
CR-403
NG-67
NG-73
NC-77
NG-79
NG-78
To No.4 Dome
Gauge Board
PI
NG-80
From N2 Buffer Tank

in Engine Room
NG-76
To Fixed Gas
Detection
# System
NG-38
Near
Manifold
TX
5-4

Arrangement on Gas Dome
A - F , J L : N2 distribution of nitrogen at IBS bottom and stripping

of the leaked cargo in I.B.S. (Bottom AFT part)
: N2 exhaust, safety vent and gas detection

and portable gas sampling for I.B.S.
: Portable liquid level measuring and portable gas

sampling for I.B.S. (Low point)
: Pressure sensor connection to controller

and indicator for I.B.S.
: N2 distribution at IBS top and portable gas

sampling for I.B.S. (High point)

and portable gas sampling for I.S.
: Safety valve connection for I.B.S.
: N2 distribution & Portable level measuring in I.S.

& indicator for I.S.
: Sounding and portable gas sampling

for FWD I.S. bilge well
: Portable gas sampling for I.S. (High point)
Key
I.B.S. : Interbarrier space
Nitrogen Main Line
I.S.
: Insulation space
LNGC GRACE ACACIA

Illustration 5.2b Barrier Space N2 Pressurisation Control
IAS
PV
PV
PV
IBS N2 SUPPLY
CONTROL
N2 HEADER
CONTROL
IBS N2 EXHAUST
CONTROL
IS N2 SUPPLY
CONTROL
SP
SP
PV
PV
IS N2 EXHAUST
CONTROL
SP
SP
PID
PID
PID
PID
PID
[REVERSE]
[REVERSE]
[DIRECT]
[REVERSE]
[DIRECT]
<CHxxx>
<CHxxx>
<NG040>
HIGH/LOW
LIMIT
HIGH/LOW
LIMIT
<CHxxx>
<CHxxx>
IS/IBS
DIFF.
PRESS
<CHxxx>
x-y
HIGH/LOW
LIMIT
HIGH/LOW
LIMIT
kPa
PT
IBS SUPP.
V/V
PT
IS SUPP.
V/V
DPT
IS/IBS
DIFF.
PRESS
PT
kPa
3.5
kPa
Pressure 3.0
Relief Valve
Open
3.0
kPa
Pressure
Relief Valve
3.5
Pressure
Relief Valve
Open
2.5
PAH
Gas
Dome
IBS
IS
Liquid Dome
IBS
IS
2.5
2.0
2.0
PAH
1.5
PAH
1.5
kPa
1.5
N2 SUPP. LINE
IBS EXH.
V/V
PT
Set Point
Exhaust
Set Point 1.0
1.0
Control Valve
DPAH
Exhaust
Operating
0.7
1.0
Set PointControl Valve
Range
Supply
Operating
0.5
PAL
Set Point
Control Valve
Range
0.4 Operating
Supply
0.2
0.5
0.2 Range
Control Valve
PAL
0.0
0.0
0.2
PAL
IS DPAL
IBS0.0
IS EXH.
V/V
N2 HEADER
TO OTHER
CARGO TANK
N2
BUFFER TANK
N2 EXH. LINE
TO VENT MAST
Pressure Control
IBS
5-5
1.5
DPAH
1.0
1.0
Operating
0.7
Range
0.4
0.2
0.0
PressureDiff.
Control
Pressure
Set Point
Exhaust
Control Valve
0.7
P 0.2
0.0
Set Point
Supply
Control Valve
DPAL
Diff. Pressure
IBS
with
IS Pr
with IBS
LNGC GRACE ACACIA

5.2 Insulation Space Nitrogen Control System
For the insulation space (I.S) the pressure shall be maintained between 0.2 kPa
and 0.7 kPa above I.B.S pressure.
1. General
Nitrogen is produced by nitrogen generators and stored in a pressurised buffer
tank in the E/R. It is supplied to the cargo side pressurisation headers through
make-up regulating valves. It is also used for purging gas in the fuel gas line in
the E/R with N2.
From the headers, branches are led to the insulated spaces of each tank. Excess
nitrogen is vented through exhaust pressure control valves of each tank vent mast
from the I.B.S. Also insulation spaces excess nitrogen is vented atmosphere.
The barrier space header control valve NG89 reacts to the demand on the system
and maintains the header pressure at 0.5 MPa.
High/Low and differential pressure alarms are fitted to the pressure control
systems for each primary and secondary insulation space.
Two (2) make-up control valves for each tank, one (1) for each inter barrier
and insulation space, shall automatically maintain a minimum pressure for
each space. A by-pass valve shall be provided to each make-up valve.
The control valves shall be designed for the normal make-up flow rate to
the inter barrier and insulation spaces as well as for the make-up flow rate
required for cargo tank loading and cooling down operations.
Audible and visual alarms which are duplicated in the wheel house and the
IAS and are activated in case of insufficient pressure in the pressurised
insulated spaces, shall be provided
If a gas detector shows a gas concentration above 30% of volume in one (1)
inter-barrier space through a micro-leakage of the welded parts of a membrane,
this gas concentration should be reduced by continuous nitrogen purging using
the by-pass to the pressure control valve on the nitrogen supply line of this space
in accordance with the recommendation from GTT.
2) Venting system
The venting system shall be consist of two (2) vent control valves for each
cargo tank, one (1) for each inter barrier and insulation space and a by-pass
valve shall be arranged for each space. Valve operation shall be indicated in
the IAS. Each vent control valve shall be dimensioned to handle the
maximum nitrogen flow rate.
The nitrogen is provided as a dry and inert medium for the following purposes:
3. Nitrogen Barrier Space Header and I.B.S / I.S Alarms
The IAS controls each cargo tank IBS N2 pressure via two PID controllers;
one is for the IBS N2 supply valve control, and the other is for the IBS N2
exhaust valve control.
The two PID controllers use the same PV (cargo tank inter barrier space N2
pressure), but the PID controllers are separate from each other.
3) IS/IBS N2 differential pressure control
The IAS controls each cargo tank IS/IBS N2 pressure via two PID
controllers; one is for the IBS N2 supply valve control, and the other is for
the IBS N2 exhaust valve control.
Two PID controllers use the same PV (cargo tank inter-barrier space N2
pressure), but the PID controllers are separate from each other.
4) IS/IBS N2 differential pressure monitoring
The IAS calculates each cargo tank IS/IBS N2 differential pressure by
comparing the IS N2 pressure and IBS N2 pressure.
Monitoring for IS & IBS Pressurisation
y I.S pressure
(High pressure alarm: 2.5 kPa, Low pressure alarm: 0.4 kPa)
There are two (2) different spaces located between the primary barrier and the
inner hull.
For the inter barrier space (I.B.S) the pressure shall be maintained between 0.5
kPa and 1 kPa above atmospheric pressure.
The IAS controls N2 header press via a PID controller.
y I.B.S pressure
(High pressure alarm: 1.5 kPa, Low pressure alarm: 0.2 kPa)
2. Insulated Spaces
These two (2) spaces shall be maintained under a dry and inert atmosphere using
nitrogen gas. The pressure in these spaces shall be regulated at a pressure slightly
above atmospheric pressure in order to prevent any air ingress.
1) N2 header pressure control
2) IBS (Inter Barrier Space) N2 press control
1) Nitrogen Supply System
In normal operation, the inter-barrier space and insulation space shall be purged
with nitrogen in relation with atmospheric pressure variation and cooling or
warming of the spaces during loading or unloading. The inter-barrier space
should be continuously purged with nitrogen if gas is detected through a microleakage of the membrane.
- The inter barrier space (I.B.S) between the primary and secondary barrier.
- The insulation space (I.S) between the secondary barrier and the inner hull.
The IAS controls N2 header pressure, Inter Barrier Space (I.B.S) N2 pressure and
Insulation Space (I.S) N2 pressure by PID controllers (See Illustration 5.2b
Barrier Space N2 Pressurisation Control).
2. Insulated Space Pressure Control
Both I.B.S and I.S of each cargo tank are provided with pressure relief valves
which open at a pressure, sensed in each space, of 3 kPa for the I.B.S and 3.5
kPa for I.S.
- To prevent formation of a flammable mixture in the event of an LNG leak.

- To permit easy detection of an LNG leak through a barrier.
- To prevent corrosion.
4. Barrier Space Pressure Control
y Differential pressure between I.B.S and I.S.

(High Pressure alarm: 1.0 kPa, Low pressure alarm: 0 kPa)
y Nitrogen pressurisation Header
(High pressure alarm: 55 kPa, Low pressure alarm: 20 kPa)
The O2 content shall not exceed 5% by volume.

Nitrogen shall be used for inerting; O2 content and CH4 concentration shall be
checked at regular intervals.
5-6
LNGC GRACE ACACIA

Illustration 5.3.1a Glycol Water Heater
To be Located
in Safe Aea
(65A)
Glycol Water
Expansion
Tank
(1.0 m3)
LS
LAL
Steam
Supply
CH-081
CH-080
TS
TX
(25A)
ZSH
Air
Separator
TX
CH-078
CH-082
TX
TIC
CH-076
MS
CH-073
To Motor
Room
(25A)
CH-102
CH-075
Condensate
PX
PX
PS
CH-094 CH-092
CH-089
No.2 Glycol Water

Circulating Pump
(22 m3/h x 30 MTH)
TIHH TIAH
CH-083
CH-084
CH-096
CH-098
Steam
Supply
CH-087
CH-100
(65A)
PS
TS
TX
(25A)
TIAL
TX
TIC
CH-079
CH-085
ZSH
Air
Separator
TX
No.2 Glycol
Water Heater
(65A)
CH-113
(25A)
From Motor
Room
(65A)
CH-103
TX
PAL
CH-090
PIAL
(65A)
TIAL
CH-110
TIAL
(65A)
PAL
PIAL
Water/Glycol
Mixing Tank
(0.2 m3)
TIHH TIAH
No.1 Glycol
Water Heater
(65A)
Air Line
Drain Line
(65A)
From
Compressor
Air
CH-099
CH-106
CH-107
CH-109
Glycol Water
Transfer Pump
(2 m3/h x 10 MTH)
CH-088
CH-077
CH-074
MS
To Motor
Room
(25A)
(65A)
(25A)
(25A)
Desuperheated
Steam Line
(25A)
(25A)
Condensate
CH-111
Fresh Water
Filling
FW-13
CH-101
(65A)
(25A)
(65A)
CH-086
From Motor
Room
(65A)
TX
No.1 Glycol Water

Circulating Pump
(22 m3/h x 30 MTH)
CH-097
CH-093 CH-091
CH-112
(32A)
TIAL
CH-095
For Glycol
Tank Filling
CA-59
Key
Stand-by Line
Condensate Line
Fresh Water Line
CH-104
Glycol Storage
Tank (4.5 m3)
[Motor Room]
Usual Load Line
CH-105
CH-108
(65A)
(50A)
Filling Cap
5-7
LNGC GRACE ACACIA

5.3 Cofferdam Glycol Heating System
5.3.1 Glycol Water Heater
The glycol water heating system is located in the electric motor room. The
system heats glycol water which is pumped around the cofferdam system to
maintain the temperature inside those spaces, when loaded, at approximately
+5C.
The main and stand-by heating coils are served by main and stand-by steam
heaters.
The system comprises:
- 2 x glycol water centrifugal circulating pumps rated at
22m3/h x 35 MTH.
- 1 glycol expansion tank of 1000 liter.
- 1 glycol storage tank of 4500 liter.
- 1 glycol mixing tank of 200 liter.
- 1 pneumatic operated expansion tank topping up pump rated
at 2.0m3/h x 10 MTH.
There are two (2) steam heaters to heat the glycol water with service steam at
0.98MPa. The steam flow is controlled by manipulating the steam flow control
valve in accordance with the measured outlet temperature. Also, the inlet
temperature to the cofferdam is controlled by manipulating a 3-way temperature
control valve.
1. Filling Procedure
The capacity of the glycol storage tank is 4.5 m3. An initial fill of the glycol
reservoir is sufficient for the whole system. If glycol is supplied already mixed
then steps 2) and 3) can be omitted. If stronger glycol or neat glycol is supplied,
follow steps 2) and 3) to correctly mix 45% glycol water.
1) With valve CH108 closed, fill the glycol reservoir from drums using a
pneumatic portable pump.
2) Ensure that the valves CH107, CH109 CH110 at the mixing tank are
closed.
3) Calculate the proportion of strong glycol required which, with water
added, produces 200liters of 45% glycol. Open valve CH108, CH109
and run down strong glycol to this level as observed on the gauge glass.
Close the valve Ch108 and add water to the 200liter mark by opening
valve FW13.

4) Ensure the outlet valve CH104 is closed, and then transfer the 200 liters
of glycol water into the glycol water expansion tank using the
pneumatic transfer pump.
5) Repeat until the glycol water expansion tank is full and repeat steps
1) ~ 4) whenever the glycol water expansion tank level falls low.
2. Topping up Procedure
If the level falls in the glycol water expansion tank, it must be replenished by
45% glycol water mixture.
1) Ensure that valves CH107 and CH110 at the mixing tank are closed.
6) Open all the test valves/vents in the starboard passageway to both main
and stand-by cofferdam heating systems.
2) Calculate the proportion of strong glycol required which, with water

added, produces 200liters of 45% glycol.
7) Ensure that the rundown and bypass valves to the stand-by coils are
closed and fill the main system via valves CH104 and CH100 until
glycol water just starts to issue from the test valves. The No.2 glycol
water circulating pump can be used to help the flow. Close each test
valve in turn when purged.
3) Open valve CH108 on the Glycol Reservoir and run down strong glycol
to this level as observed on the reservoir gauge glass. Close this valve
and add water to the mixing tank 200liter mark by opening valve FW13.
8) Open the vent valves on No.2 glycol water heater to vent air from the
system. Continue until no more air is vented.
9) Close rundown valve CH100 to the main coils and fill the stand-by
system via CH104 and CH099 until glycol water just starts to issue
from the test valves. No. 1 glycol water circulating pump can be used to
help the flow. Close each test valve in turn when purged.
10) Open the vent valves on No. 1 glycol water heater to vent air from the
standby system. Continue until no more air is vented. Close the
expansion tank rundown valve CH099 to the standby system, leaving
the expansion tank rundown valve CH104 open.
4) Ensure the Glycol Water Expansion Tank outlet valve CH104 is closed,
and transfer the 200liters of glycol water into the glycol water
expansion tank using the pneumatic transfer pump.
5) Repeat until the glycol water expansion tank is full and repeat steps
1) ~ 4) whenever the glycol water expansion tank level falls low.
6) Open the vent valves on No.1 and 2 glycol water heaters to vent any air
from the system.
Monitoring for Glycol Heating
11) Set the main system ready for operation by ensuring all rundown and
bypass valves between the main and stand-by systems are closed.
Open the main system valves CH100, CH102 and CH074 and the inlet
and outlet valves CH098, CH092 on the No.2 Glycol water pump.
Check that the heater valves CH089, CH077 are open and the
thermostatic control valve CH079 is functioning correctly.
12) Open the Standby Glycol system valves in the same way ready for use.
Before starting the standby system, close the expansion tank rundown to
the main system (CH100) and open the valve to the standby system
(CH099).
5-8
LNGC GRACE ACACIA

3. Glycol
2)
1)
Personal Protection & Sanitation
4) Exposure Routes
Physical and Chemical properties of Glycol
Ethylene Glycol
Synonyms
&
Trade Names
1,2-Dihydroxyethane;1,2-Ethanediol;
Glycol; Glycol alcohol; Monoethylene
glycol
Molecular
Weight
62.07
Molecular
Formula
HOCH2CH2OH
Boiling Point
388 (198)
Freezing Point
Vapour
Pressure
Specific Gravity
1.1088
Solubility
miscible
Lower
Explosive
(Flammable)
Limit In Air
Incompatibilities
& Reactivities
Inhalation
Eyes:
Prevent eye contact
Wear appropriate eye

prevent eye contact.
Skin And/Or Eye Contact
Wash skin:
When contaminated
The worker should immediately wash the

skin when it becomes contaminated.
Remove:
When wet
or contaminated
Work clothing that becomes wet or

significantly contaminated should be
removed and replaced.
Change: Daily
Workers whose clothing may have

become contaminated should change
into uncontaminated clothing before
leaving the work premises.
protection
to
Ingestion
5) Symptoms
Irritation eyes, skin, nose, throat; nausea, vomiting, abdominal pain,
lassitude (weakness, exhaustion); dizziness, stupor, convulsions,
central nervous system depression; skin sensitization
0.05mmhg(in 20)
2.14
Upper
Explosive
(Flammable)
Limit In Air
Wear appropriate personal protective

clothing to prevent skin contact.
10 (-12)
Vapour Density
Flash Point
Skin:
Prevent skin contact
3) First Aid
232
15.3%
Eye:
Irrigate immediately
If this chemical contacts the eyes,

immediately wash (irrigate) the eyes
with
large
amounts
of
water,
occasionally lifting the lower and upper
lids. Get medical attention immediately.
Skin:
Water wash immediately
If this chemical contacts the skin,

immediately wash the contaminated
skin with water. If this chemical
penetrates the clothing, immediately
remove the clothing and wash the skin
with water. If symptoms occur after
washing,
get
medical
attention
immediately.
Breathing:
Respiratory support
If a person breathes large amounts of

this chemical, move the exposed
person to fresh air at once. If breathing
has
stopped,
perform
artificial
resuscitation. Keep the affected person
warm and at rest. Get medical attention
as soon as possible.
Swallow: Medical attention

immediately
If this chemical has been swallowed,

get medical attention immediately.
3.2%
Strong oxidizers, chromium trioxide,
potassium permanganate, sodium peroxide
[Note: Hygroscopic (i.e., absorbs moisture
from the air).]
5-9
LNGC GRACE ACACIA
Blank Page
5 - 10
LNGC GRACE ACACIA

Illustration 5.3.2a Cofferdam Glycol Heating System
Key
Usual Load Line
Stand-by Line
(15A)
(15A)
(15A)
(15A)
CH-072
CH-071
CH-070
CH-069
To/From Motor Room
(65A)
No.5 Cofferdam
(65A)
(65A)
(65A)
(65A)
(65A)
(65A)
(65A)
(65A)
(65A)
(65A)
(65A)
(65A)
(65A)
(65A)
(65A)
No.3 Cofferdam
5 - 11
No.2 Cofferdam
Side Passage Way (STBD)
Boss with Plug for

Portable Temperature Gauge
Boss with Gauge Cock for

Portable Pressure Gauge
CH-005
(25A)
CH-007
(25A)
(40A)
Pressure
Test
(40A)
CH-008
CH-014 CH-013
(65A)
No.4 Cofferdam
(40A)
(40A)
(40A)
CH-021
(25A)
(40A)
(25A)
CH-001
CH-002
CH-009
CH-010
ZI
(40A)
CH-022
CH-028 CH-027
(40A)
CH-033
CH-035
(25A)
(40A)
(25A)
(40A)
CH-006
ZI
(40A)
CH-004
CH-012
(40A)
(40A)
CH-036
CH-042 CH-041
(40A)
CH-047
(25A)
CH-048
(25A)
(40A)
CH-049
CH-056 CH-055
(40A)
(40A)
CH-019
ZI
Isolation
Valve
CH-003
CH-011
ZI
(40A)
CH-018
CH-026
CH-020
(40A)
(40A)
TIC
CH-017
CH-025
ZI
(40A)
CH-032
CH-040
CH-034
ZI
TIC
CH-031
CH-039
ZI
(40A)
CH-046
CH-054
(40A)
(65A)
TIC
CH-045
CH-053
CH-015
(40A)
CH-016
(65A)
CH-023
No.1 Supply (Main)
CH-024
(40A)
CH-029
(40A)
CH-030
(65A)
CH-037
No.2 Supply (Stand-by)
CH-038
(40A)
CH-043
(40A)
CH-044
(65A)
CH-051
No.2 Return (Stand-by)
CH-052
(40A)
CH-050
(40A)
(25A)
(40A)
(40A)
(25A)
CH-062
CH-068 CH-067
(40A)
(40A)
(40A)
ZI
(65A)
ZI
(40A)
CH-060
(40A)
CH-066
No.1 Return (Main)
TIC
CH-059
ZI
(40A)
CH-057
CH-058
CH-065
CH-061
TIC
CH-063
CH-064
Air Separator
No.1 Cofferdam
LNGC GRACE ACACIA

5.3.2 Cofferdam Heating System
1. Control of the Heating Coils
Cofferdam temperatures:
Description
There are five (5) temperature controllers in the IAS to manipulate the 3-way
type pneumatic control valves in accordance with the measured temperature at
the cofferdam and liquid dome. Each controller has main and stand-by
temperature control valves.
a)
The purpose of this system is to ensure that the cofferdam temperature is kept at
all times at 5C or above, when the cargo tanks are in a cold condition. Each
cofferdam can be heated by two independent systems; one in service, with the
other on stand-by.
The maximum heating condition is determined by the following extreme
operating conditions:
y
y
y
LNG against the secondary barrier : -163C

External air temperature : -18C with 5 Knots winds
Sea water temperature : 0C
The requirements for the individual cofferdams are as follows:

z
z
z
z
z
No.1 Cofferdam 72146.5 W with a heating coil length of 459m

No.2 Cofferdam 51552.5 W with a heating coil length of 328 m
No.4 Cofferdam 62444.8W with a heating coil length of 398 m
Any failure of the cofferdam heating system with cargo on board must be treated
as serious and repairs must be effected immediately.
Any accumulation of water in the cofferdam areas can be pumped out using the
bilge eductor located in the engine room.
Special valves (Auto Balancing Valve, see Illustration 5.3.2a) combined with
ball valve and flow regulator function shall be provided on each inlet line of the
cofferdams as follows:
z
Cofferdams :
The purpose of this system is to ensure that the cofferdam temperature is kept at
all times at 5 C or above, when the cargo tanks are in a cold condition. Each
cofferdam can be heated by two independent systems; one in service, with the
other on stand-by.
The IAS provides one (1) controller to control the heater outlet at the required
temperature. The controller is used to control the heater outlet temperature by
manipulating two (2) steam flow control valve.
If the glycol temperature from the heater outlet increases to 105 C, the IAS fully
closes the large and small steam flow control valves automatically and generates
an abnormal alarm.
No.1 Cofferdam : CH012, CH011

The above valves shall be set based on the most severe condition in the winter
season and LNG on the primary barrier.
NOTE
In an emergency case with LNG on secondary barrier, the flow cartridge with
spring should be removed from the dynamic auto balancing valve body to
increase the flow rate of glycol water to the maximum.
a)
The system can be operated locally for initial glycol water heater warm-up and
then remotely from the IAS.
The Glycol water circulating pumps can be started locally or remotely.
Main or stand-by lines may be selected.
1) Local Operation
Normally only for initial start-up.
Remote/local operation of the circulating pumps is set locally.
Main or stand-by glycol water supply line set locally
2) Remote Operation
Main and stand-by supply lines:

Each supply line has a dedicated circulating pump. The pumps may be
started locally or from the IAS. Selection of remote or local control is
local to the pump starter.
Glycol water pump discharge pressure is indicated and alarmed if low.
This will cause the pump to stop after the starting period has passed.
Glycol water return line temperature is indicated and alarmed if low.
b) Cofferdams:
In each cofferdam, the selected supply line temperature control valve is
modulated to maintain an average temperature of the related bulkheads.
The other supply line valve is maintained closed.
The temperature controllers may be set to automatic or manually
operated from the IAS
Position of the supply line of each temperature control valve is
indicated and low average temperature of each cofferdam is alarmed.
c)
3. Operating
3) Sequence Management, Monitoring
The five (5) PID controllers are provided to ensure that the cofferdam
temperature is kept constant. According to the measured temperature, each PID
controller manipulates either the main or stand-by 3-way control valve,
depending on which coil is in service. The main or stand-by service selection is
done from the schematic display or point detail display in the IAS.
2. Steam Heater Outlet Temperature Control
Cofferdam temperature control is set for each cofferdam on the

temperature indicator controller related to the supply line selected.
Steam glycol water heaters:

Each steam heater has a steam pressure indicating controller modulating
split range pressure control valves.
Each steam heater glycol water outlet temperature is controlled by a
temperature indicating controller modulating a three way control valve.
The control valve mixes heater glycol water with glycol water bypassing the heater to provide the required temperature.
Steam pressure and glycol water outlet temperature are also indicated
by a separate (redundant) transmitters with low pressure and high/low
temperature being alarmed.
A separate glycol water outlet temperature switch will cause the steam
control valves to close if the outlet temperature is high-high.
Position of the condensate drain valve is indicated at the IAS
Glycol water circulating pressure is indicated at the inlet of each heater
and alarmed if low.
The glycol water circulating pump is started related to the heater selected.
Steam heaters:
a) Steam pressure for the glycol heater(s) is set.
b) Heater outlet temperature of the glycol water is set.
5 - 12
Differential pressure between the glycol water and the heater steam
pressure will cause an emergency shut down of the circulating pump if
steam pressure is lower that the water pressure. This will also cause the
steam controller to close the steam supply valve.
Steam heater inlet steam pressure to be established before the
circulating pump can be started.
LNGC GRACE ACACIA

An alarm is raised if the open position of all cofferdam temperature
control valves is less than 20%. An alarm is also raised if the open
position of one or more cofferdam temperature control valves is greater
than 90.0%.

Monitoring for Cofferdam Heating
Glycol water outlet temperature is indicated at the IAS with high and
low temperatures alarmed. A Glycol water outlet temperature switch
provides a high-high temperature alarm and trip function for all heater
elements.
5 - 13
LNGC GRACE ACACIA
Illustration 5.4a Auxiliary Fresh Water Cooling System
1. General
[Cargo Motor Room]
(125A)
(40A)
(125A)
(40A)
(125A)
No.2 H/D
Compressor Motor FC-37
(125A)
(125A)
PX
z
z
HD compressor Lube. Oil coolers and air cooler of electric motor.

LD compressor Lube. Oil coolers.
Cargo compressor room steam drain cooler.
TX TX
FC-22
TIC
IAS
FC-02
(15A)
Drain Cooler for

Gas Heater
(125A)
(125A)
From Fresh Water System
FC-01
FC-06
(100A)
FC-07
FC-11
FC-23
I
FC-08
(80A)
(125A)
(80A)
Control
Air
TIAH
IAS
(100A)
No.2 Cargo Machinery

Fresh Water Cooler
FC-12
(100A)
PS
(125A)
The FW cooling system is used to serve the following equipment
(125A)
FC-21
PIAL
FC-38
(100A)
Control position of each pump is set to Remote.

The stand-by control mode is set to AUTO on the schematic display.
(15A)
(25A)
PS
FC-03
FC-04
Chemical
Dosage
Tank
No.1 Cargo Machinery

Fresh Water Cooler
FC-05
(15A)
(125A)
FC-17
FC-10
FC-36
FC-20
FC-19
Each pump can be started locally or remotely. For the remote control of each
pump, the pump control position should be set to remote on the motor starter
panel. Also, if the control position is not in remote position, the stand-by logic
cannot be activated on the IAS. If the following conditions are met, the IAS
activates the stand-by logic control function:
No.1 H/D
Compressor Motor FC-35
(125A)
110 m /h X 30 MTH
No.2
FC-18
(25A)
FC-09
(40A)
(50A)
Rated output
FC-34
(50A)
Number of sets
FC-33
No.2 L/D Compressor
L.O Cooler
De-aeration
Chamber
No.1
Auxiliary Cooling
Fresh Water Pump
(110 m3/h x 30 MTH)
Vertical, centrifugal, electric motor driven
On Deck
(100A)
Type
FC-32
(40A)
(25A)
FC-13
Shinko Ind. Ltd.
(40A)
FC-24
FC-16
Maker
FC-31
No.1 L/D Compressor
L.O Cooler
LS
FC-14
Cargo Machinery Cooling FW Pump Specification
LAL
(40A)
(40A)
Fresh Water
Expansion
Tank
(1.0 m3)
(65A)
FC-30
FC-26
FC-15
No.2 H/D Compressor

L.O Cooler
(40A)
FC-25
FC-29
(40A)
(40A)
FC-28
(125A)
No.1 H/D Compressor

L.O Cooler
(125A)
The cargo machinery cooling fresh water system is provided by two Cargo
Machinery fresh water cooling pumps located in the cargo compressor room.
The Cargo fresh water system is cooled by the cargo machinery fresh water
cooler in the cargo compressor room.
FC-27
(100A)
5.4 Cargo Machinery F.W. Cooling System
Key
(100A)
Fresh Water Line
(100A)
Fresh Water Cooling Pipe (Supply) From Engine Room
(150A)
Fresh Water Cooling Pipe (Return) To Engine Room
(150A)
2. Operating Procedures
One auxiliary cooling FW pump is normally required to meet the system cooling
capacity.
1) Open the inlet and outlet valves on both Cargo Machinery cooling FW
pumps.
2) Open the valves on the respective system to be cooled i.e. HD compressor
Lube Oil cooler and motor air cooler, LD compressor Lube Oil cooler,
and steam drain cooler. Check for leaks.
3) Select one of the Cargo Machinery cooling FW pumps on local control
and start the pump. Check that the system pressures are normal.
4) Select the other pump on stand-by.
5) Stop the running pump and ensure that the stand-by pump cuts in.
6) Return the pumps to their original running condition of one pump running
and the other on stand-by.
5 - 14
LNGC GRACE ACACIA

Illustration 5.5a Ballast System
Engine Room
Low Sea
Chest
From Inert Gas/

Dry Air System
(350A)
(450A)
LX
(250A)
No.1
BA-44
(300A)
No.2
BA-45
BA-41
FWD Ballast
Water Tank (P)
BA-04
LX
LX
No.3 Water Ballast Tank (S)
LIAHL
LIAHL
Bow
Thruster
and
Em'cy
Fire
Pump
Room
(40A)
BA-03
BA-46
BA-47
(40A)
LX
BA-05
BA-09
BA-11
LIAHL
BA-07
(250A)
BA-38
Water Spray Pump

(850 m3/h x 110MTH)
LIAHL
LX
(200A)
BA-06
BA-08
BA-10
TV-01
(550A)
(350A)
(200A)
BA-37
BA-42
(350A)
Double O-ring
GRP Sleeve
BA-13
(200A)
(200A)
BA-35
(200A)
BA-40
LX
(350A)
LIAHL
LX
Fore Peak
Tank
(Void)
LIAHL
FWD Ballast
Water Tank (S)
LX
Em'cy Bilge Suction Line

(Located at STBD Side)
BA-43
Trunk
(750A)
BA-39
(550A)
BA-23
(350A)
No.3 Water
Ballast Pump
3
(3,000 m /h x 30MTH)
(550A)
BA-34
Ballast
Stripping
Eductor
BA-22
BA-36
BA-28
LX
(550A)
(550A)
BA-32
LIAHL
(350A)
BA-21
LX
No.1 Water Ballast Tank (P)
LIAHL
(350A)
No.2 Water
Ballast Pump
TV-02
BA-20
BA-27
BA-12
(550A)
(40A)
BA-26
BA-19
BA-14
AFT Peak
Tank
No.1 Water
Ballast Pump
BA-15
BA-30 BA-29
BA-25
LIAHL
(550A)
(40A)
(350A)
BA-31
(550A)
LX
BA-18
BA-17 BA-16
BA-24
(350A)
BA-33
LIAHL
LIAHL
(350A)
(350A)
To Main
Condenser
To I.G.G.
High Sea
Chest
Cargo Tank
Key
Sea Water Line
(Steel Pipe)
Sea Water Line
(G.R.P. Pipe)
Ballast Main (550A)

Water Ballast
Tank (P)
Inert Gas Line
Water Ballast
Tank (S)
(350A)
5 - 15
Pipe Duct
(350A)
LNGC GRACE ACACIA

5.5 Ballast System
Ballast tank stripping is a manual operation, done by starting Ballast Pumps,

opening the Water Ballast Stripping Eductor Discharge valve and corresponding
valves for the actual tank. Ballast pumps can also be used in manual mode from
the IAS for tank stripping.
1. General
Ballast pumps
Manufacturer
Shinko Ind. Ltd.
Model
GVD 500-3M
3
Rating
3,000m /h x 30 m
Speed
1200 rpm
Power
355kW
Ballast stripping eductor

Rating
300m3/h x 25 m
Driving water shall be supplied by the ballast pumps
The ballast spaces beneath and around the outboard side of the cargo tanks are
utilized as ballast tanks to optimize draft, trim and heel during the various load
conditions of the vessel.
All valves are butterfly valves, hydraulically operated. The tank aft main
suctions, pump discharge valves etc.
All ballast pipes in the pipe duct are of GRP with galvanised steel bulkhead
pieces and suction bell mouths.
the event of hydraulic accumulator failure. The pump discharge valves, and tank
after main suction valves are multi-positional. All other valves are either open or
closed. In addition to being operable from the CCR, the valves can also be
operated from the solenoid valve station, using the pushbuttons on the individual
solenoids.
The on screen ballast menu also shows when the pumps are switched to remote,
the pumps suction and discharge pressures, the position of the manually
operated valves and the level in each tank, in terms of image.
All valves are butterfly valves hydraulically operated. The tank main suctions,
Pump discharge valves and driving water valves to eductor are of the
intermediate position controlled type.
The ballast tanks stripping suction are not of the intermediate position controlled
type, only the driving water valves to eductor are of the throttling type.
Three ballast pumps are electric motor driven, mounted at the forward end
bottom platform of the engine room. These pumps take their suction from the
sea/sea cross over. The high sea suction is on the port side and the low sea
suction on the starboard side, the latter being the normal operation when loading
ballast. When discharging ballast they take their suction from the ballast
crossover main.
The ballast pumps are also used to supply sea water to the inert gas system.
Ballast will be carried during the ballast voyage, when only sufficient gas is
carried to maintain the tanks and their insulation at cryogenic temperatures.
The ballast spaces are divided into 8 tanks, port and starboard under each of the
4 cargo tanks. There are also two small ballast tanks in the engine room, which
are used to give fine list control this gives a total ballast capacity of 55,526.4m3,
approximately 56,914.6 tonnes when filled with sea water. Three 3,000m3/h,
vertical centrifugal pumps are fitted, which enable the total ballast capacity to be
discharged or loaded in approximately 12 hours for ballasting or de-ballasting.
During cargo loading and unloading two (2) ballast pump sets are used and
during ballast water exchange, three (3) ballast pump sets are used. The pumps
are driven by electric motors and are located on the engine room floor, starboard
side forward.
The 550A fore and aft ballast main runs through the pipe duct with tank valves
mounted on tank bulkheads. The ballast pumps fill and empty the tanks via the
port and starboard side of this main. The stripping eductor suction is also
connected to this main.
Each ballast tank from No.1 W.B. tank (P&S) to No.4 W.B. tank (P&S) is
provided with one (1) main suction (350A) located at the after part of each tank.
An eductor is fitted for stripping and final educting of the tanks, located on the
port side with its own discharge valve.
The driving water for the ballast stripping eductor is from No.2 ballast pump,
though it may be driven from any of the three ballast pumps via the discharge
crossover main.
NOTE
1. The limitation of velocity for ballast water butterfly valves is 4m/sec.
2. The allowable vacuum pressure of GRP pip is -3.53bar.
However, the yard expect the normal vacuum pressure of ballast pump suction
side of -35kPa ~ -40kPa.
So, -50kPa as the limitation/target to be recommended.
2. System Control
The ballast system is controlled entirely from the CCR using the IAS in
conjunction with the ballast mimic.
The ballast pumps are started and stopped using the mimic, provided that the
switches on the local control panel are set to remote. The pumps have an auto
stop sequence control for low and high tank status. When on local control, the
pumps can be started and stopped from the local control panel and can be
stopped from this panel regardless of the position of the local/remote switch. The
local control panels always take priority and can take control from the CCR at
any time.
All hydraulically operated valves in the system are also operated using the on
screen menu/keyboard in conjunction with ballast mimic. Two basic types of
valve are fitted, those which can be positioned at the fully closed position or
fully open, and those which can be positioned at any point between fully open
and fully closed. The position of all valves is shown on the mimic.
Provision is made for a portable hand pump to be used to operate each valve in
5 - 16
LNGC GRACE ACACIA

3. Ballast Control Modes
The ballast control mode can be selected by the operator from the Ballast or
Ballast Exchange mimic. There are two different mode of operation from the IAS.
- Manual Ballast Control
- Automatic Ballast Control
1) Manual Ballast Control
In manual mode the operator can start/stop pumps and open/close valves by
operating on the selected pump or valves from the operator station.
There will be automatic filling valve restrictions to a predetermined opening
when the tank reaches 95% full. The filling valve will be automatic closed when
tank level reaches 98%.

remains blocked until pump No. 1 is selected as port duty pump. The same
applies for the starboard duty selection with pumps No.2 and No.3.
Pump No.2 is run in manual mode when supplying water to the Inert Gas
System. The ballast system can still be set to automatic mode for ballast
operations with pump No.1 and No.3. The pump No.2 duty select buttons
will be disabled when the pump is set to manual mode. The line valves
for pump No.2 are also set to manual mode for use with the IGG plant.
Pump duty selection is inhibited when an automatic ballast operation is in
progress.
Monitoring for Ballast System
2) Automatic Ballast Control

Automatic mode is selected by the operator, from Ballast mimic display.
Port and starboard ballast operations run independently.
In automatic mode, the operator selects the tanks to be ballasted, and
activates the FILL or EMPTY button. The corresponding line valves will
automatically be set to the required position and the pump started. This
operation is controlled by the respective ballast pump start sequence. The
operator can then set the desired water level (m), volume (m3), volume
percent (percentage filling) or weight if the tank is not to be completely
filled or emptied. When the desired tank content is reached the pump stop
sequence is initiated to close the valves and stop the pump automatically.
Prior to starting an automatic ballast operation the operator sets alarm
limits for the estimated trim and heel deviation from even keel. An
audible alarm is generated if the limits are exceeded during the operation.
The alarm is suppressed in manual mode.
Monitoring for Ballast Pump
The tank throttle valves are controlled by the tank module for opening,
closing and throttling back (to 20% open when the tank content reaches
98% of the set point). The tank valve position is checked by the running
pump start or stop sequence to ensure that it is in the correct position.
The pump discharge valve is limited to 20% open until the active tank
valve or the sum of the active tank valves is greater than 90% open. The
setpoint is then increased to 30%. The operator can then vary the discharge
valve position via mimic using the SP function.
The operator can terminate an automatic ballast operation at any time by
operating one of the terminate buttons on the ballast mimic. A terminate
action stops any sequence that is running and initiates a stop sequence to
close all tank and line valves and stop the duty pump(s).
If either of the ring main line pressure measurements exceed the high-high
or low-low limit, all automatic operations are terminated.
Pump duty selection is carried out by the operator, from the ballast mimic.
It should be noted that when pump No. 2 is selected e.g. as port duty pump
then the starboard No.2 duty select button on the mimic is blocked. It
5 - 17
LNGC GRACE ACACIA

Illustration 5.5b Ballast Exchange Conditions
Condition No.
Condition (Step)
1
Normal Ballast
Cond. Depart.
Step 1
Step 2
Step 3
Step 4
Step 5
Step 6
Step 7
Step 8
No.2 WBTk (P) &

No.4 WBTk (S)
No.2 WBTk (S),

No.4 WBTk (P)
FWD.WBTk(P) &
No.4 WB Tk (P)
FWD.WBTk(S) &
No.2 WB Tk (S)
FWD.WBTk(P),
No.1 (P) & A.P. Tk
No.1 WBTk (S),

No.3 WBTk (P)
No.2 Pump using
FWD.WBTk(S) &
No.3 WBTk
No.1 WBTk (P) &

No.3 WBTk (S)
No.1 WBTk (S),No.3

WBTk(P) & A.P.Tk
F.P.Void
F.P.Void
F.P.Void
F.P.Void
F.P.Void
F.P.Void
Fwd draft (m)

Aft draft (m)
Trim (m)
GM (m)
BM (%)
SF (%)
Heeling Angle
Invisi.lenth (m)
PORT (%)
Exchange WGT
P/P Time (hr)
Re-filling Tks
No.1 Pump using
FWD W.B.Tk
2060
2060
No.1 W.B.Tk
6316
3616
No.2 W.B.Tk
6527
6527
No.3 W.B.Tk
6621
6621
No.4 W.B.Tk
5745
5745
A.P.Tk
2379
Discharging Tks
No.2 WBTk (P) &

No.4 WBTk (S)
F.P.Void
F.P.Void
F.P.Void
F.P.Void
1
Normal Ballast
Cond. Depart
F.P.Void
12.8m
985
12.9m
985
Disch.
Disch.
Empty
Empty
Empty
Empty
Empty
Empty
Empty
Empty
Empty
Empty
Empty
Empty
12.8m
Re-fill
12.9m
Re-fill
12.8m
Ex.com
12.9m
Ex.com
Full
Full
Disch.
Full
Refilling
Full
Exch.
Comp.
Disch.
Exch.
Comp.
Re-filling
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Full
Full
Full
Full
Full
Full
Full
Full
Full
Full
Disch.
Full
Refilling
Full
Exch.
Comp.
Disch.
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Full
Full
Full
Disch.
Full
Refilling
Disch.
Exch.
Comp.
Re-filling
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Refilling
Exch.
Comp.
Exch.
Comp.
Full
Full
Full
Full
Full
Full
Full
Full
Full
Full
Full
Disch.
Full
Refilling
Disch.
Exch.
Comp.
Refilling
Exch.
Comp.
Exch.
Comp.
Exch.
Comp.
Full
10.07 m
10.07 m
0.0 m
7.39 m
8.14 %
87.3 %
0.0 deg
351 m
116.0 %
-
Empty
Disch.
7.14
9.53
-2.4
7.29
64.2
55.9
-1.3
472
109.0
-17286
242 Min
9.90
9.40
0.5
7.18
44.2
44.3
0.0
343
108.3
0
12397
310
Empty
7.14
9.53
-2.4
7.92
64.2
55.9
1.2
472
109.0
-12397
310
Exch.
Comp.
Re-filling
9.16
10.54
-1.4
6.47
71.0
86.4
0.0
401
121.0
0
8.08
9.21
-1.1
7.29
94.7
87.7
1.3
415
105.7
15316
383
5 - 18
Exch.
Comp.
-12272
9.16
10.54
-1.4
6.83
71.0
86.4
0.0
401
121.0
0
307
Exch.
Comp.
12270
307
8.08
9.21
-1.1
7.29
94.7
87.7
-1.3
415
105.7
-12272
307
Exch.
Comp.
Exch.
Comp.
10.07
1.07
0.0
6.82
81.4
87.3
0.0
351
116.0
10.07
10.07
0.0
6.82
81.4
87.3
0.0
351
116.0
14242
178
LNGC GRACE ACACIA

5.6 Loading Computer
General
Leading the trend of shipboard calculation, data processing, ship-shore
communication and vessel automation, Techmarine Co., Ltd., provides you with
modern microprocessor-based loading computer, "SHIP MANAGER", that
carries extremely powerful loading calculation and other software for standard
computers.
The whole system is designed to be used by non-computer oriented users such as
ship's officers and/or shore-based cargo planners with no specific knowledge of
computers system.
This section explains the aspects of the "SHIP MANAGER" loading programs,
the major functions of which are as follows:
5.6.1 ON-Line and OFF-Line Mode
level or capacity monitored by on-line function.

17) Specific gravity, percentage filling, tank level, volume and weight for
liquid compartments when one of these is given.
18) The system will be designed for loading calculations on the basis of
on-line and off-line modes; the selected mode can be identified
easily.
19) On-line interface with Hull Stress Monitoring System.(HSMS)
20) Alarm function (Audible and visible alarm) for:
- Excessive bending moment & shearing force
- Insufficient stability & filling level
21) Interface with level gauge (IAS) by on-line for cargo / ballast / F.O /
D.O / L.O / draft
1) Displacement/Deadweight/Trim & Draft (aft and fore)
c)
Save Plan: Save the loading current status to disk with a specific file
name.
d) Save As: Save the loading current status to a disk with a different file
name.
e)
Delete Plan: Delete the loading file saved in the current directory.
f)
File Explorer: You can use the File Explorer to format disks, make
backup, get an overall view of your file system and so on.
g) Print: Print out a selected item.

h) Print Setup: Printer setup.
i)
Exit: Exit 'ShipManager-88' session.
2) Result Menu
Fig. 2 Result Menu
22) Visibility calculation according to SOLAS.Ch.V.reg.22

2) Correction Drafts (aft and fore) due to difference of sea water density
23) Direct damage stability calculation (IGC code)
3) LCG/VCG/TCG/Metacentric height / Angle of heel.
24) Weather stability calculation
4) Display Cargo/ballast/F.O/D.O/L.O/F.W & D.W/tanks level & volume
25) Hull deflection (Hogging/Sagging)
5) Trim adjusting calculation / Heel adjusting calculation
5.6.2 Software Configuration

1. Pull Down Menu
8) Shear forces and bending moments at the prescribed frame point
You can manage loading condition files by use of the File menu. this menu
contains several sub menus and each menu function is as follows.
1) File Menu
9) Maximum values of shear force and bending moment.
Weather Criteria: Data and graph calculated by the IMO.A 562 Criteria.
b) Intact Stability Results: Data and graph calculated by the IMO.A 749
Criteria.
6) Intact stability calculation.

7) Shear forces and bending moments at the prescribed frame point
a)
c) S.F/B.M. Result: Table of Actual value of shear force/Bending moment

on each bulkhead.
Graph of Actual Shear force/Bending moment on each bulkhead.
- The ratio of actual value of shear force/Bending (allowable Shear
Force/Bending moment on each bulkhead at sea/port and their graph)
- Maximum Shear force/bending moment and their position
Fig. 1 File Menu
10) Propeller immersion.

11) Forward draft limit
d) Damage Stability: Data calculated by the IGC Code Criteria.
12) GM limit: Loading computer will have the function to display the
message that KMT value is used for even keel condition.
e)
13) Cargo tank filling restrictions against sloshing effect.
Loading Status : Operator can see the Loading status of vessel which
consists of profile, Tank Top plan, and Midship section.
3) Communication Menu
14) GZ curves for loading conditions.
Fig. 3 Communication Menu
15) Curves of calculated S.F and B.M and maximum allowable values
required by Classification Society.
a)
16) Automatic Calculation of current loading condition based on tanks
b) Open Plan: Read the loading file (*.LDP) saved in the current directory.
New Plan: Create a new loading condition. Lightship condition is

created.
5 - 19
LNGC GRACE ACACIA

a)
OnLine: Select On-Line mode between the ICMS and the Loading
Computer
b) OffLine: Select the Off-Line mode between the ICMS and the Loading
Computer
c)
Strain Gauge: Display Hull Stress situation
d) Line Setup: Select menu ON and OFF in the online status.

e)
Connection: Configure communication characteristics
i)
Visibility: Show visibility of actual status.
j)
Hydrostatics View: Shows information at actual condition as below

- DWT, LWT, DISP.
- Draft equiv., LCG, LCB, MTC, LCF, TKM, KG.
- Draft at marks.
- 1 degree heeling moment
- Etc.
5) Option Menu
Fig. 5 Option Menu
6) Help Menu
Fig. 6 Help Menu
a)
4) Utility Menu
General Particulars: Shows information on. LBP, LOA, Breadth, Depth.

Etc.
b) Contents: Click the contents menu to browse through topics by category.

Fig. 4 Utility Menu
c)
About
ShipManager-88:
Gives
SHIPMANAGER-88 version.
information
about
the
5.6.3 Explanation of the Ship Manager Screen

Fig. 7 Loading computer Tank Plan Screen
a)
Constants: Inquiry or change the deadweight constant.
b) Sea Water Density: Inquiry or change in Sea Water Density

c)
a)
Calculators: Leads you to the MS-windows Calculator. (See MSWINDOWS manual)
b) Control Panel: Leads you to the control panel, where it is possible to

change colours, and printer attributes.
c)
Shifting: Shifts the load from one compartment to another.
d) Trim Adjust: Carries out adjustment of trim by adding cargo/ballast

water to two designated compartments.
- Trim with Cargo add : Controls the trim by adding weight
- Trim with Cargo shift : Controls the trim by moving weight
e)
Heel Adjust: carries out adjustment in the angle of heel by ballast water
to two designated compartments.
f)
Rolling Period: Shows and Calculates Rolling Period
g) Propeller Immersion: Shows information on Propeller Immersion
F.S. Moment: Inquiry or change in maximum or actual inertia moment.
d) Unit Selection: Select the unit of hold and others.

e)
C.G. Calculation: Setting V.C.G., L.C.G., and T.C.G. Calculation is

automatic or manual
f)
Configuration: Ship Manager - 88 allows the user to configure menu

items to commands of the users choice.
g) Damage Case Setting: User can define Damage Case.

h) Alarm Report: Report alarm information about following items:
- IMO A 749 criteria (Intact Stability)
- IMO A 562 criteria (Weather Criteria)
- Shear Force and Bending Moment
- Propeller immersion ratio
- Forward draft limit
- Minimum Allowable GoM limit
- Cargo tank filling restriction against sloshing effect.
h) Hydrostatics: Shows the following information:

Displacement, Draft equiv., LCG, LCB, MTC, LCF, TKM, KG. etc.
5 - 20
1. PULLDOWN MENU
This part controls loading program all main menu is regulated by pull
down method.
2. SPEEDBUTTON MENU
Speed button is the fast method to go work than pulldown menu. If you
want to go Loading menu, Hydrostatics, Constants, Print menu, just click
appropriate speed-button.
LNGC GRACE ACACIA

3. WARNING PANEL
If each judgment value is over, 'NO' message appears and if not, 'YES'
message appears. If all of CHECK message is 'YES', warning panel will be
green colour and if not, a led right to warning panel will be shown on the
warning panel and turned into a flickering red colour.
4. WORK TAB
If you click named Tanks Plan, Loading Status, Weather Criteria, Intact
Stability, Longi. Strength, Damage Stability, its window will be shown,
and then you can do what you want.
5.
STATUS PANEL
It is displayed on this area that all sort of calculated value according to
current loading condition each is as follows.
LWT
Lightweight
DWT
Deadweight
DISP
Displacement
C.O.T.
Prop(%)
Heeling Angle(minus means heeling to the port)

Propeller immersion ratio
LCG
Longitudinal Center of Gravity from Midship
KMT
Transverse Metacentric height above base line
KG
Vertical Center of Gravity above base line
GM
Metacentric Height
GGo
Free Surface effects of liquid in tanks
Loading status
As Fig 8, if you click work tab named LOADING STATUS, you can see
the loading status of vessel which consist of PROFILE, TANK TOP
PLAN, MIDSHIP SECTION. This loading status divided to three (3)
parts such as Cargo Hold, Ballast Tank, and Hull Shape Only and can see
each one at a time. And at Tank Top Plan, can divided and see to Port and
Starboard. If you double click Profile, Plan or Section, screens turn wide
or narrow
Fig. 9 Loading computer Trend Curve Screen
GM corrected for the free surface effects of liquid

in tanks
Max. Strength (%)

S.F.
Shearing Force maximum percentage.
B.M.
Bending Moment maximum percentage
Deadweight remain
Cargo Tanks
WBT
Water Ballast Tanks
FOT
Fuel Oil Tanks
Max. Strength (%) value on the summary panel (right below the screen) marks
lowest (most critical) value between allowable S.F. (or B.M.) and actual value.
5.6.4 Operation of the Ship Manager Screen

Fig. 8 Loading computer Loading Status Screen
DOT
Diesel Oil Tanks
LOT
Lubricating Oil Tanks
FWT
Fresh Water Tanks
ETC.T
1.
e Stability
GoM
c Displacement
DWT RE
List
2.
Trend Curve
This is to check the variation of Cargo and Ballast condition at once when
it is connected through on-line.
You can select the optional items such as level, Gross Volume, Volume
Rate, Weight at Trend Curve Option box.
Here you can check and see the variation of level, Gross Volume, Volume
Rate, Weight, per unit hour.
Extra Tanks(Other Tanks)
dDraft and List
Draft (Eq.)
Equivalent Draft
Fore (F.P)
Draft at fore perpendicular.
Mid
After (A.P)
Trim
Draft at Midship
Draft at After Perpendicular
Trim
5 - 21
LNGC GRACE ACACIA

5.7 Fuel Oil and Gas oil Systems
Illustration 5.7a Fuel Oil and Gas oil Systems
Key
Fuel Oil Line
Diesel Oil Line
Blowing Pipe with

Hose Coupling
(350A)
F.O Filling Pipe
Transverse
Cofferdam
Bow Thruster &

Em'cy Fire Pump
Room
(150A)
FWD H.F.O
Tank (S)
FO-07
From FWD
H.F.O Tank (P)
FO-02
No.1 FO-01
FO-04
No.2 FO-03
(200A)
FO-06
Stern Tube L.O Inlet
Water Ballast
Tank (P)
Tank Plan
Boss with Plug for

Portable Temperature Gauge
Generator Turbine L.O Filling

(25A)
FO-13
FO-17
DO-01
(50A)
FWD Water
Ballast Tank
(P&S)
PI
TIAH
PX
(150A)
FO-07
(350A)
TX
(250A)
(250A)
FO-10
Cofferdam
Cofferdam
(350A)
Cofferdam
TX
LIAHL
LX
FO-08
(150A)
(25A)
DO-03
FO-15
FO-19
(25A)
(25A)
5 - 22
Fore Peak
Tank
(Void)
PI
FO-06
PX
FO-12
(80A)
FO-09
(150A)
DO-04
(350A)
FO-16
(100A)
(50A)
(200A)
FO-20
(350A)
(200A)
LX
(100A)
DO-07
AFT H.F.O
Bunker
Tank (S)
FO-22
No.1 Trunk
TIAH
DO-08
H.F.O
Settling
Tank (S)
Blowing Pipe with

Hose Coupling
FO-21
No.2 Trunk
(350A)
FO-24
(65A)
(40A)
(40A)
G/E
Low
M.D.O Sulphur
Service H.F.O
Tank (S) Tank (S)
Manual Hyd. Operated

by Manifold Platform
No.3 Trunk
FWD H.F.O
Tank LIAHL
(P&S)
FO-11
DO-10 (50A)
(350A)
Fresh
Water
Tank (S)
F.O Filling Pipe

DO-09
(100A)
Distilled Water
Tank (S)
(100A)
D.O Filling Pipe
No.4 Trunk
Cofferdam
Cofferdam
Steering Gear Room

& Rope Store
(300A)
(100A)
(100A)
FWD H.F.O Transfer Pump

(50 m3/h x 6 kg/cm2 G)
FO-04
FO-14
DO-02
(25A)
FO-18
FO-23
AFT H.F.O
Bunker
Tank (P)
(25A)
DO-05
(65A)
(40A)
H.F.O
Settling
Tank (P)
DO-06
(25A)
IGG
Low
M.D.O Sulphur
Service H.F.O
Tank (P) Tank (P)
(40A)
FWD Water Ballast

Tank (P&S)
Boss with Gauge Cock for

Portable Pressure Gauge
Main L.O Filling

Generator Engine L.O Filling
Drinking
Water
Distilled Water Tank (P)
Tank (P)
Pipe
Duct
FO-03
Pipe Duct
Water Ballast
Tank (S)
Pipe Duct
No.2
Tank Top
Fore Peak
Tank
(Void)
FWD H.F.O Transfer Pump

(50 m3/h x 6 kg/cm2 G)
FO-01
(40A)
Stern Tube L.O Outlet
FO-05
(50A)
No.1
Engine Room
AFT Peak
Tank
Bosun Store
FO-02
AFT
Low
H.F.O
H.F.O
Sulphur
Settling
Bunker
F.O Tank (P) Tank (P)
Tank (P)
(250A)
To H.F.O Tank
(Each)
Cofferdam
Fresh Water
Tank (S)
Cofferdam
Distilled Water
Tank (P&S)
F.O Transfer
Pipe (350A)
F.O & D.O

Drain (50A)
IGG
M.D.O
Service
Tank (P)
(25A)
(250A)
(150A)
(200A)
(25A)
(80A)
FO-10
FO-12
FO-11
FO-09
(50A)
Trunk
(25A)
LNGC GRACE ACACIA

5.8 Steam Condensate System
Illustration 5.8a Fuel Oil Heating and Cargo Steam System
No.2 L/D Compressor

Lubricating Oil Tank
CS-35
CS-01
(50A)
CS-02
(50A)
(80A)
CS-14
LS
CS-38
CS-03
TSLL
TI
(100A)
(50A)
CS-41
CS-18
(50A)
Forcing
Vaporuizer
CS-16
CS-17
LS
LI
LS
TSLL
TI
(50A)
LS
(150A)
CS-42
HC-17
HC-18
CO2 Room
(25A)
(P-Side Unit)
(100A)
HC-19
No.2 Trunk
No.1 Trunk
(80A)
HC-30
(25A)
(S-Side Unit)
(100A)
(150A)
(50A)
(25A)
HC-24
(200A)
(125A)
Steam Supply
(125A)
HC-33
(80A)
HC-31
HC-32
(40A)
HC-04
(40A)
FWD H.F.O
Tank (P &S)
(25A)
HC-05
Fore Peak
Tank
(Void)
(40A)
(25A)
HC-06
(40A)
(25A)
HC-07
(40A)
(25A)
HC-16
(65A)
(80A)
HC-34
Compressor
Room
HC-03
HC-08
(40A)
HC-27
Condensate Return
Motor
Room
(40A)
(25A)
(100A)
(80A)
HC-02
HC-28
To Engine Room
Paint Deck Incinerator
Atmospheric Drain
Store Store Room
Tank
Condensate Return
To Engine Room
Drain Cooler
Steam Supply Main
HC-23
(40A)
(25A)
HC-21
HC-22
HC-01
(25A)
HC-12
HC-29
HC-25
Cofferdam
No.3 Trunk
Cofferdam
No.4 Trunk
Cofferdam
Cofferdam
Engine Casing
Cofferdam
(65A)
HC-26
HC-20
(25A)
HC-09
LAL
LS
(80A)
Fresh
Water
Inlet
Gas Vent
Drain Tank
(1.0 m3)
LS
LI
HC-10
LAH
TI
LNG
Vaporuizer
CS-13
CS-15
(25A)
(100A)
HC-44
TSLL
HC-11
(100A)
CS-72
FC-02
LS
HC-13
CS-36
HC-71
(25A)
(80A)
Drain Cooler for

Gas Heater
LS
LI
(80A)
(100A)
CS-37
(25A)
(50A)
FC-01
CS-11
(125A)
CS-32
CS-34
Fresh
Water
Outlet
CS-12
(80A)
(25A)
(100A)
Drain Line
High Duty
Heater
CS-10
(25A)
CS-33
Air Line
TI
HC-14
CS-63
(80A)
(25A)
CS-31
CS-59
TSLL
HC-15
(25A)
CS-28
Fresh Water Line
CS-05
CS-62
(25A)
CS-30
Min. Level MS
(25A)
(25A)
(25A)
CS-29
No.1 L/D Compressor

LS
Condensate Line
(150A)
CS-27
ZSH
No.2 Glycol
Heater
HC-69
CS-50
Desuperheated Steam Line
(50A)
CS-04
(25A)
CS-46
LS
LI
CS-06
(25A)
(25A)
CS-65
(25A)
CS-08
(15A)
HC-56
(50A)
(50A)
CS-67
CS-26
Min. Level MS
CS-49
CS-24
CS-43
(50A)
CS-70
CS-66
No.2 H/D Compressor

ZSH
(25A)
CS-25
Key
Low Duty
Heater
CS-07
CS-09
(25A)
CS-23
No.1 Glycol
Heater
(25A)
(50A)
(40A)
CS-54
(25A)
(100A)
CS-53
(25A)
CS-20
CS-22
(25A)
CS-68
CS-21
No.1 H/D Compressor

(40A)
(50A)
CS-55
(25A)
CS-39
PX
CS-19
CS-40
PX
HC-45
PX
HC-58
PX
[Cargo
Compressor
Room]
[Cargo Motor Room]
(25A)
PIAHL
CS-52
PIC
(50A)
PIAHL
CS-57
PIC
5 - 23
LNGC GRACE ACACIA

5.9 Bilge and Scupper System
Illustration 5.9a Bilge System
Sewage Shore Connection
Bilge Shore Connection
(65A)
(65A)
(40A)
LS
BG-15
(40A)
(50A)
(40A)
BG-17
Fire Water Deck Main

BF-19
Drain Plug
LAH
BF-39
(50A)
BG-19
LS

BF-76
(50A)
(65A)
(50A)
To E/R
LS
To Engine Room Bilge Well

LAH
To Overboard
Discharge (80A)
Cofferdam
Cofferdam
BG-07
From Fire Main (50A)
(65A)
Fore Peak
Tank
(Void)
BG-09 BG-08
BG-18
LS
LS
LS
LAH
LAH
LAH
(25A)
(40A)
BG-16
(40A)
LS
LS
(50A)
Bilge Well
Bow
Thruster
Room
FWD H.F.O
Tank (S)
Cargo Gear
Locker
BF-20
Compressor
Room
Cofferdam
LS
BF-40
BF-77
LS
No.1 Trunk
(65A)
LS
Motor
Room
LAH
Pipe Duct
(65A)
BG-20
(65A)
BG-35 BG-33 BG-31
(40A)
(50A)
(65A)
Fresh
Water
Tank (S)
(50A)
Distilled Water
Tank (S)
(25A)
(50A)
LAH
No.2 Trunk
(50A)
Recess for
Drain Tank
Cofferdam
Cofferdam
Steering Gear
Room
No.3 Trunk
No.4 Trunk
Exp. Metal
Wall
FWD Water
Ballast Tank
(P)
FWD H.F.O
Tank (P)
(50A)
(50A)
Rope
Store
(25A)
Distilled Water
Tank (P)
Drinking
Water
Tank (P)
BG-34 BG-32 BG-30
LAH
(65A)
LAH
LS
FWD Water
Ballast Tank
(S)
LAH
LAH
LAH
Fire Main
Drain Plug
Trunk
Ovbd Discharge for
Side Passage B/G
(65A)
(40A)
(40A)
(50A)
(65A)
(50A)
B.W.
B.W.
Transverse
Cofferdam
Key
Bilge Line
Fire Line
Water Ballast
Tank (P)
Water Ballast
Tank (S)
Pipe Duct
5 - 24
LNGC GRACE ACACIA
(50A)
Illustration 5.9b Bilge System
Top
Air Supply
Compressor
Room
Motor Room
Bilge Line
CA-85
Key
Bilge
Tank
Fire Line
Air Driven Pump

(2.0 m3/h x 20 MTH)
BG-25
LAH
LS
(25A)
Upper Deck
(40A)
(25A)
Recess for Drain Tank
BG-22
BG-28
BG-29
To be Disconnected
When Not in Use.
(25A)
B.W.
(P&S)
(25A)
(25A)
(25A)
B.W. (C)
BG-23
BG-24
(25A)
Bottom
(25A)
(25A)
BG-27
BG-21
BG-26
Side
Passage
Way
To Engine Room
Bilge Well
4th Deck
Bosun Store
(80A)
(50A)
(65A)
(65A)
Water Coaming for

Heating Coil Unit
(50A)
FWD H.F.O
Tank (P&S)
C.L.
(50A)
BG-06
Engine Room
From Fire
Main
BF-06
(50A)
B.W
From Fire
Main
BG-01
BG-10
BG-13
(40A)
(50A)
(80A)
LS
(50A)
(50A)
BG-05
BG-11
BF-14
BG-04
LAH
(50A)
(50A)
3rd Deck
Cofferdam
Steering Gear Room &

Rope Store
(50A)
BF-04
(50A)
2nd Deck
AFT Peak
Tank
C.L.
BG-02
(50A)
BG-03
BG-02 BG-01
BF-14
(50A)
Bilge
Hat
BG-03
BG-14
(50A)
BG-12
(65A)
(50A)
BG-04
BG-10 (80A)
BG-13
(65A)
BG-11
From Fire
BF-06 Main
(80A)
(50A)
LS
Bosun Store
(80A)
BG-12
(80A)
LAH
C.L.
(65A)
Cooling
Water
Tank
Tank Top
Pipe
Duct
FWD W.B
Tank (P&S)
(65A)
BG-09
BG-07
BG-08
Fore Peak
Tank
(Void)
LAH
LS
BG-14
(65A)
(50A)
5 - 25
LNGC GRACE ACACIA

Illustration 5.9c Scupper System
Detail of Scupper Pipe for

Passing Through Water Ballast Tank
Detail of Scupper Pipe for

After / Sunken Deck
Mechanical
Rubber Plug
Mechanical
Rubber Plug
Scupper Pipe (50A)
Side Shell
Upper Deck
Scupper
Pipe (150A)
Typical Section for

Trunk Deck Scupper Pipe
2nd Deck
Fresh Water
Tank (S)
AFT Peak
Tank
L.W.L.
Cofferdam
Distilled Water
Tank (P&S)
Engine Room
3rd Deck
Cargo Machinery Room
Scupper
Pipe (125A)
Side Shell
ABT. 500 mm
Cargo Machinery Room Top
Upper Deck
ABT. 400 mm
Upper Deck
Trunk
Typical Section for Cargo

Machinery Room Top Scupper
Trunk Deck
Typical Section for

Manifold Deck Scupper
Manifold Deck (P&S)
Detail of Cargo
Spill Coaming Drain
Oily Bilge Line

for Oil Coaming of Steering Gear
Cooling
Water
Tank
Tank Top
(50A)
Cargo Spill Coaming

(P&S)
(50A)
4th Deck
(100A)
Upper Deck
Upper Deck
Side Shell
Pipe Duct
(150A)
Scupper Pipe for

AFT Deck & Sunken Deck
Scupper Pipe for

Upper Deck (150A)
Scupper Pipe (50A)
ABT. 30 m
Cargo Spill Coaming
Distilled Water
Tank (S)
Fresh
Paint Deck Incinerator
Water Store Store
Room
Tank (S)
No.4 Trunk
Scupper Pipe (50A)
Motor Compressor
Room
Room
Scupper Pipe for

Access Platform(50A)
No.3 Trunk
Scupper Pipe (50A)
No.2 Trunk
No.1 Trunk
Cofferdam
Accommodation
Area
Cofferdam
Engine
Casing
Gutter way Pipe for

Trunk Deck (100A)
Cofferdam
CO2 Room
Cofferdam
Steering Gear Room

& Rope Store
SC-01
Cargo Manifold (P)
Cofferdam
Drinking
Distilled Water Water
Tank (P)
Tank (P)
Bosun Store
Cargo Gear
Locker
Drain Plug
Cargo Manifold (S)

SC-02
Cargo Spill Coaming
5 - 26
LNGC GRACE ACACIA

5.10 Instrument Air System
Illustration 5.10a Compressed Air System
CA-75
CA-74
Key
CA-77
CA-76
(15A)
(25A)
Trunk
(25A)
(40A)
(15A)
Bosun Store
(15A)
CA-01
(15A)
Compressed Air
Main Line
(15A)
C.L.
(15A)
CA-82
From
E/R
Engine Room
S/G Room & Rope Store
Transverse
Cofferdam
B.W
FWD H.F.O
Tank (P&S)
(15A)
3rd Deck
AFT Peak
Tank
(15A)
(25A)
CA-04
(25A)
Cofferdam
(15A)
(25A)
2nd Deck
CA-84
Cofferdam
CA-83
CA-02
Trunk
Trunk
(15A)
(15A)
(15A)
For
Incinerator
Room
CA-03
For Em'cy Cargo Pump
Handling Davit
(15A)
CA-81
For Em'cy
Generator Room
To Air Horn on Radar Mast
(25A)
Compressed Air Line
4th Deck
CA-05
Sea
Chest
From
E/R
Tank Top
CA-72
Water Ballast
Tank (P)
CA-12
CA-21
CA-24
This valve to be
arranged nearby
entrance of
bosun store
CA-14
(40A)
CA-16
Bosun Store
CA-60
(40A)
CA-43
For Air Capstan
CA-06
CA-07
CA-35
CA-19
CA-11
(15A)
CA-08
CA-23
Cofferdam
Cofferdam
CA-50
For No.1 Em'cy Cargo

Pump Handling Davit
CA-29
To Pipe Duct
To No.2 Cofferdam
Bilge Pump
Bilge Pump
(FWD) CA-09
For FWD Pump Duct
Cofferdam
CA-37
CA-10
For Fire
Wire Reel
CA-03 CA-02
(25A)
CA-01
To Bow Thrust Room &

Em'cy Fire Pump Room
To No.1 Cofferdam
Bilge Pump
(40A)
CA-31
CA-17
CA-15
CA-13
CA-57
(40A)
CA-61 Motor Compressor
Room
Room
To No.3 Cofferdam
Bilge Pump
No.1 Trunk
CA-18
CA-22
CA-85
CA-63
No.2 Trunk
CA-20
CA-52
CA-55
CA-28
CA-25
CA-56
CA-36
CA-33
CA-67
To No.4 Cofferdam
Bilge Pump
Pipe Duct
For F.O & G.O
Manifold Air
Blowing
CA-41
CA-39
(15A)
CA-38
CA-48
Cofferdam
CA-73
(40A)
CA-26
CA-32
CA-44
CA-46
CA-53
CA-64
CA-76
CA-69
CA-71
For No.4 Em'cy Cargo

Pump Handling Davit
To Glycol
To No.5 Cofferdam
Transfer Pump
Bilge Pump
CA-40 No.3 Trunk
CA-45
Deck Incinerator
Em'cy
Gen. Store & Room
Room Deck Work
Shop
CA-51
CA-47
(15A)
(15A)
From
E/R
No.4 Trunk
(25A)
For After Pipe Duct
CA-30
CA-34
CA-54
Fresh
Water
Tank (S)
CA-42
(40A)
For Trunk Deck
CA-66
CA-68
CA-65
Distilled Water
Tank (S)
Accommodation
Area
CA-79
Steering Gear Room

& Rope Store
(15A)
Engine Casing
CA-49
For Air Capstan
For Side Passage Way
Cofferdam
(25A)
CA-81
CA-83
(15A)
Air Cond. To Pipe Duct

Room
Bilge Pump
(AFT)
(25A)
For Em'cy
Towing Sys. &
Fire Wire Reel
(40A)
(15A)
CA-72
(15A)
From
E/R
CA-77
CA-84
For Air Capstan
CA-59
CA-62
(15A)
FWD W.B
Tank (P&S)
Pilot Ladder Reel
CA-58
CA-78
CA-70
(15A)
CA-82
Pipe CA-09
Duct
Pipe Duct
(40A)
(25A)
CO2
Room
(15A)
CA-80
Distilled Water
Tank (P)
For CO2
Drinking
Water
Tank (P)
Fore Peak
Tank
(Void)
CA-73
(15A)
For Accommodation Ladder

For Upper Deck
(40A)
Water Ballast
Tank (S)
CA-27
Cooling
Water
Tank
For Air Capstan
5 - 27
LNGC GRACE ACACIA
IG-01
Illustration 5.10b Inert Gas and Dry Air System
To Mach.
Room
Vent for
Pipe Duct
Vapour Main
Liquid Main
IG-08
IG-07
Spool Piece
1. To be disconnected, when
not in use.
2. When connected, ensure
igg at dry air mode.
(450A)
IG-02
To Vapour Return
IG-05
(450A)
(300A)
(300A)
(300A)
No.4 Trunk
IG-06
Gas Main
(300A)
(300A)
No.3 Trunk
(300A)
No.2 Trunk
No.1 Trunk
IG-04 IG-03
No.4 Water Ballast Tank (P&S)
IG-04 IG-03
Cofferdam
F.W.D W.B
Tank (P&S)
Flexible Hose for

Dry Air Supply
To Cofferdam (Port Only)
IG-08
For No.4
Cofferdam
Gas Main
(300A)
For No.3
Cofferdam
(300A)
(300A)
(300A)
IG-07
M/H
For No.2
Cofferdam
M/H
Vapour
Main
M/H
Vapour
Main
M/H
IG-01
(300A)
(300A)
(300A)
(250A)
IG-06
(200A)
(450A)
For No.5
Cofferdam
No.1 Cargo Tank
(450A)
IG-05
IG-01
M/H
No.2 Cargo Tank
(450A)
Vapour
Main
From Inert Gas

& Dry Air Plant
Cofferdam
Cofferdam
No.3 Cargo Tank
Vapour
Main
Tank Top
No.4 Cargo Tank
(300A)
4th Deck
To Ballast Tank
Ventilation
Engine Room
F.W.D
H.F.O
Tank
(P&S)
Cofferdam
3rd Deck
Cofferdam
From Inert Gas

& Dry Air Plant
2nd Deck
Manhole
For No.1
Cofferdam
No.4 Liquid
Dome
No.4 Trunk
No.4 Gas
Dome
Liquid
Main
Vapour
Main
Bosun
Store
H
No.3 Liquid
Dome
No.3 Gas
Dome
No.2 Liquid
Dome
No.2 Gas
Dome
No.1 Liquid
Dome
No.1 Gas
Dome
Hatch
No.1 Trunk
No.3 Trunk
Compressor
Room
No.2 Trunk
Vapour
Return
Motor
Room
(300A)
For Side Passage Way
NOTE
The flexible hose having ANSI 150# -300A flanges to be provided by the Owner
5 - 28
LNGC GRACE ACACIA

6.1 Post Dry Dock Operation................................................................... 6 - 2
6.1.1. Procedure for Normal Insulation Space Inerting ................... 6 - 2
6.1.2 Drying Cargo Tanks................................................................ 6 - 4
6.1.3 Inerting Cargo Tanks............................................................... 6 - 6
6.1.4 Gassing-up Cargo Tanks ......................................................... 6 - 8
6.1.5 Cooling Down Cargo Tanks.................................................. 6 - 12
6.2 Ballast Passage ................................................................................ 6 - 15
6.2.1 Cooling Down Tanks Prior to Arrival ................................... 6 - 18
6.2.2 Spraying During Ballast Voyage........................................... 6 - 20
6.3 Loading............................................................................................ 6 - 21
6.3.1 Preparations for Loading ...................................................... 6 - 21
6.3.2 Ships Liquid Lines Cool Down ........................................... 6 - 24
6.3.3 To Load Cargo with Vapour Return to Shore........................ 6 - 28
6.3.4 De-Ballasting ........................................................................ 6 - 34
6.4 Loaded Voyage with Boil-Off Gas Burning..................................... 6 - 36
6.4.1 Normal Boil-Off Gas Burning .............................................. 6 - 36
6.4.2 Forced Boil-Off Gas Burning ............................................... 6 - 38
6.5 Discharging with Gas Return from Shore........................................ 6 - 40
6.5.1 Preparations for Unloading................................................... 6 - 40
6.5.2 Liquid Line and Arm Cool Down before Discharging.......... 6 - 42
6.5.3 Discharging with Vapour Return from Shore........................ 6 - 44
6.5.4 Ballasting .............................................................................. 6 - 46
6.6 Pre-Dry Dock Operations ................................................................ 6 - 48
6.6.1 Stripping and Line Draining ................................................. 6 - 48
6.6.2 Tank Warm Up ...................................................................... 6 - 52
6.6.3 Inerting.................................................................................. 6 - 54
6.6.4 Aeration ................................................................................ 6 - 64
Illustration
6.1.1a Insulation Space Inerting .............................................................. 6 - 1
6.1.2a Drying Cargo Tanks ...................................................................... 6 - 3
6.1.3a Inerting Cargo Tanks..................................................................... 6 - 5
6.1.4a Gassing-up Cargo Tanks (Stage-1)................................................ 6 - 7
6.1.4b Gassing-up Cargo Tanks (Stage-2) ............................................... 6 - 9
6.1.5a Cooling Down Cargo Tanks........................................................ 6 - 11
6.2.1a Cooling Down Tanks Prior to Arrival ......................................... 6 - 17
6.2.2a Cooling Down One Tank During Ballast Voyage ....................... 6 - 19
6.3.2a Ships Liquid Lines Cool Down.................................................. 6 - 23
6.3.3a Loading with Vapour Return to Shore....................................... 6 - 27
6.3.4a De-Ballasting by Gravity ............................................................ 6 - 31
6.3.4b De-Ballasting by Pump............................................................... 6 - 32
6.3.4c De-Ballasting by Stripping Eductor ............................................ 6 - 33
6.4.1a Normal Boil-Off Gas Burning .................................................... 6 - 35
6.4.2a Forced Boil-Off Gas Burning...................................................... 6 - 37
6.5.1a Inerting Manifold Connections ................................................... 6 - 39
6.5.2a Liquid Line and Arm Cool Down before Discharging................ 6 - 41
6.5.3a Discharging with Vapour Return from Shore.............................. 6 - 43
6.5.4a Ballasting .................................................................................... 6 - 45
6.6.1a Stripping...................................................................................... 6 - 47

6.6.1b Drainage of Cross-over Piping....................................................6 - 48
6.6.1c Typical Section for Cross-over Piping ........................................6 - 49
6.6.2a Tank Warm Up ............................................................................6 - 51
6.6.3a Inerting ........................................................................................6 - 53
6.6.3b Inerting Liquid Line....................................................................6 - 55
6.6.3c Inerting Spray Line .....................................................................6 - 57
6.6.3d Inerting Manifolds and Machinery Space ...................................6 - 59
6.6.4a Aeration.......................................................................................6 - 63
Part 6
Cargo Operations
Part 6 Cargo Operations
LNGC GRACE ACACIA

Illustration 6.1.1a Insulation Space Inerting
FI
PIC
FX/FI
PI PX
PIAHL
TX
PIAL
FX/FI
PX
Trunk Deck
PX
NG-96
NG-97
NG-87
NG-90
NG-89
NG-84
NG-88
TX
NG-93 NG-92
NG-94
NG-95
NG-98
NG-91
PI
NG-83 NG-82
NG-39
Near
Manifold
ESD
CR-100
NG-03
LNG Vent
Master
N2 Master
NG-11
NC-114
I.S.
Gas
Dome
I.S.
NC-108
I.B.S.
I
A-F , J L
NC-102
NC-105
NC-104
NC-106
NC-107
NC-109
NC-110
NC-103
To Fixed Gas
Detection
System
CR-101
NC-112
NC-119
NC-111
NC-101
To No.1
Dome
Gauge
Board
PX To No.1 Dome
PI Gauge Board
NC-115
NG-04
CR-102
NC-113
NC-116
Portable
Sampling
in Cofferdam
NG-01
NG-07
NG-10
NG-08
NG-12
NG-13
CR-103
NG-18
To Fixed Gas
Detection
System
To Fixed Gas
Detection
System
NG-05
NG-06
NG-14
NG-15
NG-16
NG-19
NC-204
NC-117
NC-205
NC-206
NC-203
To Fixed Gas
Detection
System
To Spray Line

(N2 To B.O.G Line)
NG-62
No.1 H/D
Compressor

No.2 H/D
Compressor
No.2 L/D
Compressor
Compressor Room
NG-63
No.1 L/D
Compressor
Motor Room
I.B.S.
I.S.
I.B.S.
To No.2
Dome
Gauge
Board
NC-207
NC-209
NC-210
NC-219
No.1 Liquid
Dome
FWD AFT
I.S. I.S.
B/W B/W
NC-118
NC-208
Em'cy Cargo
Pump Column
CR-201
CR-301
To Deck
Store
NC-201
NG-02
NG-22
NC-202
To Spray Line
NG-09
NC-212
NC-216
CR-202
PX To No.2 Dome
PI Gauge Board
NC-215
NC-217
NC-304
To Fixed Gas
Detection
System
NC-213
NC-218
NC-303
NG-28
NG-29
I.S.
Gas
Dome
Q
I
A-F , J L
NC-211
NG-17
CR-200
NG-25
NG-26
NG-30
NG-31
CR-203
NG-36
NG-23
NG-24
NG-32
NG-33
NG-34
I.B.S.
I.S.
I.B.S.
NC-305
NC-306
NC-307
To No.1 Dome
Gauge Board
PI
NG-21
No.2 Liquid
Dome
NC-301
NG-47
To Fixed Gas
Detection
System
NG-20
NC-214
NC-308
NG-37
NG-49
NG-50
I.B.S.
I.S.
NC-309
NC-310
Em'cy Cargo
Pump Column
NC-302
NC-319
NC-311
To No.3
Dome
Gauge
Board
NC-312
CR-401
NG-35
CR-300
NG-45
NG-46
NG-51
NG-52
CR-303
NG-43
NG-44
NG-53
NG-54
NG-55
NC-317
NC-404
NC-315
I.S.
NC-405
NC-406
WW
NG-27
To Fixed Gas
Detection
# System
NG-61
NG-81
NC-314
NC-408
NC-409
NC-419
NC-318
NC-414
NC-415
NC-410
NC-411
NC-407
To Spray Line
To No.2 Dome
Gauge Board
PI
NG-42
CR-302
PX To No.3 Dome
PI Gauge Board
NC-316
NC-313
NG-60
CG-613
Gas
Dome
Q
I
A-F , J L
To Fixed Gas
Detection
# System
N
H
To Fixed Gas
Detection
System
NC-412
From
Engine
Room
Boil-off
Gas Line
From
Engine
Room
NG-40
NG-41
No.3 Liquid
Dome
NC-403
To Fixed Gas
Detection
System
To Spray Line
NG-48
NC-402
PX To No.4 Dome
PI Gauge Board
NC-416
To No.4
Dome
Gauge
Board
CR-402
NC-413
NC-418
NC-417
I
A-F , J L
Em'cy Cargo
Pump Column
NC-401
To No.3 Dome
Gauge Board
PI
NG-59
N
G
I.B.S.
Gas
Dome
I.S.
I.B.S.
No.4 Liquid
Dome
NG-69
NG-57
NG-65
S
Em'cy Cargo
Pump Column
NG-56
CR-400
NG-70
NG-68
To Fixed Gas
Detection
# System
NG-58
NG-74
NG-64
NG-66
NG-72
NG-71
NG-75
CR-403
NG-67
NG-73
NC-77
NG-79
NG-78
To No.4 Dome
Gauge Board
PI
NG-80
From N2 Buffer Tank

in Engine Room
NG-76
To Fixed Gas
Detection
# System
NG-38
Near
Manifold
TX
6-1









Key
Nitrogen Main Line
I.S.
: Insulation space
LNGC GRACE ACACIA

6.1 Post Dry Dock Operation
6.1.1. Procedure for Normal Insulation Space Inerting
The I.B.S and I.S are filled with dry nitrogen gas which is automatically
maintained by alternate relief and make-up as the atmospheric pressure or the
temperature rises and falls, under a pressure of between 0.7 kPa and 1.0 kPa
above atmospheric.
The nitrogen provides a dry and inert medium for the following purposes:
- To prevent formation of a flammable mixture in the event of an LNG leak.
- To permit easy detection of an LNG leak through a barrier.
- To prevent corrosion.
.
Nitrogen, produced by the two N2 generators and stored in a pressurized buffer
tank of 30m3, is supplied to the pressurization headers through a make-up
regulating valve.
From the headers, branches are led to the inter barrier space and insulation
spaces of each tank. Excess nitrogen from the inter barrier space is vented to
each N2 vent mast through the exhaust regulating valves.
The inter barrier space and insulation spaces of each tank are provided with a
pair of pressure relief valves CR101/102, 201/202, 301/302, 401/402 which open
at a pressure of 3.0 kPa for the IBS and 3.5 kPa for the IS above the atmospheric
level in each space.
A manual bypass with a cut out valve (NC104, 204, 304, 404 / NG05, 23, 43, 70)
is provided from the inter barrier and insulation spaces to the N2 vent mast for
local venting and sweeping of a space if required.

4) The insulation space pressure header is protected with a pressure relief
valve NG84 which is set at 60kPa.
In the event of cargo gas leakage into insulation spaces, this can be swept with a
continuous feed of nitrogen by opening the exhaust from the space, allowing a
controlled purge. Close monitoring of the gas analyser on this space will be
necessary during purging.
In cases where other consumers reduce the availability of nitrogen for the
insulation spaces, the pressure may temporarily fall below the atmospheric
pressure.
When put in communication, and therefore subjected to the same nitrogen
pressure, the inter barrier space and insulation spaces can withstand a large
depressurization without any damage.
It should be noted that, even with the tanks fully loaded, a pressure lower than
atmospheric pressure in the primary insulation spaces is not harmful to the
primary membrane. In this respect, it should be noted that this membrane is
subjected to a -80 kPa vacuum pressure, both during global testing and at the
construction stage.
CAUTION
With the cargo system out of service and during inerting, always maintain the
inter barrier space pressure at, or below, tank pressure and always maintain the
insulation space pressure at or above the inter barrier space pressure.
CAUTION
In the purging by N2 operation, enable N2 quantity (capacity) is dependant on
N2 storage tank pressure (low pressure : 300kPa) and capacity (30m3). So
during purging operation, the N2 storage tank pressure to be monitored by ships
crew.
1) The IBS nitrogen supply control valves NC111, 211, 311, 411 are
normally set to 0.5kPa at the IAS and the IS supply control valves
NG15, 33, 54, 77 are set for IBS plus 0.2kPa gauge, i.e. 0.7kPa.
2) The IBS exhaust regulating valves NC106, 206, 306, 406 are set for
1.0kPa and the IS is set for IBS plus 0.7kPa, i.e. 1.7kPa.
NOTE
Ensure that the manual isolating valves situated each side of the control valve,
both supply and exhaust on each tank are open, e.g. NC110 and CN112 for No.1
tank IBS supply control valve NC111.
3) Open the manual isolating valves NG90 and NG88 on the insulation
space pressurization header and set the control valve NG89 to 50 kPa,
to allow the supply of nitrogen to the headers from the nitrogen buffer
tank in the engine room.
6-2
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
CS-005
(80A)
(100A)
(650A)
(500A)
CL-003
CS-002(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
(300A)
CG-700
CG-701
(400A)
(50A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6-3
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
SP-700
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
CL-700
(300A)
Spray Main
Sprayers
CG-702
(100A)
(50A)
(65A)
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(400A)
(400A)
CL-305
CL-306
CL-007(500A)
CS-004(80A)
CS-006(80A)
(600A)
CG-703
ESD
(450A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CG-001
(400A)
ESD
(500A) CL-010
CL-011(500A)
CL-012
Liquid Main
(8A)
(40A)
CS-308
(300A)
(300A)
(650A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve
Flow Meter
(400A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
(600A)
(PORT)
S
Spray Pump

(Flanged Type)
Ball Valve
Vapour Main
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
(700A)
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Control Valve
To Cofferdam
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
Needle Valve
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)
(50A)
CL-601
CS-600
(80A)
(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600

Y-type Strainer
Gas Main
(300A)
Ballast Line
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(300A)
SP-701
CG-600
CG-605
(700A)
CL-016
SP-601
CG-604
(700A)
SP-600

(400A)
(50A)
(50A)
Inert Gas Dry Air

From Engine Room
(80A)
CS-008(80A)
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Atmospheric Air
CG-502
ESD
(40A)
(500A)
CS-504
CL-015
(40A)
CS-501
Description
Orifice
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
Symbol
Dry Air
Stripping Crossover
CG-529
(600A)
Liquid Crossover
No.1 H/D
Compressor
(600A)
CS-503
SP-602
ESD
CG-513
CG-525 CG-521
Vapour Crossover
(250A)
(450A)
CG-511
(600A)
CG-517
(600A)
CG-503
Key
Liquid Crossover
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
(300A)
(80A)
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
(300A)
CG-504
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
To Engine Room
CG-520
(750A)
CG-510
CS-007
CL-009
(400A)
Illustration 6.1.2a Drying Cargo Tanks
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

6.1.2 Drying Cargo Tanks

5) Open the tank vapour valves CG400/401, CG300/301, CG200/201 and
CG100/101.
1. General
During a dry-docking or inspection, cargo tanks which have been opened and
contained humid air must be dried to avoid primarily the formation of ice when
they are 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 tanks are 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 plant.
Dry air is introduced at the bottom of the tanks through the filling piping. The air
is displaced from the top of each tank through the dome and the vapour header,
and is discharged from the No.1 vent mast riser.
The operation, carried out from shore or at sea, will take approximately 20 hours
to reduce the dew point to less than -20C.
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 (dew point below -45C ) and to inert all
other LNG and vapour pipe-work. Before the introduction of LNG or vapour,
any pipe-work not purged with inert gas must be purged with nitrogen.
2. Operating Procedure for Drying Tanks
Purpose
Replacement of Atmospheric Air in Cargo Tanks by

Dry-Air
Performance Criteria
Cargo Tanks Dew Point < -20C
Auxiliaries Involved
Inert Gas Plant ( Dry Air Mode)

- Dew Point : -45C
Operation Duration
Less than 20 hours
Check Points
6) Open the valve CG702 to vent through the No.1 vent mast. Eventually,
tank pressure is controlled via the regulating valve CG701, set at 10 kPa
by the inching control, manually set on the IAS.
7) Start the IG Plant (dry air production). When dew point is -45C, open
the delivery valve and close the purge valve on the IAS.
8) Monitor the dew point of each tank by taking a sample at the vapour
domes. When the dew point is -20C or less, close the filling and
vapour valves of the tank.
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. This is normally carried
out in conjunction with the drying of the cargo tanks.
10) When all the tanks are dried to -20C:
(1) Stop the inert gas plant.
(2) Close the dry air supply valve CL601 to the liquid header.
(3) The No.1 vent mast valve CG702 is to be left open at all times,
except for isolation or maintenance.
NOTE
It is necessary to lower the tank dew point by dry air to at least -20 C before
feeding tanks with inert gas in order to avoid formation of corrosive agents.
- Dew point in tank by sampling check with

using sampling valve of vapour line on each
gas dome top and sampling valves on each
liquid dome top respectively.
- Operating condition of inert gas plant including
monitoring of instrument safety function
(alarm& etc.)
Dry air, with a dew point of -45 C, is produced by the IG Plant at a flow rate of
15,000 Nm3/h.
1) Prepare the inert gas/dry air generator for use in the dry air mode.
2) Install the spool piece SP600 to connect the inert gas/dry air feeder line
to the liquid header.
3) Open the valves CL601, CL410, CL310, CL210 and CL110 to supply
dry air to the liquid header.
4) Open the tank filling valves CL400, CL300, CL200 and CL100.
6-4
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(400A)
(300A)
(400A)
(50A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6-5
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
Ballast Line
Gas Main
(300A)
SP-701
CG-600
CG-605
(700A)
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-600
Dry Air
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
Inert Gas
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 6.1.3a Inerting Cargo Tanks
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

6.1.3 Inerting Cargo Tanks
1. General

6) Open the valve CG702 to vent through the No.1 vent mast riser.
Eventually, tank pressure is controlled via the regulating valve CG701
set at 10 kPa by inching control, manually set on the IAS.
Inert gas is introduced at the bottom of the tanks through the filling piping. The
dry-air is displaced from the top of each tank through the dome and the vapour
header, and is discharged from the No.1 vent mast riser.
7) When oxygen content is less than 1% and dew point is -45C, open
delivery valve and close purge valve on the IAS.
Inert gas, with an oxygen content of less than 1% and a dew point of -45C, is
produced by the IGG with a flow rate of 15,000 Nm3/h.
8) By sampling at the vapour dome, check the atmosphere of each tank by

means of the portable oxygen analyser. O2 content is to be less than 2 %
and the dew point less than -40C.
Emergency pump wells have to be inerted with nitrogen before inerting the cargo
tanks.
CAUTION
Inert gas from this generator and pure nitrogen will not sustain life. Great care
must be exercised to ensure the safety of all personnel involved with any
operation using inert gas of any description in order to avoid asphyxiation due to
oxygen depletion.
2. Operating Procedure for Inerting Tanks
Purpose
Replacement of Atmospheric Dry-Air in Cargo

Tanks by Inert Gas
Cargo Tanks O2 Content < 2% in volume

Cargo Tanks Dew Point < -40C
Inert Gas Plant ( Inert Gas Mode)

- O2 Content : 1 % in volume
- Dew Point : -45C
Operation Duration
Less than 20 hours
Check Points
- Dew point & O2 content in tank by sampling

check with using sampling valve of vapour line
on each gas dome top and sampling valves on
each liquid dome top respectively.
- Operating condition of inert gas plant including
monitoring of instrument safety function
(alarm& etc.)
9) During tank inerting, purge the air contained in the lines and equipment
for about 30 minutes by using valves and purge sample point valves as
described in detail in section 6.6.3.
10) When the operation is completed, stop the supply of inert gas and close
valves CL601, CL410/400, CL310/300, CL210/200, CL110/100,
CG401/400, CG301/300, CG201/200, CG101/100, CG702 and remove
the spool piece SP600.
NOTE
Until the ship is ready to load LNG for gas filling, the tanks may be maintained
under inert gas as long as necessary. If required, pressurise the tanks to 2.0 kPa
above atmospheric pressure and, to reduce leakage, isolate all the valves at the
forward venting system.
Air is purged and replaced by inert gas to attain O2 content less than 2% by the
volume and dew point lower than -40C. This operation will be completed in 20
hours.
CAUTION
All pump discharge valves must remain shut in order to protect the pump from
high speed revolution without lubricant.
1) Prepare the IG Plant for use in the inert gas mode.

2) Install the spool piece SP600 to connect the inert-gas/dry-air feeder line
to the liquid header.
3) Open the valves CL601, CL410, CL310, CL210 and CL110 to supply
inert gas to the liquid header.
4) Open the tank filling valves CL400, CL300, CL200 and CL100.
5) Open the tank vapour valves CG401/400, CG301/300, CG201/200 and
CG101/100.
6-6
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(400A)
(300A)
(400A)
(50A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6-7
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
Inert Gas
Gas Main
(300A)
Ballast Line
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-701
Liquid Natural Gas
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
Warm Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 6.1.4a Gassing-up Cargo Tanks (Stage-1)
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

6.1.4 Gassing-up Cargo Tanks
1. Introduction
After lay-up or dry-dock, the cargo tanks are filled with inert gas or nitrogen. If
the purging has been done with inert gas, the cargo tanks have to be purged and
cooled down before loading. This is because, unlike nitrogen, inert gas contains
14 % carbon dioxide (CO2), which will freeze at around -60 C and produces a
white powder which can block valves, filters and nozzles.
During purging, the inert gas in the cargo tanks is replaced with warm LNG
vapour. This is done to remove any gases liable to freezing such as carbon
dioxide, and to complete the drying of the tanks.
There are exceptional cases where it may be necessary to undertake the purging
of one or more tanks at sea using LNG liquid already on board. In this case the
liquid will be supplied to the LNG vaporiser via the stripping/spray header by
using the stripping/spray pump of a cargo tank containing LNG liquid. Due to
local regulations on venting methane gas to the atmosphere, some port
authorities may require the entire operation to be carried out with the exhaust
gases being returned to shore facilities.
CG101/100
First Step
No.2 Tank
CG201/200
No.3 Tank
CG301/300
No.4 Tank
CG401/400
LNG liquid is supplied from the terminal to the liquid manifold where it passes
to the stripping/spray header via the appropriate shore connection liquid valve. It
is then fed to the LNG vaporiser and the LNG vapour produced is passed at
+20 C to the vapour header and into each tank via the vapour domes.
Less than 1% CO2 by volume in cargo tanks

including second step.
LNG Vaporiser
Operation Duration
Less than 20 hours Including second step
At the start of the operation to fill the cargo tanks, the piping system and LNG
vaporiser are vapour locked. To help break the vapour lock the stripping/spray
header can be purged LNG vaporiser discharge line via CS510.
Check Points
When 5 % methane (the percentage figure will be specified by the particular port
authority) is detected at No.1 vent mast, the exhaust gas is directed ashore via the
HD compressors bypass line, or to the boilers through the gas burning line.
This operation can be done without the compressors, subject to existing back
pressure, or with one or both HD compressors in service. If possible, it is better
not to use compressors to avoid creating turbulence inside the tanks.
The operation is considered complete when the CH content, as measured at the
bottom of the cargo, exceeds 99 % by volume.
The target values for N2 gas and inert gas CO2 is equal to or less than 1 %. These
values should be matched with the LNG terminal requirements.
This normally entails approximately one point eight (1.8) changes of the volume
of the atmosphere in the cargo tank.
On completion of purging, the cargo tanks will normally be cooled down.
11) Open the header valves at the vapour domes.

No.1 Tank
Replacement of Inert Gas in Cargo Tanks by

Evaporated Natural Gas
The LNG vapour is lighter than the inert gas, which allows the inert gases in the
cargo tanks to be exhausted up the tank filling line to the liquid header. The inert
gas then vents to the atmosphere via the No.1 vent mast.
10) Open the valve CG603 to allow supply to the vapour header.
3. Operating Procedures to Purge the Cargo Tanks with LNG Vapour
Purpose
2. Description
9) Open the outlet valve CG501 from the LNG vaporiser in cargo compressor
room.
- CH4 & O2 content in tank by sampling check

with using sampling valve of each filling line
and sampling valves on each liquid dome top.
- Operating condition of LNG Vaporiser
including monitoring of instrument safety
function (alarm& etc.)
- LNG supply pressure at manifold.
It is assumed, though unlikely in practice, that all valves are closed prior to use.
1) Install the following spool pieces:
Liquid header to No.1 vent mast (SP700).
Liquid header to compressor (SP600) (only if compressor is required)
2) Prepare the LNG vaporiser for use.
3) Adjust the set point of the LNG vaporiser temperature control valve CS503
to +20 C.
4) Using the IAS, adjust the set point of the pressure control valve CG701 to
6.0 kPa (or required value) by using the inching control (remote manual).
5) Open the valve CL700 at the No.1 vent mast.
6) Open the valve CS701, the stripping/spray header crossover valve to the
manifold.
7) Open the valves CS702 and CS600 on the stripping/spray header to enable
supply to reach the LNG vaporiser.
For safety reasons, ensure that the hull water curtain on the connected side is
in operation.
12) Open the valve CS001 (if using the fwd liquid manifold on the port side),
the isolating valve to the stripping/spray header.
13) Using the IAS, open the individual tank loading valves.
No.1 Tank
CL110/100
No.2 Tank
CL210/200
No3 Tank
CL310/300
No.4 Tank
CL410/400
14) Using the IAS, open CL001, the liquid manifold valve on the port side,
and request the terminal to commence supply of LNG liquid to the ship at
a constant pressure of 200 kPa or as required.
15) Adjust position of CG701 to maintain the required tank header pressure at
6.0kPa initially and then higher when sending vapour to the boilers
without using the LD compressors (free flow).
16) Monitor the inert exhausting gas at each 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 exhausted gas at No.1 vent mast riser,
using the sample cock.
17) When 5 % methane, (or the quantity the port authority will allow) is
detected at No.1 vent mast and each vapour dome, request permission
from the terminal personnel to direct exhaust gas to the terminal facilities.
8) Open the valve CS505, the inlet valve to the LNG vaporiser.
6-8
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(400A)
(300A)
(400A)
(50A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6-9
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
Ballast Line
Inert Gas
Gas Main
(300A)
SP-701
CG-600
CG-605
(700A)
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-600
Liquid Natural Gas
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
Warm Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 6.1.4b Gassing-up Cargo Tanks (Stage-2)
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA
6) Open the vapour manifold valve CG001 (port side). This will enable a free
flow of gas to the terminal and is a check that the pipeline layout on board
has been arranged correctly.
Second Step
(See Illustration 6.1.4b)
Purpose
Replacement of Inert Gas in Cargo Tanks by

Evaporated Natural Gas
Less than 1% CO2 by volume in cargo tanks

including first step
LNG Vaporiser
High Duty Compressors
Operation Duration
Less than 20 hours Including first step
Check Points
- CH4 & O2 content in tank by sampling check

with using sampling valve of each filling line
and sampling valves on each liquid dome top.
- Operating condition of LNG Vaporiser/ HD
Compressors
including
monitoring
of
instrument safety function (alarm& etc.)
- LNG supply pressure at manifold.
Inert gas condition CO2: equal to or less than 1 % by vol.

Nitrogen gas condition N2: equal to or less than 1 % by vol.
When 5 % CH content (or the quantity the port authority will allow) is detected
at No.1 vent mast and each vapour dome, request permission from the terminal
personnel to direct exhaust gas to the terminal facilitys flare stack.
1) Prepare both HD compressors for use.
2) Install the spool piece connecting the liquid line to the suction for the HD
compressors (SP600).
4) On the HD compressors open the following valves:
- HD and LD heater and forcing vaporiser, venting via the sampling cocks.
7) Once the flow to the terminal has been established, close the valve CL700
at No.1 vent mast. Using the IAS, adjust the set point of No.1 vent mast
control valve CG701 to the required value (for example 21 kPa, so that this
valve will remain closed during normal running of the compressors, but
would act in a safety capacity if necessary), and re-open the valve CL700.
- HD and LD compressors with the compressor inlet and outlet valves.

Make sure to thoroughly purge each compressor in turn.
8) If the tank pressure increases too much, using the IAS, start one or both of
the HD compressors as necessary.
- Cargo pump lines, stripping/spray pump lines and emergency cargo pump
well via the appropriate line valve and purge sample point.
9) Using the IAS, monitor the pressure inside of the tanks.
- Extremities of vapour header via sample points.
- Vapour crossover and manifolds CG001 and CG002, venting through the
manifold flanges CG003 (P) and CG004(S).
If the pressure increases, request the terminal to reduce the supply of LNG
or increase the flow through the HD compressors by adjusting the set point
on both HD compressors flow rate by IGV adjusting.
4) Request the terminal to stop the supply of LNG liquid.
If the pressure decreases, reduce the flow through the HD compressors by

adjusting the set point of both HD compressors flow rates. Alternatively,
shut down one of the compressors as necessary, or request the terminal to
increase the LNG liquid supply to the LNG vaporiser.
6) Close the valve CS001, the manifold isolating line to the stripping/spray
lines.
When the cargo tank bottom CH content reaches 99.0%, throttle in the individual
tank loading valve until it is only just cracked open.
4. Operating Procedures to Purge the Lines and Equipment with LNG
Vapour
5) Stop both HD compressors, if operated.
NOTE
Do not shut down the LNG vaporiser until it has been warmed through to the
ambient temperature.
7) Remove the spool pieces after purging with nitrogen and testing the gas
content.
8) Prepare the cargo system cool-down.
During the change of atmosphere, purge the following sections for about 5
minutes each:
3) Adjust the set point of the HD compressor flow controller.
3) Purge the following lines and equipment for five minutes each:
This operation will be completed in 20 hours.
1) All sections of the stripping/spray header and tank connections, via the
valves at each liquid dome:
Valve
Description
Position
CG513
No.1 HD Compressor Inlet Valve
Open
No.1 Tank
CS108, 107, 103
CG521
No.1 HD Compressor Outlet Valve
Open
No.2 Tank
CS208, 207, 203
CG514
No.2 HD Compressor Inlet Valve
Open
No3 Tank
CS308, 307, 303
CG522
No.2 HD Compressor Outlet Valve
Open
No.4 Tank
CS408, 407, 403
5) Open the following valves:

CL601/CG604 liquid header vapour supply to the HD compressors and
CG529 HD compressors supply to the manifold
2) Purge manual and ESD valves. The manifold bypass valves are not in use.
The operation is considered complete when all four cargo tanks have at least a
99 % CH content and the acceptable CO2 content and/or N2 content is as
requested by the terminal.
6 - 10
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(50A)
(400A)
(300A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
M
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
(400A)
CL-110
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 11
CS-103
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
Gas Main
(300A)
Ballast Line
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-701
Liquid Natural Gas
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
Cold Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 6.1.5a Cooling Down Cargo Tanks
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

6.1.5 Cooling Down Cargo Tanks
1. Introduction
Arriving at the loading terminal to load the first cargo after refit, or when repairs
require the vessel to be gas free, the cargo tanks will be inert and at ambient
temperature. After the cargo system has been purge-dried and gassed up, the
headers and tanks must be cooled down before loading can commence. The cool
down operation follows immediately after the completion of gas filling, using
LNG supplied from the terminal.
The rate of cool down is limited for the following reasons:
- To avoid excessive pump tower stress.
- Vapour generation must remain within the capabilities of the HD
compressors to maintain the cargo tanks at a pressure between 6.0kPa and
1.2kPa.
- To remain within the capacity of the nitrogen system to maintain the I.B.S
and I.S at the required positive pressures.
- Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls
are not a significant limitation on the rate of cool down.
LNG is supplied from the terminal to the manifold the cool down line and from
there directly to the spray header which is open to the cargo tanks. Once the
cargo tank cool down is nearing completion, the liquid manifold cross-over,
liquid header and loading lines are cooled down.
Cool down of the cargo tanks is considered complete when the mean temperature
of sensors in each tank indicate temperatures of -130 C or colder at most
terminals. Arzew requires a bottom temperature of -145 C before start of
loading. When these temperatures have been reached, and the CTS registers the
presence of liquid, bulk loading can begin.
Vapour generated during the cool down of the tanks is returned to the terminal
via the HD compressors (or free flow) and the vapour manifold, as in the normal
manner for loading.
During cool down, nitrogen flow to the inter barrier space and insulation space
will significantly increase. It is essential that the rate of cool down is controlled
so that it remains within the limits of the nitrogen system to maintain the the
inter barrier space and insulation space minimum pressure of at least 0.3kPa
above atmospheric pressure.
Once cool down is completed and the build up to bulk loading has commenced,
the tank membrane will be at, or near to, liquid cargo temperature and it will take
some hours to establish fully cooled down temperature gradients through the
insulation. Consequently boil-off from the cargo will be higher than normal.
Cooling down the cargo tanks from +40 C to -130 C, over a period of 10 hours
will require a total of about 800 m3 of LNG to be vaporised. Cool down rate in
the cargo tank and insulation spaces is dependant on the amount of LNG
spraying.
2. Preparation for Tank Cool Down
1) Open the spray header valves on each tank to both spray rails until the
vapour lock has cleared and then close the starboard rail down:
Valve
CS103
Prepare the heating system for the cofferdams.

1) Prepare the records for the tank, secondary barrier and hull temperatures.
2) Check that the nitrogen pressurisation system for the insulation spaces
is in automatic operation and lined up to supply the additional nitrogen
necessary to compensate for the contraction of the nitrogen from
cooling of the tanks.
CS107,108
CS203
CS207,208
CS303
CS307,308
CS403
3) Check that the gas detection system is in normal operation.
CS407,408
Description
Position
No.1 cargo tank spray master valve
Open
No.1 cargo tank spray inlet valves
Open
Open
Open
Open
Open
Open
Open
4) Prepare the nitrogen generators for use.

6) To break the vapour lock, initially open both spray nozzle inlet valves
in each tank until medium frosting can be seen on the un-insulated pipe
elbows on the liquid dome, then close the inlet vale to the header not to
be used.
3. Operating Procedure - Gas Return through Vapour Header
Purpose
Cooling-down cargo tanks by LNG spraying in

order to :
- Avoid thermal shock on heavy structure such as
pump tower and equipment.
- Limit the amount of vapour during loading.
Cargo tank average temperature : -130C

(Excluding top sensor)
Operation Duration
Less than 10 hours
Check Points
- Insulation space pressure.

- Tank pressure & temperature.
- LNG supply pressure at manifold
NOTE
The average temperature (except bottom) on IAS is linked to CTS. And this is
not used for cooldown target temperature but used for the averaged vapour
temperature during normal ballast voyage.
Assume that the ship is ready to prepare for cool down after the completion of
gassing up.
6 - 12
NOTE
Only one spray rail is used per tank, the port rail has been used as an
example. The port rail has 79 nozzles and the starboard rail 87 nozzles in
total in all four tanks.
2) Open vapour valves CG101/100, 201/200, 301/300, 401/400 on each
tank.
3) Prepared both HD compressors for use.
4) Adjust the set point of both HD compressors pressure control valve to
6.0kPa (or the required value).
5) Open the HD compressors suction and discharge valves CG513, 514,
521 and CG 522.
6) Open the HD compressors suction from the vapour header CG601 and
discharge valve CG529 to the vapour manifold.
7) Open the vapour manifold valve CG001 (port side). This will enable a
free flow of gas to the terminal and is a check that the pipeline layout on
board has been arranged correctly.
8) Request the terminal to supply LNG liquid for the cooling down
operation at minimum flow rate.
9) Once the vapour lock has cleared and frosting appears on both spray rail
pipe elbows, close the starboard spray rail inlet valves CS108, CS208,
CS308, CS408 and continue the cooldown using the port rail only.
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(50A)
(400A)
(300A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
M
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
(400A)
CL-110
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 13
CS-103
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
Gas Main
(300A)
Ballast Line
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-701
Liquid Natural Gas
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
Cold Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 6.1.5a Cooling Down Cargo Tanks
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

10) When the vapour pressure inside the tanks rises to 7.0kPa start one of
the HD compressors as necessary using the IAS. Increase the spray
nozzle pressure to 200kPa.
Valve
Description
Position
CG517
No.1 HD compressor bypass valve
Auto
CG518
No.2 HD compressor bypass valve
Auto
11) After cooling down the lines, request the terminal to supply a pressure
of 200 kPa at the ships rail. Monitor the tank pressure and the cooling
down rate.
12) Using the IAS, monitor the pressure inside the tanks and temperature
cooldown rate. Adjust the pressure using the hydraulic driven valve
CS103, CS203, CS303, CS403 if required. Open or close the port spray
rail inlet valves CS107, CS207, CS307, CS407 to obtain an average
temperature fall of 25/30C per hour during the first four hours,
thereafter 10/12C per hour.
If the cargo tank pressure increases to above 1.2kPa, request the
terminal to reduce the supply of LNG, or increase the flow through the
HD compressor by adjusting the set point on the HD compressor control
valves.
If the pressure decreases, reduce the flow through the HD compressors
by adjusting the set point of both HD compressors by the control valve.
13) When the completed cooldown operation, request the terminal to stop
LNG supply, and close CL001. The other valves should remain open
until the lines have warmed up.
14) Stop the HD compressor(s) if loading does not take place after cool
down.
6 - 14
LNGC GRACE ACACIA

6.2 Ballast Passage
A characteristic of the cargo tanks of the Gaz Transport membrane type is that as
long as some quantity of LNG remains at the bottom of the tanks, the
temperature at the top will remain below -50 C.
However, if the ballast voyage is too long, the lighter fractions of the liquid will
evaporate. Eventually most of the methane disappears and the liquid remaining
in the tanks at the end of the voyage is almost all LPG with a high temperature
and a very high specific gravity, which precludes pumping. Thus the operator
should consider heel quantity for coolant when a ballast voyage is too long.
Due to the properties of the materials and to the design of the membrane cargo
containment, cooling down prior to loading is, theoretically, not required for the
tanks. However, to reduce the generation of vapour and to prevent any thermal
shock on the heavy structures, e.g. the pump tower, loading takes place when the
tanks are in a COLD STATE.
1. Cold Maintenance during Ballast Voyage
Different methods are used to maintain the cargo tanks in a cold condition
during ballast voyages:
1) For short voyages a sufficient amount of LNG is retained in each tank at
the end of discharge. The level must never be above 10% of the length of
the tank and the quantities can be calculated by considering a boil-off of
approximately 0.15% per day, or the figure supplied by the shipyard from
the boil-off calculations, and the need to arrive at the loading port with a
minimum layer of 10 cm of liquid spread over the whole surface of the
tank bottom (with the ship on an even keel). These actual quantities will
have to be confirmed after a few voyages.
With this method of cold maintenance, the tank bottom temperature
should be below -130C which allows loading without further cooling
down. If the bottoms are warmer than -130C then the vessel would have
to spray to bring the bottom temperature down to -130C before loading.
2) During longer ballast voyages, the lighter parts of the liquid layer
remaining in the tank will evaporate, thus making the liquid almost LPG
and at temperatures of higher than -100C. The upper parts of the tanks
will reach almost positive temperatures and under these conditions it will
be necessary to cool down the tanks before loading.
Two methods of cooling down are possible, and the one selected will
depend on the operating conditions of the ship.

The amount of the LNG heel that needs to be retained will be
calculated by assuming a boil-off rate of 0.15% per day.
Cool down the tanks just before arrival at the loading terminal. At the
previous cargo discharge, the LNG heel is retained in a single tank and
the other tanks allowed to warm up. On top of the quantity to be
sprayed, the amount of the LNG heel to be retained will be calculated
by assuming a boil-off rate of 0.10% per day. Start spraying prior to
arrival at the load port so that the average tank temperatures will be 130C or colder upon arrival.
Whichever method is used, cooling down is carried out by spraying LNG inside
the tanks. Each tank is provided with two spray rings, each capable of the same
flow rate.
NOTE
If this method is chosen the cooldown should be started one or two days prior to
arrival at the loading terminal. Only one or two tanks are cooled down at a time
so that the excess vapours from the cooldown can be burned in the ships boilers
as needed fuel, instead of cooling down too quickly and having to vent or dump
steam to dispose of the excess gas pressure.
Conservation of bunkers is important; consequently, the cooperation of all
members of the management team is essential to ensure as much boil-off gas as
possible is used to supply boiler fuel demand, thus keeping fuel oil consumption
to a minimum.
The LD compressor is used for gas burning on the ballast voyage in the same
way as on a loaded voyage, with control of the compressor from vapour header
pressures.
Gas burning during ballast passages can be done with gas to boiler on free flow.
The LD compressor need not be operated.
If a long delay at the loading port is experienced, the remaining heel will slowly
boil-off and the gas available for burning will reduce. Therefore, care must be
taken to stop gas burning as the tank system pressures continue to drop as the
temperature rises. The degree of natural warm-up will depend on the time factor,
voyage and weather conditions.
After refit, the first ballast voyage will have to be made using fuel oil only.
Due to the different calorific values of fuel oil and gas, engine power will require
controlling to prevent overloading the boilers.
Maintain the cargo tank partially cold during the ballast voyage. At the
discharge port retain a heel in all tanks with the bulk in a single tank,
provided that the level does not exceed 10% of the tank length (see
sloshing). During the voyage the temperature in all tanks is maintained
by periodically spraying LNG into the tanks.
6 - 15
LNGC GRACE ACACIA
Blank Page
6 - 16
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(50A)
(400A)
(300A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
M
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
(400A)
CL-110
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 17
CS-103
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
Liquid Natural Gas
Gas Main
(300A)
Ballast Line
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-701
Cold Natural Gas
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
Warm Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 6.2.1a Cooling Down Tanks Prior to Arrival
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

6.2.1 Cooling Down Tanks Prior to Arrival
It is assumed all valves are closed prior to use and heel for cool down has been
retained in No.4 cargo tank. All other tanks have been allowed to warm up
owing to the length of the voyage.
To colder the tank temperatures are prior to loading the less boil-off there will be
during the initial part of the voyage.
1. Operation Procedure for Cooling Down Cargo Tank Prior to Arrival
Purpose
-Cooling-down cargo tanks by LNG spraying (One

Spray Pump to be used)
-Boil off gas burning as fuel

-Spray Pump
-Low Duty Compressors
-Low Dury Heater
Operation Duration
Less than 10 hours
Check Points
- Operating condition of spray pump and LD

compressor / LD heater including monitoring of
instrument safety function (alarm & etc.)
- Pressure of vapour header.
- Spray pump discharge pressure/ current.
- Temperature of cofferdams.
- Temperature & pressure of insulation spaces.
NOTE
1) Prepare one LD compressor on line to supply the engine room with
boil-off gas for the boilers.
CG508
LD heater flow control valve
Auto
CG506
LD heater bypass control valve
Auto
From the IAS the flow of gas to the boilers is initiated by opening valve
CG606.
cooling of the tank.
No.1 Tank
CG101/100
No.2 Tank
CG201/200
No.3 Tank
CG301/300
No.4 Tank
CG401/400
Cargo Spray Nozzle Performance Curve

35.0
6) Open the valves on the stripping/spray header CS103, 203, 303, 403,
700 and CS702.
7) The No.4 spray pump is started in sequence after the spray discharge
valve CS401 is opened, to allow minimum flow and to cool down the
spray header.
8) Once cooldown of the spray header to No.4 tank is complete, the
sequence automatically shuts in valve CS400 to allow the remainder of
the spray line to cool down. Open the spray rail inlets on all tanks.
Valve
Description
Open
3) On No.1 LD compressor and LD heater open the following valves;
CS308
No.3 tank stbd spray inlet valve
Open
CS408
Open
CG515
No.1 LD compressor inlet valve
Open
CG523
No.1 LD compressor outlet valve
Open
CG504
LD heater inlet valve
Open
CG510
LD heater outlet valve
Open
15.0
5.0
0.0
20
50
70
100
150
200
300
400
500
600 700
Pressure (kpa)
Position
Open
20.0
10.0
CS208
Vapour header to compressor supply line valve
30.0
25.0
Open
CG601
2. Cargo Line Cooling Down
Capacity (liters / Minute)
Position
12) On completion of cool down leave the spray header valves open to
allow the spray line to warm up to the ambient temperature before
closing them.
3. Cargo Spray Nozzle (for LNG)
CS108
Description
11) Open the spray return valves on No.1, 2 and 3 tanks, valve CS100, 200,
300 and transfer the required amount of heel to each tank.
Normally, cooling down operations for cargo lines on membrane type LNG
vessels may not be required before arrival alongside the terminal.
Operators should review the implementation procedure agreed between the
seller and the buyer.
2) Adjust the set point of the LD compressor pressure control valve to

Valve
10) When all the tanks have attained the required temperature or lower,
either continue to spray tanks until required heel is transferred or as
follows:
Care should be taken to maintain control of vapour pressure by use of gas in the
boilers as fuel, or in the case of an emergency, vented to atmosphere via No.1
vent mast.
9) Once all spray headers are cool, increase flow by adjusting the spray
pump discharge valve and flow to cargo tanks to maintain an even cool
down and control of vapour pressure.
6 - 18
Nozzle
Capacity
Inlet
Connection Size
NPT
3/4 BD
- 316LSS25
2.5
Body
Orifice
Diam.
Nom
mm
Cap
Orifice
Diam.
Nom
mm
0.5
bar
1
bar
1.5
bar
2
bar
3
bar
6
bar
0.5
bar
1.5
bar
6
bar
7.1
7.5
8.1
11.4
14.0
16.1
19.7
28
63"
70"
74"
SPRAY ANGLE
CAPACITY (Liters / Minule)
MATERIAL
SUS316L
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
CS-005
(80A)
(100A)
(650A)
(500A)
CL-003
CS-002(80A)
ESD
CL-004
(400A)
(400A)
ESD
CL-008
ESD
CG-004
CG-002
(400A)
(400A)
(300A)
CG-700
(400A)
SP-100
CG-101
CS-107
(50A)
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
M
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
CG-701
CL-110
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 19
CS-103
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
SP-700
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
CS-701
CS-700
CL-700
(300A)
Spray Main
Sprayers
CG-702
(100A)
(50A)
(65A)
(400A)
(400A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
(600A)
CG-703
ESD
(400A)
(8A)
SP-300
CG-301
CR-304
CS-307
(50A)
CS-308
(40A)
CL-300
(300A)
(50A)
(80A)
CG-001
(400A)
ESD
(500A) CL-010
CL-011(500A)
CL-012
(450A)
(400A)
CR-305
(300A)
Liquid Main
CL-305
CL-306
(CL-308)
Foot Valve
Flow Meter
(650A)
CG-300
CS-300
CS-301
CS-302
CL-301
(300A)
(300A)
(400A)
(600A)
No.4 Cargo Tank
(400A)
(PORT)
S
Spray Pump

(Flanged Type)
Ball Valve
(600A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
CL-302
CL-303
CL-304
FL-300
(300A)
(50A)
(65A)
(400A)
(400A)
CL-405
CL-406
(400A)
(600A)
2
(CL-408)
Foot Valve
Sprayers
Vapour Main
CS-304
Radar Beam Type

Level Gauge Pipe
(PORT)
(STBD)
(50A)
SA-356 SA-355
(8A)
SA-354 SA-353
SA-352 SA-351
(8A)
(8A)
CG-401
CS-407
SP-400
(50A)
(50A)
CS-408
(40A)
CL-400
(300A)
(300A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
(300A)
CR-404
(50A)
(400A)
CR-405
Control Valve
(700A)
No.3 LNG
Vent Mast
(50A)
CS-406 For IBS

Stripping
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-404
Needle Valve
To Cofferdam
(80A)
CS-403
CL-410
No.4 LNG
Vent Mast
(400A)
(300A)
CS-702
(400A)
(450A)
CS-600
(80A)
(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
(300A)
Ballast Line

Y-type Strainer
Gas Main
(300A)
CL-601
(300A)
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
SP-701

(400A)
(50A)
(50A)
Inert Gas Dry Air

From Engine Room
Liquid Natural Gas
(80A)
CS-008(80A)
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Cold Natural Gas
CG-502
ESD
(40A)
(500A)
CS-504
CL-015
(40A)
CS-501
Description
Orifice
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
Symbol
Warm Natural Gas
Stripping Crossover
CG-529
(600A)
Liquid Crossover
No.1 H/D
Compressor
(600A)
CS-503
SP-602
ESD
CG-513
CG-525 CG-521
Vapour Crossover
(250A)
(450A)
CG-511
(600A)
CG-517
(600A)
CG-503
Key
Liquid Crossover
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
(300A)
(80A)
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
(300A)
CG-504
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
To Engine Room
CG-520
(750A)
CG-510
CS-007
CL-009
(400A)
Illustration 6.2.2a Cooling Down One Tank During Ballast Voyage
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

6.2.2 Spraying During Ballast Voyage
6) Open the valves on No. 4 tank spray line header:
Assuming a single tank is to be cooled down using heel in that cargo tank.
It is assumed all valves are closed prior to use and it is No.4 cargo tank that is to
be cooled down.
2. Sloshing
Valve
Description
Position
CS403
No. 4 tank spray master valve
Open
CS400
No.4 tank spray return valve
Open
1. Operation Procedure for Cooling Down One Tank During Ballast Voyage
1) Prepare one LD compressor on line to supply the engine room with
boil-off gas for the boilers.
2) Adjust the set point of the LD compressor pressure control valve to
3) On No.1 LD compressor and LD heater open the following valves;
Valve
Description
Position
CG601
Vapour header to compressor supply line valve
Open
CG515
Open
CG523
No.1 LD compressor outlet valve
Open
CG504
Open
CG510
Open
CG508
LD heater flow control valve
Auto
CG506
Auto
7) The No.4 spray pump is started in sequence after the spray discharge
valve CS401 is opened, to allow minimum flow and to cool down the
spray header.
8) Once cooldown of the spray header to No.4 tank is complete, shut in on
valve CS400 and open the spray ring inlet valve CS408 on No.4 tank.
Care should be taken to maintain control of vapour pressure either by use of gas
in the boilers as fuel.
8) Increase flow by adjusting the spray pump discharge valve and flow to
the tank in order to maintain an even cooldown and control of vapour
pressure.
10) When the tank has attained the required minimum temperatures stop the
spray pump.
allow the spray line to warm up to ambient temperature before closing
them.
The above operation can be repeated for each individual tank.
From the IAS the flow of gas to the boilers is initiated by opening valve
CG606.
cooling of the tank.
CG101/100
No.2 Tank
CG201/200
No.3 Tank
CG301/300
No.4 Tank
CG401/400
The ships cargo tanks are designed to limit the impact forces and the safety
margin has been considerably enlarged. However, operators should always be
aware of the potential risks to the cargo containment system and also on the tank
equipment due to sloshing.
2. Precautions to Avoid Damage due to Sloshing
1) Filling limit for cargo tank level
The first precaution is to maintain the level of the cargo tanks within the
required limits i.e.:
Lower than a level corresponding to 10% of the length of the tank.
Tank 1
Tank 2
Tank 3
Tank 4
3.2185 m
from the tank
bottom
4.5445 m
from the tank
bottom
4.5445 m
from the tank
bottom
4.0685 m
from the tank
bottom
Higher than a level corresponding to normally 70% of the height of

the tank.
Tank 1
Tank 2
Tank 3
Tank 4
19.278 m
from the tank
bottom
19.278 m
from the tank
bottom
19.278 m
from the tank
bottom
19.278 m
from the tank
bottom
2) Ships movement:
The second precaution is to try to limit the ships movement, which
would generate sloshing in the tanks.

No.1 Tank
From the experience gained on the first LNG ships put into service and from a
large number of model tests and computer analyses, Gaz Transport Technigaz
have designed the Mark III system which is reasonably free from any sloshing
risk.
The amplitude of sloshing depends on the sea condition (wave pattern),

the trim and the speed of the ship.
6 - 20
LNGC GRACE ACACIA

6.3 Loading
It is assumed that all preparatory tests and trials have been carried out as per
section 6.2 on the ballast voyage prior to arrival at the loading terminal.
All operations for the loading of cargo are controlled and monitored from the
ships CCR. The loading of LNG cargo and simultaneous de-ballasting are
carried out in a sequence to satisfy the following:

The cargo tanks must be maintained in conjunction with the vapour header on
deck, with the vapour valve on each tank dome open.
If the tanks have not been previously cooled down, LNG spraying is carried out.
Alongside the Terminal
1) Connect and bolt up the shore ground cable.
2) Connect and test the shore communication cable.
1) The cargo tanks are filled at a uniform rate.
3) Test the telephone for normal communication with the terminal.
2) List and trim are controlled by the ballast tanks.
4) Test the back-up communication arrangements with the terminal.
3) The cargo tanks are to be topped off at the fill heights given by the
loading tables (98.5%).
5) Change over the blocking switch for the shut down signal from the
terminal, from the blocked to the terminal position.
4) During topping off, the ship should be kept on an even keel.
6) Connect the terminal loading arms to the four LNG crossovers and one
vapour crossover. This operation is done by the terminal personnel.
5) During loading, the ship may be trimmed in accordance with the

terminal maximum draught, in order to assist in emptying the ballast
tanks.
6) The structural loading and stability, as determined by the loading
computer, must remain within safe limits.
An officer responsible for the operation must be present in the Cargo Control
Room CCR) when cargo is being transferred. A deck watch is required for
routine checking and/or any emergency procedures that must be carried out on
deck during the operation.
7) Check that the coupling bolts are lubricated and correctly torque and
check QCDC (Quick Connect Disconnect) gasket for damage (if
applicable).
8) In the CCR, switch on the cargo tank level alarms and level shutdowns
which are blocked at sea.
9) Switch the independent level alarms from blocked to normal on each
tank.
During the loading operations, communications must be maintained between the

ships CCR and the terminal: telephone and signals for the automatic actuation
of the Emergency Shutdown from or to the ship are to be in operation.
10) Switch the derived level alarms from blocked to normal on each tank.
At all times when the ship is in service with LNG and mainly during loading, the
following are required:
12) Connect the nitrogen purge hoses to the crossover connections and
purge the air from each loading arm using N2 gas from shore.
- The pressurisation system of the insulation spaces must be in operation

with its automatic pressure controls.
13) Pressurise each loading arm with full nitrogen pressure through the
purge valve, and soap test each coupling for tightness.
- The secondary Float Level Gauge system should be maintained ready for
operation.
14) Bring the ship to a condition of no list and trim, and record the arrival
conditions for custody transfer documentation. Official representatives
of both buyer and seller are to be present when the printouts are run
- The temperature recording system and alarms for the cargo tank, barriers
and double hull structure should be in continuous operation.
11) Verify that alarms for level shut downs blocked are cleared.
- The gas detection system and alarms must be in continuous operation.

Normally when loading the cargo, vapour is returned to the terminal by means of
the HD compressors or shore compressor. The pressure in the ships vapour
header is maintained by adjusting the compressor flow.
6 - 21
LNGC GRACE ACACIA
Blank Page
6 - 22
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(50A)
(400A)
(300A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
M
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
(400A)
CL-110
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 23
CS-103
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
Gas Main
(300A)
Ballast Line
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-701
Liquid Natural Gas
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
Cold Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 6.3.2a Ships Liquid Lines Cool Down
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

6.3.2 Ships Liquid Lines Cool Down
6) Open the following valves on the HD compressors.
Assuming the ship is port side alongside.
Valve
1) Check the connection of the liquid / vapour arms, communications with

shore, ship-shore electrical and pneumatic connection and ESDS safety
devices.
2) Set up the tank valves:
CG601
Description
Position
CL110
No.1 tank liquid branch valve
Open
CL210
Open
CL310
Open
CL410
Open
CG101/100
No.1 tank vapour valve
Open
CG201/200
Open
CG301/300
Open
CG401/400
Open
CL100
No.1 tank filling valve (10%)
Open
CL200
No.2 tank filling valve
Closed
CL300
Closed
CL400
No.4 tank filling valve (10%)
Open
3) Open the following valves if necessary for additional cool-down the

cargo tanks.
Valve
Description
CS001
Port manifold No.1 stripping crossover valve
Open
CS701
Spray main crossover valve
Open
CS700/702
Spray header block valves
Open
Position
Vapour header to compressor supply line
Open
CG513/521
No.1 HD compressor inlet/ outlet valves
Open
CG514/522
Open
Compressor supply valve to vapour manifold
Open
CG529
Valve
Description
7) Open the vapour manifold vale CG001. This will enable a free flow of
gas to the terminal and is a check that the pipeline layout on board has
been arranged correctly.
8) Open the liquid manifold valves CL002, 006, 010 and the liquid
manifold ESD valves CL001, 005, 009.
9) Request shore to supply LNG at a slow rate through all three loading
arms.
NOTE
In order to avoid the possibility of pipe sections hogging, the liquid header and
crossovers must be cooled down.
10) Adjust the cargo tank filling valves CL110 and 410 to maintain an even
cool-down, nearing the end of the cool-down operation, crack open
cargo tank filling valves CL210 and 310 to cool-down this section.
11) When the temperature at the liquid header has fallen to -100C, ship
cool-down is complete.
Other methods of line up for cooling liquid may be utilized for ship / shore
requirements.
Position
(LNG to the spray nozzle: CS103, 107, 108, 203, 207, 208, 303, 307,
308, 403, 407 and 408.)
5) Adjust the set point of both HD compressors pressure control valve to
6 kPa (or the required value).
6 - 24
LNGC GRACE ACACIA

Cool down & Loading Sequence
BERTHING
SETTING OF THE SHORE GANGWAY
FITTING OIL FENCE & WARNING BUOYS
INSTALLATION OF COMMUNICATION SYSTEM(F/O CABLE),

ESD PNEUMATIC HOSE
COOL DOWN REMAINING LOADING ARMS

TRIP TEST
SHIP/SHORE PRE-LOADING MEETING
LOADING STARTED
START WATER CURTAIN

SAMPLING
CONNECTING LOADING ARM
LOADING FINISHED
LEAK TEST & O2 PURGING
DRAIN THE LIQUID LOADING ARM
LINE UP FOR PURGING THE INERT GAS
FINAL GAUGING (CLOSING CTMS)

START GAS BURNING
HOT CONDITION TRIP TEST
PURGING THE LIQUID LOADING ARM
LIQUID ARM COOL DOWN
DISCONNECTING LIQUID LOADING ARM
COLD CONDITION TRIP TEST
PURGING THE VAPOUR RETURN ARM
GASSING UP STARTED
VAPOUR LINE OPENED
OPENING
CTMS
DISCONNECTING VAPOUR RETURN ARM
GASSING UP FINISHED
STOP WATER CURTAIN
COOL DOWN OF CARGO TANKS STARTED
MEETING AFTER LOADING
DISCONNECTING THE ESD PNEUMATIC HOSE,

COMMUNICATION SYSTEM (F/O CABLE)
COOL DOWN OF LIQUID LINE
REMOVAL OF
WARNING BUOYS
REMOVING THE SHORE GANGWAY
COOL DOWN OF CARGO TANKS COMPLETED
UNBERTHING
6 - 25
LNGC GRACE ACACIA

LNG Loading Operation Sequence
BERTHING
FITTING OIL FENCE & BUOYS

ESD PNEUMATIC HOSE
SHIP/SHORE PRE-LOADING MEETING
DRAINING THE LIQUID LOADING ARM
START WATER CURTAIN

START GAS BURNING
O2 PURGING WITH N2 & LEAK TEST
STOP GAS BURNING

INITIAL GAUGING (OPENING CTMS)
PURGING THE VAPOUR ARM
RETURNING BOIL-OFF VAPOUR TO SHORE
DISCONNECTING VAPOUR ARM
ESD TEST UNDER WARM CONDITION
STOP WATER CURTAIN
LOADING ARM COOLING-DOWN
MEETING AFTER LOADING
ESD TEST UNDER COLD CONDITION

START LOADING
SAMPLING
REMOVAL OF
WARNING BUOYS

FINISH LOADING
UNBERTHING
6 - 26
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(50A)
(400A)
(300A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
M
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
(400A)
CL-110
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 27
CS-103
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
Gas Main
(300A)
Ballast Line
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-701
Liquid Natural Gas
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
Cold Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 6.3.3a Loading with Vapour Return to Shore
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

It is assumed for clarity of the description that all valves are closed prior to use
and that the ship is port side alongside.
1. Checks to be made before Cargo Operation
1) Test the remote operation of all cargo tank valves and manifold ESD
valves.
2) Test the remote operation of ballast valves. Test the HD compressors,
water ballast pumps, safety systems and glycol heating systems.
2. Safety Precautions
4) Adjust IBS nitrogen supply control valves are set to 0.5kPa at the IAS
and the IS supply control valves are set for IBS plus 0.2kPa gauge, i.e.
0.7kPa.
5) Adjust IBS exhaust regulating valves are set for 1.0kPa and the IS is set
for IBS plus 0.7kPa, i.e. 1.7kPa.
6) Switch on the unblocking level alarms in the Custody Transfer System
and run the custody transfer print-out for official tank gauging. The
CTMS should be open before the loading arm cool down operation.
7) Open the gas outlet valves on each cargo tank vapour dome (normally
these valves are left open).
CL200
Open
CL300
Open
CL400
Open
13) Monitoring the tank pressures in order to achieve a pressure of about

8.0 kPa. Open the valves CG601, CG529 and CG001 for vapour return
to shore. Start one or both HD compressors as necessary.
14) Start shore loading pumps in accordance with terminal sequence.
15) Increase to full loading rate gradually.
16) Adjust the opening of the each tank filling valve to maintain an even
distribution.
1) Ensure that the hull water curtain is in operation on the loading side (in
this case the port side).
No.1 Tank
CG101/100
No.2 Tank
CG201/200
2) Prepare the fire fighting equipment, water hoses and protective clothing
for use. In particular, the manifold dry powder monitors should be
correctly aligned ready for remote operation. Ensure the water spray
system on deck is ready for operation, filters installed and off-shore
blanks removed.
No.3 Tank
CG301/300
No.4 Tank
CG401/400
17) Start the de-ballasting sequence. Keep draught, trim and hull stresses
within permissible limits by controlling de-ballasting.
8) Open the inlet/outlet valves on the HD compressors.
18) Start bulkhead heating in the cofferdams. This should already be

running in automatic.
3) Prepare both HD compressors for use with seal gas and LO systems in
operation.
3. Cargo Loading Operation
Purpose
Loading of LNG supplied from Shore
Cargo Tanks Filling : 98.5% in volume
Operation Duration
About 12.5 hours based on loading flow rate

(12,000m3/h)
Check Points
- Custody Transfer System (Level, Temp.,Pressure)

- Temperature of insulation spaces & cofferdams
- Float level gauge
- Cargo tank filling volume
- LNG supply pressure at manifold
- Operating condition of H/D compressors including
monitoring of instrument safety function (alarm &
etc.)
Valve
Description
Position
CG513/521
Open
CG514/522
Open
9) Check:
Optical fibre system.
Connection of liquid and vapour arms.
Communications with shore.
Ship/shore electrical and pneumatic connection and safety devices
ESDS.
10) Carry out safety inspections.
11) Complete the relevant ship/shore safety checklist.
12) Set up the tank valves:
Valve
Description
1) Ensure that the nitrogen buffer tank is at maximum pressure.
CL110
Open
2) Arrange nitrogen piping to preferentially feed the primary insulation

spaces.
CL210
Open
CL310
Open
CL410
Open
CL100
Open
3) Check the Inter barrier spaces additional supply valves NC#09, #15 for
each tanks as standby.
6 - 28
Position
19) Ease in the filling valve of each tank as the tank approaches full
capacity.
20) High level alarms. When any tank approaches 98.5 % capacity (signal
from radar level gauge) inform the shore.
High/High level alarms. Standby valve before level approaches about
99 % (signal from radar level gauge).
Close valve at correct filling limit capacity.
WARNING
Extreme and very high level alarms and shut downs are emergency devices only
and should on no account be used as part of the normal topping-off operation.
21) Before topping-off the first cargo tank, request shore to reduce loading
rate and continue reducing when topping off each following tank.
22) When a tank is at its required level, close the corresponding filling valve
and request shore to stop corresponding loading pump: No.1 cargo tank
CL110, No.2 cargo tank CL210, No.3 cargo tank CL310. It is
convenient to finish loading by No.4 cargo tank; for ease of line
draining, leave space for 50m3 available in the tank.
23) Stop loading when the final cargo tank reaches a capacity according to
the filling chart, minus an allowance for line draining and leave No.4
cargo tank filling valve open (CL410).
24) Liquid lines, including the horizontal part of the crossover, will
automatically drain to No.4 cargo tank. The inclined parts of the
manifold are purged inboard with nitrogen.
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(50A)
(400A)
(300A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
M
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
(400A)
CL-110
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 29
CS-103
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
Gas Main
(300A)
Ballast Line
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-701
Liquid Natural Gas
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
Cold Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 6.3.3a Loading with Vapour Return to Shore
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA
25) On completion of draining loading arms, close the liquid manifold

double shut valves. The shore lines are now pressurised at 0.2MPa to
0.3MPa with nitrogen.
26) Open the liquid manifold bypass valves to allow the nitrogen to flush
the liquid into No.4 cargo tank. Close the bypass valves when the
nitrogen pressure has fallen to 0 kPa.
Repeat the operation 3 times, or until no liquid remains in the manifold
lines.
27) The purging of the liquid lines should be carried out one at a time.
28) When gas readings obtained from an explosimeter are less than 50%
LEL at the vent cocks, all valves are closed and the loading arms are
ready to be disconnected.
29) Leave loading valve of tank No.4 (CL410) open until the piping has
returned to the ambient temperature.
In CCR
30) Tank level alarms.
Inhibit independent level alarms prior to proceeding to sea.
31) Complete the de-ballasting operation to obtain an even keel situation for
final measurement. When measurement is completed, adjust the ballast
tank levels for sailing condition.
32) Stop the HD compressors just prior to sailing, before closing vapour
manifold ESD valve CG001 (Ship is loading from portside) for nitrogen
purging and disconnecting the loading arms. If departure is delayed, the
vapour return to shore should be continued. Close CTMS by
independent surveyor
33) Disconnect the vapour arms.
34) Prepare the cargo system for gas burning at sea.
35) Open valves necessary to allow warming up. These are normally the
filling valves and spray valves on the tank domes.
6 - 30
LNGC GRACE ACACIA

Illustration 6.3.4a De-Ballasting by Gravity
Engine Room
Low Sea
Chest
From Inert Gas/

Dry Air System
(450A)
(350A)
LX
(250A)
No.1
BA-44
(300A)
No.2
BA-45
BA-41
FWD Ballast
Water Tank (P)
BA-38
BA-04
LX
LX
LIAHL
LIAHL
Bow
Thruster
and
Em'cy
Fire
Pump
Room
(40A)
BA-03
BA-46
BA-47
(40A)
LX
BA-05
BA-09
BA-11
LIAHL
LX
(200A)
Water Spray Pump

(850 m3/h x 110MTH)
LIAHL
BA-07
(550A)
(350A)
(200A)
BA-37
BA-42
(350A)
BA-06
BA-08
BA-10
TV-01
(250A)
Double O-ring
GRP Sleeve
BA-13
(200A)
(200A)
BA-35
(200A)
BA-40
LX
LIAHL
LX
(350A)
Fore Peak
Tank
(Void)
LIAHL
FWD Ballast
Water Tank (S)
LX

BA-43
Trunk
(750A)
BA-39
(550A)
BA-23
(350A)
No.3 Water
Ballast Pump
(3,000 m3/h x 30MTH)
(550A)
BA-34
Ballast
Stripping
Eductor
BA-22
BA-36
BA-28
LX
(550A)
(550A)
BA-32
LIAHL
(350A)
BA-21
LIAHL
(350A)
No.2 Water
Ballast Pump
TV-02
BA-20
BA-27
BA-12
(550A)
(40A)
BA-26
BA-19
BA-14
AFT Peak
Tank
No.1 Water
Ballast Pump
BA-15
(550A)
BA-30 BA-29
BA-25
LX
(550A)
(40A)
BA-31
(350A)
LIAHL
BA-18
BA-17 BA-16
BA-24
LIAHL
(350A)
LIAHL
BA-33
LX
(350A)
(350A)
To Main
Condenser
To I.G.G.
High Sea
Chest
Cargo Tank
Key
Ballast Main (550A)
Sea Water Line
Water Ballast
Tank (P)
Inert Gas Line
Water Ballast
Tank (S)
(350A)
6 - 31
Pipe Duct
(350A)
LNGC GRACE ACACIA

Illustration 6.3.4b De-Ballasting by Pump
Engine Room
Low Sea
Chest
From Inert Gas/

Dry Air System
(450A)
(350A)
LX
(250A)
No.1
BA-44
(300A)
No.2
BA-45
BA-41
FWD Ballast
Water Tank (P)
BA-38
BA-04
LX
LX
LIAHL
LIAHL
Bow
Thruster
and
Em'cy
Fire
Pump
Room
(40A)
BA-03
BA-46
BA-47
(40A)
LX
BA-05
BA-09
BA-11
LIAHL
LX
(200A)
Water Spray Pump

(850 m3/h x 110MTH)
LIAHL
BA-07
(550A)
(350A)
(200A)
BA-37
BA-42
(350A)
BA-06
BA-08
BA-10
TV-01
(250A)
Double O-ring
GRP Sleeve
BA-13
(200A)
(200A)
BA-35
(200A)
BA-40
LX
LIAHL
LX
(350A)
Fore Peak
Tank
(Void)
LIAHL
FWD Ballast
Water Tank (S)
LX

BA-43
Trunk
(750A)
BA-39
(550A)
BA-23
(350A)
No.3 Water
Ballast Pump
(3,000 m3/h x 30MTH)
(550A)
BA-34
Ballast
Stripping
Eductor
BA-22
BA-36
BA-28
LX
(550A)
(550A)
BA-32
LIAHL
(350A)
BA-21
LIAHL
(350A)
No.2 Water
Ballast Pump
TV-02
BA-20
BA-27
BA-12
(550A)
(40A)
BA-26
BA-19
BA-14
AFT Peak
Tank
No.1 Water
Ballast Pump
BA-15
(550A)
BA-30 BA-29
BA-25
LX
(550A)
(40A)
BA-31
(350A)
LIAHL
BA-18
BA-17 BA-16
BA-24
LIAHL
(350A)
LIAHL
BA-33
LX
(350A)
(350A)
To Main
Condenser
To I.G.G.
High Sea
Chest
Cargo Tank
Key
Ballast Main (550A)
Sea Water Line
Water Ballast
Tank (P)
Inert Gas Line
Water Ballast
Tank (S)
(350A)
6 - 32
Pipe Duct
(350A)
LNGC GRACE ACACIA

Illustration 6.3.4c De-Ballasting by Stripping Eductor
Engine Room
Low Sea
Chest
From Inert Gas/

Dry Air System
(450A)
(350A)
LX
(250A)
No.1
BA-44
(300A)
No.2
BA-45
BA-41
FWD Ballast
Water Tank (P)
BA-38
BA-04
LX
LX
LIAHL
LIAHL
Bow
Thruster
and
Em'cy
Fire
Pump
Room
(40A)
BA-03
BA-46
BA-47
(40A)
LX
BA-05
BA-09
BA-11
LIAHL
LX
(200A)
Water Spray Pump

(850 m3/h x 110MTH)
LIAHL
BA-07
(550A)
(350A)
(200A)
BA-37
BA-42
(350A)
BA-06
BA-08
BA-10
TV-01
(250A)
Double O-ring
GRP Sleeve
BA-13
(200A)
(200A)
BA-35
(200A)
BA-40
LX
LIAHL
LX
(350A)
Fore Peak
Tank
(Void)
LIAHL
FWD Ballast
Water Tank (S)
LX

BA-43
Trunk
(750A)
BA-39
(550A)
BA-23
(350A)
No.3 Water
Ballast Pump
(3,000 m3/h x 30MTH)
(550A)
BA-34
Ballast
Stripping
Eductor
BA-22
BA-36
BA-28
LX
(550A)
(550A)
BA-32
LIAHL
(350A)
BA-21
LIAHL
(350A)
No.2 Water
Ballast Pump
TV-02
BA-20
BA-27
BA-12
(550A)
(40A)
BA-26
BA-19
BA-14
AFT Peak
Tank
No.1 Water
Ballast Pump
BA-15
(550A)
BA-30 BA-29
BA-25
LX
(550A)
(40A)
BA-31
(350A)
LIAHL
BA-18
BA-17 BA-16
BA-24
LIAHL
(350A)
LIAHL
BA-33
LX
(350A)
(350A)
To Main
Condenser
To I.G.G.
High Sea
Chest
Cargo Tank
Key
Ballast Main (550A)
Sea Water Line
Water Ballast
Tank (P)
Inert Gas Line
Water Ballast
Tank (S)
(350A)
6 - 33
Pipe Duct
(350A)
LNGC GRACE ACACIA

6.3.4 De-Ballasting
It is assumed that the main sea water crossover pipe is already in use, supplying
other sea water systems (e.g. the main circulating system, the sea water service
system) and that the cargo and ballast valve hydraulic system is also in service.
2. To De-Ballast by Gravity
CAUTION
Mal-operation of the ballast system will cause damage to the GRP pipework.
Damage is generally caused by a pressure surge due to sudden changes in the
flow rates. During the de-ballasting operation this can be caused by the opening
of a full or partly full tank into the main lines when under vacuum
.
Under no circumstances should a vacuum be drawn on a closed ballast main.
Before starting de-ballasting operations, the main lines must be purged of any air
pockets in the following manner.
1) Open the overboard discharge crossover line valves BA-31, BA-32 and
BA-29, BA-30, BA-25, BA-27, BA-16 and BA-17 on the ballast water
crossover line.
2) Open overboard discharge valve BA-45.
3) Open the forward port and starboard ballast tank valves BA-04, BA-05
or No.1 port and starboard ballast tank valves BA-06, BA-07, if the
forward ballast tanks do not have sufficient head of water to gravity
flow.
A flow will now be established
4) Open the following valves on the tank(s) to be emptied as per the deballasting plan.
NO.4 W.B. TK (S)
BA-13
NO.2 W.B. TK (P)
BA-08
A.P.TK
BA-33
NO.2 W.B. TK (S)
BA-09
NO.3 W.B. TK (P)
BA-10
NO.3 W.B. TK (S)
BA-11
1) Open the valves BA-18, BA-20 and BA-22 (Ballast pump suctions).
NO.4 W.B. TK (P)
BA-12
2) Close the valves BA-25 and BA-27.
NO.4 W.B. TK (S)
BA-13
3. When It Becomes Necessary to Start the Ballast Pumps
3) Check that the ballast tank valves are open.
4) Open the No.1 eductor suction valve BA-36.
4) Start the ballast pump(s).
5) Start the water spray pump and open the discharge valve BA-42.
5) Open the pump(s) discharge valve BA-24 (No.1), BA-26 (No.2), BA-28
(No.3).
6) When one tank has been stripped, ensure the next tank valve is opened
before closing the previous tank.
6) As the tank reaches the required level, open the valves on the next tank
before closing the valves on the first tank.
7) When all tanks have been stripped, close the eductor suction valve BA36 and close the spray pump discharge valve BA-42 and stop the pump.
7) When suction has been lost on all tanks, close the discharge valves on
the pumps BA-24 (No.1), BA-26 (No.2), BA-28 (No.3) and stop the
pumps.
8) Close the eductor drive water inlet valve BA-37.
8) Close tank valves, ballast crossover valves BA-16, BA-17, discharge

crossover valves BA-29, BA-30, BA-31, BA-32 and the overboard
discharge valve BA-55.
9) Close the eductor discharge valve BA-39 and eductor overboard valve
BA-44.
9) Strip the ballast tanks as required (see below).

The above operations can be carried out using the sequential program in
the IAS.
4. To Strip the Ballast Tanks Using the Ballast Eductor
Using the Water Spray Pump and No.1 Eductor
1) Open the eductor drive water overboard discharge valve BA-39 and
BA-44.
FWD W.B. TK (P)
BA-04
FWD W.B. TK (S)
BA-05
NO.1 W.B. TK (P)
BA-06
2) Open the drive water supply from the water spray pump, valve BA-37.
NO.1 W.B. TK (S)
BA-07
3) Open the following valves on the first tank to be stripped.
NO.2 W.B. TK (P)
BA-08
NO.2 W.B. TK (S)
BA-09
NO.3 W.B. TK (P)
BA-10
NO.3 W.B. TK (S)
BA-11
NO.4 W.B. TK (P)
BA-12
FWD W.B. TK (P)
BA-04
FWD W.B. TK (S)
BA-05
NO.1 W.B. TK (P)
BA-06
NO.1 W.B. TK (S)
BA-07
6 - 34
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
CS-005
(80A)
(100A)
(650A)
(500A)
CL-003
CS-002(80A)
ESD
CL-004
(400A)
(400A)
ESD
CL-008
ESD
CG-004
CG-002
(400A)
(400A)
(300A)
CG-700
(400A)
SP-100
CG-101
CS-107
(50A)
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
M
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
CG-701
CL-110
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 35
CS-103
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
SP-700
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
CS-701
CS-700
CL-700
(300A)
Spray Main
Sprayers
CG-702
(100A)
(50A)
(65A)
(400A)
(400A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
(600A)
CG-703
ESD
(400A)
(8A)
SP-300
CG-301
CR-304
CS-307
(50A)
CS-308
(40A)
CL-300
(300A)
(50A)
(80A)
CG-001
(400A)
ESD
(500A) CL-010
CL-011(500A)
CL-012
(450A)
(400A)
CR-305
(300A)
Liquid Main
CL-305
CL-306
(CL-308)
Foot Valve
Flow Meter
(650A)
CG-300
CS-300
CS-301
CS-302
CL-301
(300A)
(300A)
(400A)
(600A)
No.4 Cargo Tank
(400A)
(PORT)
S
Spray Pump

(Flanged Type)
Ball Valve
(600A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
CL-302
CL-303
CL-304
FL-300
(300A)
(50A)
(65A)
(400A)
(400A)
CL-405
CL-406
(400A)
(600A)
2
(CL-408)
Foot Valve
Sprayers
Vapour Main
CS-304
Radar Beam Type

Level Gauge Pipe
(PORT)
(STBD)
(50A)
SA-356 SA-355
(8A)
SA-354 SA-353
SA-352 SA-351
(8A)
(8A)
CG-401
CS-407
SP-400
(50A)
(50A)
CS-408
(40A)
CL-400
(300A)
(300A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
(300A)
CR-404
(50A)
(400A)
CR-405
Control Valve
(700A)
No.3 LNG
Vent Mast
(50A)
CS-406 For IBS

Stripping
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-404
Needle Valve
To Cofferdam
(80A)
CS-403
CL-410
No.4 LNG
Vent Mast
(400A)
(300A)
CS-702
(400A)
(450A)
CS-600
(80A)
(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
(300A)
Ballast Line

Y-type Strainer
Gas Main
(300A)
CL-601
(300A)
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
SP-701

(400A)
(50A)
(50A)
Inert Gas Dry Air

From Engine Room
(80A)
CS-008(80A)
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Cold Natural Gas
CG-502
ESD
(40A)
(500A)
CS-504
CL-015
(40A)
CS-501
Description
Orifice
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
Symbol
Warm Natural Gas
Stripping Crossover
CG-529
(600A)
Liquid Crossover
No.1 H/D
Compressor
(600A)
CS-503
SP-602
ESD
CG-513
CG-525 CG-521
Vapour Crossover
(250A)
(450A)
CG-511
(600A)
CG-517
(600A)
CG-503
Key
Liquid Crossover
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
(300A)
(80A)
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
(300A)
CG-504
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
To Engine Room
CG-520
(750A)
CG-510
CS-007
CL-009
(400A)
Illustration 6.4.1a Normal Boil-Off Gas Burning
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

If the tank pressure continues to increase because the steam consumption is not
sufficient to burn all the required boil-off, the steam dump will open.
1. Introduction
The steam dump is designed to open when the normal boil-off valve is 5 % above
the original selected value and when the tank pressure has reached the preselected dump operating pressure.
During a sea passage when the cargo tanks contain LNG, the boil-off from the
cargo tanks is burned in the ships boilers. The operation is started on deck and
controlled by the ships engineers in the CCR and ECR. If for any reason the
boil-off cannot be used for gas burning, or if the volume is too great for the
boilers to handle, any excess vapour is vented to atmosphere via No.1 vent mast.
With the present setting, an increase of 5% of the normal boil-off corresponds

approximately to an increase of tank pressure by 4 kPa above the maximum tank
pressure selected.
2. Operation
The cargo tank boil-off gas enters the vapour header via the cargo tank vapour
domes. It is then directed to one of the LD compressors, which pumps the gas to
the LD heater. The heated gas is delivered to the boilers at a temperature of
+45 C via the master gas valve CG606. The LD compressor inlet guide vane
position is governed by fuel gas demand from the boiler(s) and cargo tank
pressure. The system is designed to burn all boil-off gas normally produced by a
full cargo and to maintain the cargo tank pressure (i.e. temperatures) at a
predetermined level.
If the propulsion plant steam consumption is not sufficient to burn the required
amount of boil-off, the tank pressure will increase and eventually the steam
dump will open, dumping steam directly to the main condenser. The main dump
is designed to dump sufficient steam to allow the boiler to use all the boil-off
produced, even when the ship is stopped.
The flow of gas through the LD compressors is controlled by adjusting the inlet
guide vane position. This is directed by the boiler combustion control when gas
burning is initiated. The normal boil-off in the boiler combustion control has to
be selected as well as the maximum and minimum allowed tank pressures and
the tank pressure at which the main dump operates.
For normal operation the normal boil-off valve is selected at 60% (boil-off
provides 60% of the fuel required to produce 90% of the boiler full steam
capacity) and the minimum and maximum tank pressures are selected at
105kPaA and 110kPaA.
If the normal boil off valve has been correctly adjusted, the tank pressures will
remain within the selected values. Should the selected normal boil off value be
too large, the tank pressure will slowly be reduced until it reaches the minimum
value selected. If the tank pressure value reduces to below the minimum value
selected, the normal boil-off value will be reduced until the tank pressure has
increased again above the selected value.
If the selected normal boil-off value is too small, the tank pressure will slowly
increase until it reaches the maximum value selected. If the tank pressure value
increases above the maximum selected value, the normal boil-off value will be
increased until the tank pressure reduces again below the selected value.
The cargo and gas burning piping system is arranged so that excess boil-off can
be vented should there be any inadvertent stopping of gas burning in the ships
boilers. The automatic control valve CG701 at No.1 vent mast is set at 21kPa to
vent the excess vapour to atmosphere as a tank protection system.
In the event of automatic or manual shut down of the gas burning system (or if
the tank pressure falls to 2 kPa above the atmospheric pressure), the valve
CG606 will close and the gas burning supply line to the engine room will be
purged with nitrogen.
It is assumed that all valves are closed prior to use:
1) Prepare LD compressors, LD heater and the engine room gas burning
plant for use.
CG101/100
NO.2 Tank
CG201/200
NO.3 Tank
CG301/300
NO.4 Tank
CG401/400
5) Adjust set point control to 115kPaA on No.1 vent mast (CG701).

6) On the LD compressor, adjust the normal Inlet Guide vane(IGV) to
60 % for a loaded condition, with the tank pressures minimum and
maximum at 105kPaA and 110kPaA and the steam dump opening
pressure at 113kPaA.
When the engine room is ready to start gas burning, ensure that there is
sufficient nitrogen to purge the lines to the boiler i.e. > 0.5MPa in the
nitrogen buffer tank.
7) Ensure that the gas outlet temperature of the LD heater is approximately
45C. Open valve CG606 and start the LD compressor(s).
This operation will then be controlled and monitored from CCR and ECR.
NOTE
If the volume of boil-off exceeds demand in the boilers, the steam dump should
be put into operation.
Should the system shut down for any reason, master gas valve CG606 will close
automatically.
Trip causes:
y
y
y
y
y
y
y
2) Check that the following valves on the vapour domes are open
(Always opened in normal operation.):
NO.1 Tank
In CCR
Boiler manual trip (ECR or Local).

Both boilers trip.
Gas content High-High at common vent hood.
Fuel gas temperature Low-Low.
Vent duct exhaust fan stop.
Fire detection in E/R.
When stopping gas burning for any reason.
8) Stop the LD compressor(s), shut down the LD heater. Close valve

CG606 gas supply to engine room and adjust the set point of vent mast
control CG701 to 110kPaA.
3) Open the valve CG601 (vapour header to the LD compressors supply

line) and CG516, 524 suction and discharge valves on the LD
compressor (use No.2 LD compressor).
4) Open the following valves on the LD heater:
Valve
CG504/510
Description
Position
LD heater inlet/outlet valve
Open
CG508
LD heater control valve
Auto
CG506
Auto
6 - 36
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
CS-005
(80A)
(100A)
(650A)
(500A)
CL-003
CS-002(80A)
ESD
CL-004
(400A)
(400A)
ESD
CL-008
ESD
CG-004
CG-002
(400A)
(400A)
(300A)
CG-700
CG-701
(400A)
SP-100
CG-101
CS-107
(50A)
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 37
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
SP-700
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
CS-701
CS-700
CL-700
(300A)
Spray Main
Sprayers
CG-702
(100A)
(50A)
(65A)
(400A)
(400A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
(600A)
CG-703
ESD
(400A)
(8A)
SP-300
CG-301
CR-304
CS-307
(50A)
CS-308
(40A)
CL-300
(300A)
(50A)
(80A)
CG-001
(400A)
ESD
(500A) CL-010
CL-011(500A)
CL-012
(450A)
(400A)
CR-305
(300A)
Liquid Main
CL-305
CL-306
(CL-308)
Foot Valve
Flow Meter
(650A)
CG-300
CS-300
CS-301
CS-302
CL-301
(300A)
(300A)
(400A)
(600A)
No.4 Cargo Tank
(400A)
(PORT)
S
Spray Pump

(Flanged Type)
Ball Valve
(600A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
CL-302
CL-303
CL-304
FL-300
(300A)
(50A)
(65A)
(400A)
(400A)
CL-405
CL-406
(400A)
(600A)
2
(CL-408)
Foot Valve
Sprayers
Vapour Main
CS-304
Radar Beam Type

Level Gauge Pipe
(PORT)
(STBD)
(50A)
SA-356 SA-355
(8A)
SA-354 SA-353
SA-352 SA-351
(8A)
(8A)
CG-401
CS-407
SP-400
(50A)
(50A)
CS-408
(40A)
CL-400
(300A)
(300A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
(300A)
CR-404
(50A)
(400A)
CR-405
Control Valve
(700A)
No.3 LNG
Vent Mast
(50A)
CS-406 For IBS

Stripping
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-404
Needle Valve
To Cofferdam
(80A)
CS-403
CL-410
No.4 LNG
Vent Mast
(400A)
(300A)
CS-702
(400A)
(450A)
CS-600
(80A)
(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
(300A)
Ballast Line

Y-type Strainer
Gas Main
(300A)
CL-601
(300A)
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
SP-701

(400A)
(50A)
(50A)
Inert Gas Dry Air

From Engine Room
Liquid Natural Gas
(80A)
CS-008(80A)
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Cold Natural Gas
CG-502
ESD
(40A)
(500A)
CS-504
CL-015
(40A)
CS-501
Description
Orifice
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
Symbol
Warm Natural Gas
Stripping Crossover
CG-529
(600A)
Liquid Crossover
No.1 H/D
Compressor
(600A)
CS-503
SP-602
ESD
CG-513
CG-525 CG-521
Vapour Crossover
(250A)
(450A)
CG-511
(600A)
CG-517
(600A)
CG-503
Key
Liquid Crossover
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
(300A)
(80A)
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
(300A)
CG-504
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
To Engine Room
CG-520
(750A)
CG-510
CS-007
CL-009
(400A)
Illustration 6.4.2a Forced Boil-Off Gas Burning
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA
1. Introduction
For illustration purposes, No.3 cargo tank stripping/spray pump and return
operation is shown.
Consideration must be given to the economics of gas versus fuel oil burning
before undertaking forced boil-off.
If, during a loaded passage, additional fuel gas from the cargo tanks is required
to be burned in the ships boilers, it can be made available by forced vapour
using the equipment on board.
The above operation, called Forced Boil-Off, will be used to complement gas
burning up to 100% of the boilers fuel requirement.
2. Operation
The normal gas burning arrangement is maintained and the forcing vaporiser is
brought into operation.
A single stripping/spray pump is used to pump LNG to the forcing vaporiser.
The excess flow from the pump is returned to the tank through the stripping
header pressure control valves CS100, CS200, CS300, CS400 depending on the
tank used to provide the LNG.
2) Alarms:
The cargo piping system is arranged for normal gas burning during a loaded
voyage as detailed in Illustration 6.4.1a.
2) Open the stripping/spray header valve CS303 on No.3 tank.
Low pressure alarm
3kPa
Low-Low pressure alarm
2kPa
3) Open the valve CS600 stripping/spray header supply to the forcing

vaporiser.
3) Set point controller:
4) Open the forcing vaporiser inlet and outlet valve CS506, CG502.
Min. gas flow of F/V control
4) Open the stripping pump discharge valve CS301. Start stripping/spray

pump and adjust the return flow to the tank through the stripping header
pressure control valves CS300.
1,400kg/h (20~100%)
Set temperature of BOG temp. control
45 C
Preferred FGV position of LD comp.

control
87 %
6) Set the boiler combustion control on FBO mode.
8) Set control of liquid supply to the forcing vaporiser and LD compressor

control to auto mode.
4. Set Point of Cargo Tank Pressure Control, Gas Management System
Inlet guide vane control (-30 to +80 deg).

Motor speed control (30~60Hz).
In the event of automatic or manual shut down of the gas burning system (or if
the vapour header pressure falls to 2kPa above the atmospheric pressure), valve
CG606 will close and the gas burning supply line to the engine room will be
purged with nitrogen. FO booster devices are incorporated in the control loop to
allow a quick change over should the gas burning be tripped.
20kPa (For Vaporiser Trip)

3kPa
7) Start No.1 (or No.2) LD compressor depending on gas demand.
When changing over to 100% gas burning, the fuel oil flow through the FO rails
is adjusted to minimum. The FO supply to the burners will then be cut out and
the FO system put on recirculation. The FO combustion control loops are
maintained energized to enable re-lighting of FO burners in an emergency.
High pressure alarm
21kPa
FO back-up order ON
After vaporization, the LNG vapour combines with the natural boil-off gas from
the cargo vapour line before entering the LD compressor.
The amount of forced boil-off to be produced is controlled by the throttling of

the flow control valve to the forcing vaporiser operated by the Boiler
Combustion Control.
22kPa (For Spray Pump Trip)
1) Prepare the forcing vaporiser for use.
5) Run up the forcing vaporiser.
Low load:
High load:
High-High pressure alarm
23kPa
Vent valve close
It is assumed that all valves are closed prior to use.
NOTE
In normal operation the controlled return is directed back to the same tank from
which the liquid is being drawn.
The flow of gas through the LD compressor is controlled via the boiler
combustion control unit by adjusting the opening of the inlet guide vanes and
motor speed. The split control is as follows:
Vent valve open
Control range
Ballast voyage
7kPa ~ 19kPa Gauge
Laden voyage
105kPaA ~ 110kPaA
5. Set Point of Safety Valve and Alarm Point

1) Set point of safety valve:
Pressure
25kPa
Vacuum
-1kPa
6 - 38
CR-053 CR-054
(50A)
(50A)
(80A)
CS-008
CR-004
CL-057 CL-058
CL-055 CL-056
(40A)
(25A)
(65A)
CG-058 CG-057
CG-056 CG-055
CR-012
CL-016
(65A)
(50A)
(400A)
(40A)
CR-015
(40A)
CR-014
(50A)
(80A)
(400A)
ESD
ESD
CS-007
(50A)
(50A)
6 - 39
CL-073 CL-074
CL-015
CL-082 CL-081
(500A)
CR-709
(500A)
CL-014
(500A)
CL-071 CL-072
(500A)
CL-013
CL-012
CL-011
CL-010
ESD
CS-006
CL-080 CL-079
(80A)
(40A)
(80A)
(50A)
CR-011
CG-703
CS-704
CR-010
CS-005
(50A)
(65A)
(65A)
Ball Valve
Flow Meter
ESD
CR-013
CL-078 CL-077
(50A)

(Flanged Type)
(600A)
(80A)
CR-009
(40A)
CL-069 CL-070
CL-067 CL-068
CL-076 CL-075
CS-053 CS-054
(50A)
CL-009
(400A)
(400A)
ESD
CS-051 CS-052
(400A)

CG-002
(600A)
(600A)

CR-016
(25A)
CG-001

CG-004
ESD
CG-054 CG-053
CG-052 CG-051
(400A)
(40A)
CR-003
(50A)
CG-003
Description
CL-066 CL-065
(65A)
(65A)
Nitrogen Line
Symbol
CR-008
(50A)
(80A)
Spray Line
(400A)
ESD
CS-004
LNG Liquid Line
CL-064 CL-063
(500A)
CL-008
CL-007
(500A)
(80A)
Spray
Header
LNG Vapour Line
(400A)
ESD
CR-007
CR-006
CL-004
CL-003
(500A)
(40A)
CS-002
(80A)
(80A)
(80A)
CL-006
CS-003
CR-005
CS-703
CL-005
(50A)
(65A)
(80A)
(80A)
(500A)
ESD
Liquid
Header
Key
(50A)
(80A)
(80A)
CL-002
Vapour
Header
CS-701
CR-703
(50A)
CS-001
ESD
CL-062 CL-061
(65A)
CR-708
(400A)
CL-060 CL-059
CR-002
(40A)
CL-053 CL-054
CL-051 CL-052
CR-001
(50A)
CL-001
(400A)
CR-051 CR-052
Illustration 6.5.1a Inerting Manifold Connections
CS-700
LNGC GRACE ACACIA
LNGC GRACE ACACIA

6.5 Discharging with Gas Return from Shore
1. Introduction
During a normal discharge, only the main cargo pumps will be used and a
quantity of cargo will be retained on board for cold maintenance of the cargo
tanks.
The quantity to be retained is in relation to voyage duration of the ballast passage.

If the vessel is to warm up one or more cargo tanks for technical reasons, the
ship shall be trimmed according to the terminals maximum draught. The cargo
remaining in the cargo tanks to be warmed up will be discharged to shore or to
other cargo tanks using the stripping/spray pumps on completion of bulk
discharge.
The stripping/spray pump is run together with the remaining main cargo pump
until the main cargo pump stops on low discharge pressure cut-out.
If the ship has to warm-up tanks for technical reasons, the stripping/spray pumps
will be used to discharge the remaining cargo on completion of the bulk
discharge with the main cargo pumps.
On completion of discharge, the loading arms and pipelines are purged and
drained to No. 4 cargo tank and the arms are then gas freed and disconnected.
Due to the manifold configuration, it is necessary to purge the cargo lines using
nitrogen at a pressure of at least 300kPa, this being done several times to ensure
successful draining at the manifold connections.
During cargo discharge, LNG vapour is supplied from shore to maintain pressure
in the cargo tanks.
The vapour arm remains connected until just before sailing if a delay is expected.
2. Operation
The main cargo pumps discharge LNG to the liquid header and then to shore via
the midship liquid crossover manifold connections.
After an initial rise, the pressure in the tanks decreases. It then becomes
necessary to supply vapour from shore via the manifold and crossover to the
vapour header into the cargo tank gas domes in order to maintain a pressure of
109kPaA.
Should the vapour return supply from shore be insufficient to maintain tank
pressures, other means of supplying vapour to the tanks, either by using the tank
sprayers or the LNG vaporiser, have to be used.
The gas heater should be prepared and lined up for use in order to avoid venting
cold LNG vapour through No.1 vent mast.
NOTE
All LNG terminals prohibit venting of flammable gas.
Ballasting is undertaken concurrently with discharging. The ballasting operation
is programmed to keep the vessel within the required limit of draught, trim, hull
stress and stability following indications obtained from the loading computer.
During the discharge period, the ship is kept on an even keel. If it is required to
empty a cargo tank, the ship is trimmed according to terminal maximum draught
by the stern to assist in stripping the tank.

It is assumed that all valves are closed prior to starting.
Preliminary preparation:
1) Checks to be made prior to starting cargo unloading operations:
- Test remote operation of all tank discharge valves and manifold ESD
valves.
- Test remote operation of ballast valves.
- Test operation of Emergency Shut Down Systems (ESDS).
These valves must be locked open at all times when the ship has cargo
on board, unless a tank is isolated and vented for any reason.
5) Vapour crossover:
Open valve CG703.
6) Main cargo pumps:
Check insulation resistance of electric motors and related cables prior to
supplying power to the cargo pumps.
7) Check connections of liquid and vapour arms.
Check communications with shore.
Check ship/shore link.
When shore is ready to purge the manifold connections with nitrogen supplied
from shore:
8) Liquid manifold connections (assuming port-side discharge):
y
Open drain valves CL053, 054, 061, 062, 067, 070, 077, 078.
y
Purge connections and then close the valves.
9) Vapour manifold connection:
y
Open drain valve CG053, 054.
y
Purge connection and then close the valves.
If shore agree:
10) Vapour manifold:
Open manifold ESD valve CG001.
11) Liquid connections:
Open manifold ESD valves CL001, 005, 009, 013.
2) Safety precautions:
- Ensure sprays for hull mid-ship water curtain are in operation.
- Prepare fire fighting equipment, water hoses and protective clothing
for use.
3) Cargo tank level alarms:
Switch on high level alarms (CTS level alarm enable).
12) Test Emergency Shut down System (ESDS) from shore and from the
ship as required. Re-open liquid and vapour ESD valves.
When it is agreed with shore, cool down may commence.
4) Cargo tank vapour domes - confirm that the following valves are open
and locked in position:
Each tank is normally discharged down to a level of about 0.5m. The quantity
retained in the tanks varies according to the length of the ballast voyage, the
expected elapsed time before loading and the volume of boil-off that is estimated
to be burned in the ships boilers.
NO.1 Tank
CG101/100
NO.2 Tank
CG201/200
NO.3 Tank
CG301/300
One pump is stopped at a level of approximately 1.0m to avoid excessive

turbulence at the tank bottom which creates disturbance at the suction of both
pumps.
NO.4 Tank
CG401/400
6 - 40
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
(300A)
(400A)
(50A)
SP-100
CG-101
CS-108
(40A)
CL-110
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 41
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
(50A)
(65A)
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(400A)
(450A)
CL-305
CL-306
CL-007(500A)
CS-004(80A)
CS-006(80A)
(600A)
CG-703
ESD
Liquid Main
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(650A)
(8A)
(40A)
CS-308
(300A)
(300A)
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve
Flow Meter
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump

(Flanged Type)
Ball Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Control Valve
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
Needle Valve
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)
(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600

Gas Main
(300A)
Ballast Line
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-701
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
Liquid Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 6.5.2a Liquid Line and Arm Cool Down before Discharging
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA


LNG Unloading Operation Sequence
To cool-down the cargo discharge lines proceed as follows, assuming that No.3
stripping/spray pump is being used, all manifold lines and the ESD valves are
open and have been purged with nitrogen.
1) Open discharge valves CS301/303 from No.3 stripping/spray pump to
30 %.
BERTHING
FITTING OIL FENCE & BUOYS

ESD PNEUMATIC HOSE
2) Open the following manifold valves CS001, 003, 005 and 007.
SHIP/SHORE PRE-UNLOADING MEETING
3) Open the spray line crossover and block valves CS701, 700 and 702.
DRAINING THE LIQUID LOADING ARM

START WATER CURTAIN
3) Open No.3 tank return valve CS300.

4) Start the No.3 stripping/spray pump.

5) Slowly close return valve CS300 and increase the flow rate of No.3
stripping/spray pump.
GAS BURNING START

O2 PURGING WITH N2 & LEAK TEST

GAS BURNING STOP

INITIAL GAUGING (OPENING CTMS)
PURGING THE VAPOUR RETURN ARM
6) When discharge-arms and shore lines have cooled down to -100 C,

open valves CL002, 006, 010, 014 and then crack open the No.1 & 4
liquid filling valves CL110 and 410. This will now cool down the ships
liquid line.
RETURNING BOIL-OFF VAPOUR TO SHORE

DISCONNECTING VAPOUR LOADING ARM
ESD TEST UNDER WARM CONDITION
STOP WATER CURTAIN
The cooling down is complete when the shore side line and ships liquid line is
approximately -130 C.
7) Stop the No.3 stripping/spray pump and close discharge valve CS301.
Shut the valves CS001, 003, 005, 007 and CL002, 006, 010, 014.
Open valve CS300 to drain the line back to No.3 cargo tank.
8) When the spray line has warmed up, close the spray line crossover
valve CS071 and No.3 tank return valve CS300.
LOADING ARM COOLING-DOWN

MEETING AFTER UNLOADING
REMOVAL OF
WARNING BUOYS
ESD TEST UNDER COLD CONDITION

START UNLOADING

FINISH UNLOADING
SAMPLING
UNBERTHING
On completion of cool down and when shore is ready for discharge, proceed
with unloading.
6 - 42
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
CS-005
(80A)
(100A)
(650A)
(500A)
CL-003
CS-002(80A)
ESD
CL-004
(400A)
(400A)
ESD
CL-008
ESD
CG-004
CG-002
(400A)
(400A)
(300A)
CG-700
CG-701
(400A)
SP-100
CG-101
CS-107
(50A)
CS-108
(40A)
CL-110
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 43
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
SP-700
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
CS-701
CS-700
CL-700
(300A)
Spray Main
Sprayers
CG-702
(100A)
(50A)
(65A)
(400A)
(400A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
(600A)
CG-703
ESD
(400A)
(8A)
SP-300
CG-301
CR-304
CS-307
(50A)
CS-308
(40A)
CL-300
(300A)
(50A)
(80A)
CG-001
(400A)
ESD
(500A) CL-010
CL-011(500A)
CL-012
(450A)
(400A)
CR-305
(300A)
Liquid Main
CL-305
CL-306
(CL-308)
Foot Valve
Flow Meter
(650A)
CG-300
CS-300
CS-301
CS-302
CL-301
(300A)
(300A)
(400A)
(600A)
No.4 Cargo Tank
(400A)
(PORT)
S
Spray Pump

(Flanged Type)
Ball Valve
(600A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
CL-302
CL-303
CL-304
FL-300
(300A)
(50A)
(65A)
(400A)
(400A)
CL-405
CL-406
(400A)
(600A)
2
(CL-408)
Foot Valve
Sprayers
Vapour Main
CS-304
Radar Beam Type

Level Gauge Pipe
(PORT)
(STBD)
(50A)
SA-356 SA-355
(8A)
SA-354 SA-353
SA-352 SA-351
(8A)
(8A)
CG-401
CS-407
SP-400
(50A)
(50A)
CS-408
(40A)
CL-400
(300A)
(300A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
(300A)
CR-404
(50A)
(400A)
CR-405
Control Valve
(700A)
No.3 LNG
Vent Mast
(50A)
CS-406 For IBS

Stripping
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-404
Needle Valve
To Cofferdam
(80A)
CS-403
CL-410
No.4 LNG
Vent Mast
(400A)
(300A)
CS-702
(400A)
(450A)
CS-600
(80A)
(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
(300A)
Ballast Line

Y-type Strainer
Gas Main
(300A)
CL-601
(300A)
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
SP-701

(400A)
(50A)
(50A)
Inert Gas Dry Air

From Engine Room
(80A)
CS-008(80A)
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Liquid Natural Gas
CG-502
ESD
(40A)
(500A)
CS-504
CL-015
(40A)
CS-501
Description
Orifice
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
Symbol
Cold Natural Gas
Stripping Crossover
CG-529
(600A)
Liquid Crossover
No.1 H/D
Compressor
(600A)
CS-503
SP-602
ESD
CG-513
CG-525 CG-521
Vapour Crossover
(250A)
(450A)
CG-511
(600A)
CG-517
(600A)
CG-503
Key
Liquid Crossover
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
(300A)
(80A)
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
(300A)
CG-504
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
To Engine Room
CG-520
(750A)
CG-510
CS-007
CL-009
(400A)
Illustration 6.5.3a Discharging with Vapour Return from Shore
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

6.5.3 Discharging with Vapour Return from Shore
Before starting the main cargo pumps on No.2 and No.3 tanks (these being the
first tanks from which to commence discharge) it is necessary to fill the
discharge column with LNG to avoid a pressure surge in the lines.
The vessel in now ready to start discharge.
1) Open the No.3 cargo tank filling valve CL300.

load and discharge pressures.
15) Throttle each pump discharge valve as required to prevent tripping on
low current as the level in each tank drops.
Stop the main cargo pumps in each tank at approximately 1.1 m in tank No.4 and
0.3 m in tanks No.1, 2 and 3. The above data is for reference only. The actual
liquid level the pumps are to be stopped at shall be determined on the amount of
heel required to keep tanks in cooled condition during the sea passage and
cooling down prior to the vessel berthing alongside the loading terminal.
Inform the ECR that a main cargo pump is about to be started.

2) Start the No.1 main cargo pump in No.3 cargo tank.
3) Check lines for leakage and pump condition.
4) When shore is ready to receive cargo, close filling valve CL300 slowly.
5) Crack open the discharge valve of next cargo tank to be used for
delivery, in order to fill up the liquid in the pump column.
Refer to the next page for LNG quantity required for cooling down operations,
and quantity of cargo remaining in tanks after stripping.
Throttle in the main cargo pump discharge valve to 30% before stopping the
pump. If two main cargo pumps are in use in a tank, when the level reaches 0.80
m, throttle in the discharge valve on one pump to 30% and stop that pump. This
is in order to reduce turbulence around the pump suction.
6) Complete the ballasting operations for final measurement and for

sailing condition.
Shortly before departure:
7) Vapour line connection:
Purge the vapour line with nitrogen from the shore terminal at a
pressure of 200kPa. Close the valve CG001 and confirm that the gas
content is less than 1% by volume at the drain valve.
After confirming that the gas content is less than 1% volume:
8) Disconnect the vapour arm.
9) Prepare the cargo system for gas burning at sea.
On completion of cargo discharge and after all cargo pumps have been stopped:
6) Start No.2 main cargo pump in No.3 cargo tank.
16) Drain the liquid line.
7) When shore is ready to receive further cargo, proceed as for (10) on

each respective tank to (14) step by step for each pump.
17) Stop the vapour return from shore.

If stripping of tanks ashore is required, use the forward manifold connection.
The preferred sequence of cargo pump starting, to obtain a stable discharge

operation is as follows:
- Tank No.3 > Tank No.2 > Tank No.4 > Tank No.1.
Draining and Purging of Loading Arms

1) Close the liquid manifold double shut valves.
8) Monitor the tank pressures.
When the shore terminal is ready to inject nitrogen and the pressure at the
manifold is 300kPa:
9) Request the vapour return from shore and continue to monitor the
pressure to confirm that it is stable.
Draining and Purging is carried out one line at a time.
10) As the discharge pressure and flow rate increase, continue to monitor
the pipe work and hard-arms for leakage.
11) Adjust the pump discharge valves to obtain optimum performance as
indicated by electrical load, discharge pressure and pump graph.
12) It is important to maintain the tanks at a pressure of at least 10 kPa in
order to avoid cavitation and to have good suction at the pumps. If the
tank pressure falls to 6 kPa, request shore to increase the gas return.
13) Start ballasting operations. Keep draught, trim and hull stresses within
permissible limits by controlling the various ballast tank levels. Refer to
trim and stability data provided.
14) Continue to monitor the tank pressures and the cargo pump electrical
2) Open manifold bypass valve.

3) Close the bypass valve when the pressure on the manifold drops to 0
kPa. Repeat the operation twice more. On the last operation, shut the
bypass valve at approximately 100kPa, in order to eliminate the risk of
liquid back flow from ship's liquid line.
4) Repeat procedure 2) to 3) for each line.
Open the test drain and purge valve on the manifold to ensure that there is no
liquid present. When the required amount of methane (usually less than 1 %) is
showing at the drain valve, close the shore terminal ESDS valves.
5) When purging is completed, proceed with the disconnection of the
liquid arms.
6 - 44
LNGC GRACE ACACIA

Illustration 6.5.4a Ballasting
Engine Room
Low Sea
Chest
From Inert Gas/

Dry Air System
(450A)
(350A)
LX
(250A)
No.1
BA-44
(300A)
No.2
BA-45
BA-41
FWD Ballast
Water Tank (P)
BA-38
BA-04
LX
LX
LIAHL
LIAHL
Bow
Thruster
and
Em'cy
Fire
Pump
Room
(40A)
BA-03
BA-46
BA-47
(40A)
LX
BA-05
BA-09
BA-11
LIAHL
LX
(200A)
Water Spray Pump

(850 m3/h x 110MTH)
LIAHL
BA-07
(550A)
(350A)
(200A)
BA-37
BA-42
(350A)
BA-06
BA-08
BA-10
TV-01
(250A)
Double O-ring
GRP Sleeve
BA-13
(200A)
(200A)
BA-35
(200A)
BA-40
LX
LIAHL
LX
(350A)
Fore Peak
Tank
(Void)
LIAHL
FWD Ballast
Water Tank (S)
LX

BA-43
Trunk
(750A)
BA-39
(550A)
BA-23
(350A)
No.3 Water
Ballast Pump
(3,000 m3/h x 30MTH)
(550A)
BA-34
Ballast
Stripping
Eductor
BA-22
BA-36
BA-28
LX
(550A)
(550A)
BA-32
LIAHL
(350A)
BA-21
LIAHL
(350A)
No.2 Water
Ballast Pump
TV-02
BA-20
BA-27
BA-12
(550A)
(40A)
BA-26
BA-19
BA-14
AFT Peak
Tank
No.1 Water
Ballast Pump
BA-15
(550A)
BA-30 BA-29
BA-25
LX
(550A)
(40A)
BA-31
(350A)
LIAHL
BA-18
BA-17 BA-16
BA-24
LIAHL
(350A)
LIAHL
BA-33
LX
(350A)
(350A)
To Main
Condenser
To I.G.G.
High Sea
Chest
Cargo Tank
Key
Sea Water Line
(Steel Pipe)
Sea Water Line
(G.R.P. Pipe)
Ballast Main (550A)

Water Ballast
Tank (P)
Inert Gas Line
Water Ballast
Tank (S)
(350A)
6 - 45
Pipe Duct
(350A)
LNGC GRACE ACACIA

6.5.4 Ballasting
6) When all the tanks are at their correct level, shut the each tank filling
valves.
It is assumed that the main sea water crossover pipe is already in use, supplying
other sea water systems (e.g. the main circulating system, sea water service
system) and that the cargo and ballast valve hydraulic system is also in service.
2. To Ballast by Gravity
CAUTION
Incorrect operation of the ballast system will cause damage to the GRP pipework. Damage is generally caused by a pressure surge due to sudden changes in
the flow and the presence of air pockets. During the ballasting operation great
care must be taken to ensure that flow rates are adjusted smoothly and
progressively. In particular, the pumping rate should be reduced to one pump
when filling only one tank and use made of the discharge to sea to further reduce
the rate before shutting the final tank valve.
It is necessary to eliminate any air pockets that may be present in the piping
before proceeding with the normal ballasting operations. This is achieved by
running ballast into either the forward ballast tank or No.1 ballast tank.
It is important not to compress any air in the system. To achieve this, the valve
admitting water to the system should be opened last.
All operations are carried out from the CCR using the keyboard in conjunction
with the mimic on the IAS graphic.
1) Open the valves BA-04 and BA-05 on the fwd ballast tanks.
2) Open the ballast pump sea suction main valves BA-19, BA-21 and BA23.
3) Open the gravity filling valves BA-18, BA-20, BA-22 and filling line
crossover valves BA-16, BA-17. When a flow has been established to
the fwd deep ballast tanks, the valves BA-04 and BA-05 can be shut.
4) Open the valve(s) on the tank(s) to be filled as per the ballast plan.
NO.1 W.B. TK (P/S)
BA-06 / BA-07
NO.2 W.B. TK (P/S)
BA-08 / BA-09
NO.3 W.B. TK (P/S)
BA-10 / BA-11
NO.4 W.B. TK (P/S)
BA-12 / BA-13
7) Close the sea suction valves and filling line crossover valves BA-19,
BA-21, BA-23, BA-16, BA-17.
NOTE
The speed when filling by gravity will sharply decrease as the level of the water
line is approached. The tanks will require to be filled to their capacity with the
ballast pump.
5) Open the pump(s) discharge valve

Valve
Description
Position
BA-24
No.1 ballast pump discharge valve
Open
BA-28
No.3 ballast pump discharge valve
Open
6) When all the tanks reach the required final level, stop the pumps and
close the main ballast system down.
3. To Ballast using the Ballast Pumps

1) Open the valve(s) on the tanks to be filled as required by the ballast plan.
NO.1 W.B. TK (P/S)
BA-06 / BA-07
NO.2 W.B. TK (P/S)
BA-08 / BA-09
NO.3 W.B. TK (P/S)
BA-10 / BA-11
NO.4 W.B. TK (P/S)
BA-12 / BA-13
2) Prepare No.1 and No.3 ballast pumps for discharge to ballast tanks.
Two pumps are normally enough but three can be used if required. One
can be used if started in good time.
Valve
Description
Position
BA-18
No.1 ballast pump suction valve
Closed
BA-22
No.3 ballast pump suction valve
Closed
BA-19
No.1 ballast pump S.W inlet valve
Open
BA-23
No.3 ballast pump S.W inlet valve
Open
BA-16 / 17
Ballast main crossover valves
Closed
BA-29 / 30
Ballast discharge crossover valves
Open
BA-25
Ballast loading valve (port)
Open
BA-27
Ballast loading valve (starboard)
Open
3) Confirm that the required ballast tank valves are open.

4) Start the ballast pump(s) from the IAS.
5) As each tank reaches the required level, open the valve of the next tank
before closing the valve of the full tank.
6 - 46
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(50A)
(400A)
(300A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
M
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
(400A)
CL-110
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 47
CS-103
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
Gas Main
(300A)
Ballast Line
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-701
Liquid Natural Gas
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
Cold Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 6.6.1a Stripping
S
Spray Pump
No.1 Cargo Tank
Draining and Purging of Loading Arms
Pre-dry docking, the ship will carry out a maximum discharge. The tank levels
should be reduced to the point pump down of main cargo pumps. Then, using the
stripping/spray pumps, remove the last of the cargo until they also trip on low
current. The ship will then proceed to sea and commence the warm up, inerting
and aerating operations, prior to arrival at the refit yard.
Draining and Purging is carried out one line at a time.
NOTE
The stripping / spray pump should be started at higher level than minimum start
level for the pump
1) At manifold crossover:
y Open the valve CS003.
y Close the double shut valves CL002, 006, 010, 014 and liquid
manifold ESD valves CL001, 009, 013, leaving CL005 open.
2) Stripping/spray header:
y Open the block valves CS702 and CS700.
y Open the valve CS701 stripping/spray header to liquid manifold
crossover.
3) At required tanks:
y Open the stripping/spray pump discharge valves from individual
tanks to give the required performance, CS101, 201, 301, 401.
y Open the stripping/spray header valves CS103, 203, 303, 403.
y Start the stripping/spray pump(s).
On completion:
When the shore terminal is ready to inject nitrogen and the pressure at the
manifold is 300kPa:
2) Open manifold bypass valves.
3) Close the bypass valve when pressure on manifold drops to 0 kPa.
Repeat the operation twice more. On the last operation shut the bypass
valve at approximately 100kPa, in order to eliminate the risk of liquid
back flow from ships liquid line.
100A Spray
Open the test drain valve on the loading arm to ensure that there is no liquid
present. When the required amount of methane (usually less than 1 %) is showing
at the drain valve, close the shore terminal ESDS valves.
650A Liquid
4) When purging is completed, proceed with the disconnection of the

liquid arms.
7118
It is assumed that the cargo tanks have been discharged to their maximum with
the main cargo pumps, which have been shut down. Discharge is via the port
side manifold.
1) Open valves CL002, 006, 010, 014 and No4 cargo tank filling valve
CL400 for liquid draining.
5) Complete the ballasting operations for the final measurement and for
the sailing condition.
650A Liquid
650A Liquid
3800
3800
Shortly before departure:

6) Vapour line connection:
y Purge the vapour line with nitrogen from the shore terminal at a
pressure of 200kPa.
y Close valve CG001 and 703.
y Confirm that the gas content is less than 1% by volume at drain
valve.
650A Liquid
Illustration 6.6.1b Drainage of Cross-over Piping
650A Liquid
LNGC GRACE ACACIA
4489
3000
7) After confirming that the gas content is less than 1% volume,

disconnect the vapour arm.
1489
5770
8) Prepare the cargo system for warming up the cargo tanks.
6 - 48
6000
3000
3157
400A Liquid
1150 700 1150

400A Liquid
3000
400A Liquid
400A Liquid
1150 700 1150
500A Liquid
500A Liquid
80A Cargo Spray

500A Liquid
5) When completed:
y Leave open the valves CS702, 700 and 701 in order to warm up
the line.
y When the line has warmed up, close these valves.
4460
865
500A Liquid
4) Stop final pump:

y Close the pump discharge valves.
y Close the valves CS003 and CL005.
y Open the tank filling valve CS400 to drain down the header line to
tank No.4.
LNGC GRACE ACACIA
Case 2 :
Draining of Cross-over Piping

7) Open the starboard side liquid manifold cool down valve, then the
pressure shall push the remained LNG in cross-over and manifold to a
cargo tank bottom through spray main line while maintaining N2 supply
at header.
Case :
The Cargo collection procedure is as follows.
8) Confirm the completion of drainage by crack open of drain valves and

then open starboard side liquid manifold cool down valves and drain
valves in turns as same as above 7).
1) After loading/ unloading, manifold valve to be closed.

2) Remained LNG between manifold valve and shore side arm shall be
blown out by N2.
3) Arm disconnection and manifold end to be blanked, and unberthing.
4) N2 supply hose to be connected between N2 service valve and liquid
sampling valve installed at the highest point of liquid header.
The remained LNG in manifold / cross-over also can be collected to a cargo

tank during voyage after unberthing by pressurization with natural vaporization
and monitoring of pressure of liquid lines on the IAS / locally a crack open of
the liquid manifold cool down valves via spray header.
NOTE
The pressure in liquid cross-over and header during pressurization by N2 supply
shall be monitored on the IAS and also local gauge board near by cross-over,
and the manual valves mentioned on above Case 1 7)&8) can be controlled
easily.
5) Supply N2 gas to the liquid header and monitor the pressure in liquid
line on the IAS and also local gauge board.
6) Pressurisation of liquid line by N2 gas up to about 300~400kPa.
Illustration 6.6.1c Typical Section for Cross-over Piping
6467
14546
650A Liquid
495
2075
650A Liquid
600 900
1849
Trunk Deck
(33,090 A/B)
350
2954
Drain Valve
1082
6 - 49
3150
400A Liquid
Drain Valve
1388
80A Cargo Spray
3805
1653
1100
5275
830
651
1691
Liquid Sampling
Valve
LNGC GRACE ACACIA
Blank Page
6 - 50
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(400A)
(300A)
(400A)
(50A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 51
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
Ballast Line
Gas Main
(300A)
SP-701
CG-600
CG-605
(700A)
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-600
Cold Natural Gas
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
Warm Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 6.6.2a Tank Warm Up
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

6.6.2 Tank Warm Up
3. Operating Procedure
1. Introduction
During the tank warm up, gas burning may be used and manually controlled by
directing some vapour from the heater outlet to the boilers.
Tank warm-up is part of the gas-freeing operations carried out prior to a dry
docking or when preparing tanks for inspection purposes.
Purpose
The tanks are warmed up by re-circulating heated LNG vapour. The vapour is recirculated with the two HD compressors and heated with the HD heater to a
preset value (1st stage: 0C, 2nd stage: 75C).
Cargo tank warm up with hot gas heated by HD

heater
Temperature of secondary barrier > 5 C
The warm up operation continues until the temperature at the coldest point of the
secondary barrier of each tank reaches 5C.
HD Compressor
HD Heater
Operation Duration
Less than 36 hours
Check Points
- Tank pressure & temperature

- Operating condition of HD compressor / HD heater
including monitoring of instrument safety function
(alarm & etc.)
- Pressure of vapour header
- Temperature and pressure of insulation spaces
- Temperature of cofferdams
The warm up operation requires a period of time dependent on both the amount
and the composition of liquid remaining in the tanks and the temperature of the
tanks and insulation spaces. Generally, the warm up will require about 36 hours
after vaporising the remaining liquid.
Initially, the tank temperatures will rise slowly as evaporation of the LNG
proceeds, accompanied by high vapour generation and venting. A venting rate of
approximately 8,000m3/h at 60C can be expected.
On completion of evaporation, tank temperatures will rise rapidly and the rate of
venting will fall to between 1,000 and 2,000m3/h at steadily increasing
temperatures.
Temperatures within the tank and insulation are indicated in the CCR.
Rolling and pitching of the vessel will assist evaporation. Temperature sensors at
the aft end of the tank give a good indication of the progress of warm-up. Slight
listing of the vessel will assist in correcting uneven warm-up in any one tank.
Gas burning should continue as long as possible, normally until all the liquid has
evaporated, venting ceased and tank pressures start to fall.
2. Preparation for Tank Warm Up
1) Strip all possible LNG from all tanks.
2) When discharging the final cargo, remove the maximum LNG with the
stripping/spray pumps.
3) If discharge of LNG to shore is not possible, vaporize it in the LNG
vaporiser and vent the vapour to the atmosphere through the No.1 vent
mast.
4) If venting to the atmosphere is not permitted, the vapour must be burned
in the boilers.
5) For maximum stripping, the ship should have zero list and should be
trimmed down at least 2.6m by the stern.
6) Run the stripping pumps until pump down level.
7) Remove any emergency pump that may have been placed in a cargo
tank.
CL310/CL300
No.3 tank liquid branch valve / filling valve
Open
CL410/CL400
Open
12) Start both HD compressors manually and gradually increase flow using
the inlet guide vane position.
13) Monitor the tank pressure and adjust the compressor flow for
maintaining the tank pressure at about 16kPa. It is also possible to
control tank pressure by valve CG701 via No.1 vent mast.
Alternatively the emergency vent header may be used to exhaust excess
vapour to No.1 vent mast through valves CG602 and CG700. However,
the liquid header should normally be used for the warming-up operation
rather then the emergency vent.
14) Check that the pressure in the insulation spaces, which have a tendency
to increase, remains inside the preset limits.
1) Install the spool piece SP600 connecting the heater outlet line to the
liquid header & SP700 connecting to the liquid header to No.1 vent
mast.
15) Monitor the temperatures in each tank and adjust the opening value of
the liquid filling valve to make the temperature progression in all the
tanks uniform.
2) Open the valve CL601 to discharge heated vapour to the liquid header.
16) After twenty to twenty-four hours, the temperature progression slows

down. Eventually, the procedure in the second method described in (19)
below may be more efficient.
3) Prepare the HD heater for use.

4) Adjust the temperature set point (1st step: 0C, 2nd step: 75C).
17) Purge the emergency pump column with N2 to remove liquid in the
column.
5) Prepare No.1 and No.2 HD compressors for use.

6) At vent mast No.1, open the valve CL700.
7) Open valve CG601, the HD compressors suction from the vapour
header.
8) Open the HD compressors inlet and outlet valves CG513, 514, 521, 522.
9) Open the HD heater inlet and outlet valves CG503, 509.
Open the heater discharge valve to the liquid header CG551 and CG605.
18) At the end of the operation, when the coldest temperature of the
secondary barrier is at least +5C, or before switching to the second step,
stop and shut down the gas burning system if used. Stop both HD
compressors, shut the filling valves on all tanks and restore the normal
venting from the vapour header.
19) As an alternative operation, the target temperature in the cargo tank is to
be at least +5C when inerting with hot inert gas is initiated. In this case
the total operating time for warming up and inerting is approximately
36 hours
10) Open the vapour valves CG101/100, 201/200, 301/300, 401/400 on

each tank.
11) Set up the valves on cargo tanks.
Valve
Description
Position
CL110/CL100
Open
CL210/CL200
Open
6 - 52
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(400A)
(300A)
(400A)
(50A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 53
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
Ballast Line
Gas Main
(300A)
SP-701
CG-600
CG-605
(700A)
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-600
Inert Gas
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
Warm Natural Gas
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 6.6.3a Inerting
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

6.6.3 Inerting
3) Remove the spool piece SP700 between the liquid header and No.1 vent
mast.
1. Introduction
After the tanks have been warmed up, the LNG vapour is displaced with inert
gas.
Inert gas from the inert gas plant is introduced at the bottom of the tanks through
the LNG filling piping. Gas from the tanks is vented from the top of the tank
through the vapour header. This form of layering the inert gas in the tanks and
the removal of LNG vapour is termed the piston effect. This layering of inert gas
enables the displaced vapour to be directed to the boilers as boil-off gas via an
LD compressor in order that only a minimum amount of vapour will be vented
via the No.1 vent mast during the later stage in the inerting process.
There are sample points in each tank at varying layers from near to the bottom to
near the top of each tank. As the interface of inert gas and LNG vapour is nearing
the upper sample point the gas burning should be stopped and the LD
compressor shut down. Displaced gas should now be directed to No.1 vent mast,
or to shore if in port.
Inerting is necessary to prevent the possibility of having an air/LNG vapour
mixture in the flammable range. The operation is continued until the
hydrocarbon content is reduced to less than 2 %. The operation requires about 20
hours.
In addition to the cargo tanks, all pipe work and fittings must be inerted. This is
best done with inert gas or nitrogen whilst the plant is in operation for inerting
the cargo tanks.
2. Operating Procedure for Inerting Cargo Tanks
4) Open the valves to supply inert gas to the liquid header:

Valve
Description
Position
CL601
Inert Gas inlet to liquid header valve
Open
CL110
No.1 cargo tank liquid branch valve
Open
CL210
Open
CL310
Open
CL410
Open
5) Open tank filling valves:

Valve
Description
Position
CL100
No.1 cargo tank filling valve
Open
CL200
Open
CL300
Open
CL400
Open
Valve
Description
Open valve CG702 to vent through the forward vent mast riser, the tank
pressure is controlled via valve CG701.
13) During tank inerting, purge the LNG vapour contained in the lines and
equipment for about 5 minutes, or until the CH4 content is reduced to
1% 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 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.
WARNING
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
Position
CG100,101
No.1 cargo tank vapour valves
Open
Replacement of warm gas in cargo tanks by inert

gas
CG200,201
Open
Cargo tanks CH4 content < 2% in volume
CG300,301
Open
Inert gas generator ( Inert gas mode)

LD compressor
LD heater
CG300,301
Open
Operation Duration
Less than 20 hours
Check Points
- CH4 content & dew point in tank by sampling

check with using sampling valve of vapour line on
each gas dome top and sampling valves on each
liquid dome top respectively
- Operating condition of IGG including monitoring of
2) Install the spool piece SP600 connecting the IG line to the liquid header.
When the methane content in the samples is becoming too low to be

supplied to the boiler for burning, the gases should be directed to the
No.1 vent mast.
7) Open tank vapour valves:
Purpose
1) Prepare the inert gas plant for use in the inert gas mode.
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 and dew point meters. Hydrocarbon content is to be less
than 2% and the dew point less than -40C.
8) Prepare an LD compressor and LD heater for operation.

9) Start the inert gas generator and run it until the oxygen content and dew
point are acceptable.
10) On the dry-air/inert-gas discharge line, open the discharge valve
supplying inert gas to the tanks and close the purge valve. When the
oxygen content is less than 1% and the dewpoint is -45C.
11) Free flow the vapour from the each cargo tank to the boilers via the LD
compressor and LD heater. If necessary start the LD compressor in
order to control the tank pressure.
6 - 54
LNGC GRACE ACACIA
ESD
CL-001
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
(500A)
CL-003
(100A)
CS-002(80A)
CL-007(500A)
ESD
CL-004
ESD
Flow Meter
CL057CL058
(400A)
(400A)
(400A)
(400A)
CG-100
CS-100
CG-101
CS-107
SP-100
(50A)
(50A)
CS-108
(40A)
CL-100
(300A)
(300A)
(300A)
CR-104
(PORT)
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
CL-105
(400A)
Sprayers
Cargo Pump
(80A)
(80A)
CL-106
(400A)
(600A)
(50A)
CR-105
(STBD)
No.2 Cargo Tank
CS-101
CS-102
CL-101
CL-102
CL-103
CL-104
(300A)
(400A)
CS-106 For IBS

Stripping
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
CL-205
(400A)
CL-206
(600A)
Sprayers
S
Spray Pump
CS-104
FL-100
SA-156 SA-155
(8A)
(8A)
SA-154 SA-153
CG-200
SA-152 SA-151
CS-207
(50A)
SP-200
CG-201
(300A)
(8A)
(40A)
(50A)
CS-208
CL-200
CR-205
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
(PORT)
CG-701
CS-206 For IBS

Stripping
CS-200
CS-201
CS-202
CL-201
(300A)
CS-103
CL-110
No.2 LNG
Vent Mast
(STBD)
Cargo Pump
SP-700
(450A)
(400A)
(65A)
CL-700
CG-700
(400A)
(100A)
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 55
(300A)
(450A)
CS-204
CL-202
M
(300A)
(CL-208)
Foot Valve
No.3 Cargo Tank
CG-702
(400A)
(50A)
S
Spray Pump
(300A)
CS-203
CL-210
CL-203
CL-204
M
FL-200
SA-256 SA-255
SA-254 SA-253
Sprayers
(50A)
(65A)
(400A)
(400A)
Cargo Pump
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
CS-004(80A)
CS-006(80A)
CS-701
CS-700
(8A)
(8A)
SA-252 SA-251
SP-300
(50A)
CS-307
CR-304
CG-301
(300A)
(8A)
(40A)
(50A)
CS-308
CL-300
CR-305
CL-305
CL-306
(CL-308)
Foot Valve
(600A)
(400A)
CG-300
CS-300
CS-301
CS-302
CL-301
(300A)
(300A)
(400A)
(600A)
No.4 Cargo Tank
(400A)
(400A)
(400A)
ESD
CG-003
CG-001
ESD
CL-009
CL-011(500A)
CL-012
(450A)
(400A)
Spray Main
(100A)
(PORT)
S
Spray Pump

(Flanged Type)
Ball Valve
CL754 CL753
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
CL-302
CL-303
CL-304
FL-300
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
2
(CL-408)
Foot Valve
Main
CS-304
Radar Beam Type

Level Gauge Pipe
(PORT)
(STBD)
(50A)
SA-356 SA-355
SA-354 SA-353
(8A)
(8A)
SA-352 SA-351
CG-401
CS-407
SP-400
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
CR-404
(50A)
CL065CL066
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
CS-303
CL-310
CS-406 For IBS

Stripping
Control Valve
To Cofferdam
(80A)
CS-403
CL-410
CS-404
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)
Needle Valve
(300A)
Liquid Main
(650A)
CS-600
(80A)
CL074CL073
(750A)
(65A)
(400A)
(300A)
(450A)
Y-type Strainer
Gas Main
(700A) Vapour
(700A)
(650A)
CL-600
(300A)
CL-601
(300A)
Ballast Line

(400A)
CG-601
(80A)
CG-602
CG-603
(700A)
CL082CL081
(300A)
(300A)
SP-701
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
Inert Gas Dry Air

From Engine Room

(80A)
ESD
CS-502
CS-506
(500A)
Forcing
Vaporuizer
CL-015
CS-505
(600A)
CS-501
CG-502
CS-510
(50A)
CS-704
(600A)
CS-504
(40A)
(25A)
LNG
Vaporuizer
Inert Gas
CS-703
(40A)
CG-501
SP-602
(80A)
(600A)
(300A)
CS-503
CG-511
CG-529
(600A)
Description
Orifice
Stripping Crossover
No.1 H/D
Compressor
(450A)
CG-500
ESD
CG-513
(650A)
(250A)
CG-525 CG-521
Liquid Crossover
CG-503
(400A)
CG-507
(600A)
CG-517
Vapour Crossover
(450A)
Symbol
(600A)
No.2 H/D
Compressor
Key
Warm Natural Gas
CL051 CL052
CG-514
CG-526 CG-522
High Duty
Heater
(300A)
(80A)
Liquid Crossover
CG-505
(700A)
CG-518
(250A)
Mist
Separator
(650A)
(350A)
CG-530
CG-512
CG-509
CG-515
No.1 L/D
Compressor
(250A)
(500A) CL-010
(150A)
CG-527 CG-523
(500A)
CG-504
(300A)
CG-508
(300A)
To Engine Room
CG-519
(300A)
(250A)
CL-014
No.2 L/D
Compressor
(300A)
Low Duty
Heater
CG-606
CG-516
CG-528 CG-524
CL060 CL059
CL067 CL068
CL-013
(150A)
CG-506
(750A)
CG-510
(400A)
CL076 CL075
CG-520
CS-007
(400A)
(400A)
Illustration 6.6.3b Inerting Liquid Line
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

3. Operating Procedure for Inerting the Liquid Line
(See Illustration 6.6.3b)
CL011
No.3 liquid manifold double shut valve
Open
CL015
Open
During the inerting of the tanks it is also necessary to purge all the dead ends of
the liquid line to ensure there is no hydrocarbon remaining;
CL004
No.1 liquid manifold ESD valve
Open
CL008
Open
1) Purge the dead section of the liquid header by opening the liquid header to
No.1 vent mast crossover valve CL700, open the sample valve
CL753/CL754 and vent to atmosphere until the hydrocarbon content is
less than 1%.
CL012
Open
CL016
Open
6) Open the vent sample lines in sequence for approximately 5 minutes or

until the hydrocarbon content is less than 1%;
2) Purge the port liquid manifolds;

Valve
Description
Position
Valve
Description
Position
CL002
Open
CL057,058
No.1 liquid manifold vent/sample valves
Open
CL006
Open
CL065,066
Open
CL010
Open
CL073,074
Open
CL014
Open
CL081,082
Open
CL001
Open
CL005
Open
CL009
Open
CL013
Open
7) On completion closed the above valves.

8) Purge the relief / safety valves on the liquid header by operating the lifting
lever;
Valve

Valve
Description
Position
CL051,052
Open
CL059,060
Open
CL067,068
Open
CL075,076
Open
CR701,706
Description
Position
Liquid header relief/safety valves
Operate
CR108
No.1 tank liquid header relief/safety valve
Operate
CR208
Operate
CR308
Operate
CR403
Operate
4) On completion close the valves indicated in paragraphs 2) and 3). Repeat

the operation on the starboard manifold.
5) Purge the starboard liquid manifolds;
Valve
Description
Position
CL003
Open
CL007
Open
6 - 56
LNGC GRACE ACACIA
ESD
CL-001
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
(500A)
CL-003
(100A)
CS-002(80A)
CL-007(500A)
ESD
CL-004
ESD
Flow Meter
CL057CL058
(400A)
(400A)
(400A)
(400A)
CG-100
CS-100
CG-101
CS-107
SP-100
(50A)
(50A)
CS-108
(40A)
CL-100
(300A)
(300A)
(300A)
CR-104
(PORT)
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
CL-105
(400A)
Sprayers
Cargo Pump
(80A)
(80A)
CL-106
(400A)
(600A)
(50A)
CR-105
(STBD)
No.2 Cargo Tank
CS-101
CS-102
CL-101
CL-102
CL-103
CL-104
(300A)
(400A)
CS-106 For IBS

Stripping
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
CL-205
(400A)
CL-206
(600A)
Sprayers
S
Spray Pump
CS-104
FL-100
SA-156 SA-155
(8A)
(8A)
SA-154 SA-153
CG-200
SA-152 SA-151
CS-207
(50A)
SP-200
CG-201
(300A)
(8A)
(40A)
(50A)
CS-208
CL-200
CR-205
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
(PORT)
CG-701
CS-206 For IBS

Stripping
CS-200
CS-201
CS-202
CL-201
(300A)
CS-103
CL-110
No.2 LNG
Vent Mast
(STBD)
Cargo Pump
SP-700
(450A)
(400A)
(65A)
CL-700
CG-700
(400A)
(100A)
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 57
(300A)
(450A)
CS-204
CL-202
M
(300A)
(CL-208)
Foot Valve
No.3 Cargo Tank
CG-702
(400A)
(50A)
S
Spray Pump
(300A)
CS-203
CL-210
CL-203
CL-204
M
FL-200
SA-256 SA-255
SA-254 SA-253
Sprayers
(50A)
(65A)
(400A)
(400A)
Cargo Pump
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
CS-004(80A)
CS-006(80A)
CS-701
CS-700
(8A)
(8A)
SA-252 SA-251
SP-300
(50A)
CS-307
CR-304
CG-301
(300A)
(8A)
(40A)
(50A)
CS-308
CL-300
CR-305
CL-305
CL-306
(CL-308)
Foot Valve
(600A)
(400A)
CG-300
CS-300
CS-301
CS-302
CL-301
(300A)
(300A)
(400A)
(600A)
No.4 Cargo Tank
(400A)
(400A)
(400A)
ESD
CG-003
CG-001
ESD
CL-009
CL-011(500A)
CL-012
(450A)
(400A)
Spray Main
(100A)
(PORT)
S
Spray Pump

(Flanged Type)
Ball Valve
CL754 CL753
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
CL-302
CL-303
CL-304
FL-300
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
2
(CL-408)
Foot Valve
Main
CS-304
Radar Beam Type

Level Gauge Pipe
(PORT)
(STBD)
(50A)
SA-356 SA-355
SA-354 SA-353
(8A)
(8A)
SA-352 SA-351
CG-401
CS-407
SP-400
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
CR-404
(50A)
CL065CL066
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
CS-303
CL-310
CS-406 For IBS

Stripping
Control Valve
To Cofferdam
(80A)
CS-403
CL-410
CS-404
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)
Needle Valve
(300A)
Liquid Main
(650A)
CS-600
(80A)
CL074CL073
(750A)
(65A)
(400A)
(300A)
(450A)
Y-type Strainer
Gas Main
(700A) Vapour
(700A)
(650A)
CL-600
(300A)
CL-601
(300A)
Ballast Line

(400A)
CG-601
(80A)
CG-602
CG-603
(700A)
CL082CL081
(300A)
(300A)
SP-701
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
Inert Gas Dry Air

From Engine Room

(80A)
ESD
CS-502
CS-506
(500A)
Forcing
Vaporuizer
CL-015
CS-505
(600A)
CS-501
CG-502
CS-510
(50A)
CS-704
(600A)
CS-504
(40A)
(25A)
LNG
Vaporuizer
Inert Gas
CS-703
(40A)
CG-501
SP-602
(80A)
(600A)
(300A)
CS-503
CG-511
CG-529
(600A)
Description
Orifice
Stripping Crossover
No.1 H/D
Compressor
(450A)
CG-500
ESD
CG-513
(650A)
(250A)
CG-525 CG-521
Liquid Crossover
CG-503
(400A)
CG-507
(600A)
CG-517
Vapour Crossover
(450A)
Symbol
(600A)
No.2 H/D
Compressor
Key
Mixture Gas (Tank Out)
CL051 CL052
CG-514
CG-526 CG-522
High Duty
Heater
(300A)
(80A)
Liquid Crossover
CG-505
(700A)
CG-518
(250A)
Mist
Separator
(650A)
(350A)
CG-530
CG-512
CG-509
CG-515
No.1 L/D
Compressor
(250A)
(500A) CL-010
(150A)
CG-527 CG-523
(500A)
CG-504
(300A)
CG-508
(300A)
To Engine Room
CG-519
(300A)
(250A)
CL-014
No.2 L/D
Compressor
(300A)
Low Duty
Heater
CG-606
CG-516
CG-528 CG-524
CL060 CL059
CL067 CL068
CL-013
(150A)
CG-506
(750A)
CG-510
(400A)
CL076 CL075
CG-520
CS-007
(400A)
(400A)
Illustration 6.6.3c Inerting Spray Line
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA
5) Close the valves and loosely replace the blank.
4. Operating Procedure for Inerting the Liquid Line

(See Illustration 6.6.3c)
6) Purge the port spray lines at the manifolds;
The spray line, forcing vaporiser and safety valves are inerted after completion
of the liquid line inerting;
1) Open the spray crossover from the liquid line and the spray master to each
cargo tank;
Valve
Description
Valve
Position
Valve
Description
Position
Description
Position
CL057,058
Open
CL065,066
Open
CL001
Open
CL073,074
Open
CL005
Open
CL081,082
Open
CL009
Open
CL013
Open
CS001
No.1 spray cooldown valve
Open
CS003
Open
11) On completion close the above valves.
CL600,CS600
Spray crossover valves from liquid line
Open
CS702,CS701
CS700
Spray main line block valves
Open
CS103
No.1 tank spray master valve
Open
CS005
Open
Valve
CS203
Open
CS007
Open
Port manifold relief valves
Operate
CS303
Open
CR001,CR005
CR009,CR013
CS403
Open
CR004,CR008
CR012,CR016
Starboard manifold relief valves
Operate
CR704,CR705
CR703
Spray main relief valves
Operate
CR106
No.1 Spray header relief valve
Operate
2) Starting at No.1 tank purge each section of the spray line;
Valve
Valve
Description
CS100
Open
No.1 tank spray rails inlet valves
Open
CS107,108

Position
Description
Position
12) Purge the relief/safety valves on the spray system using the lifting handles.
Description
Position
CL051,052
Open
CL059,060
Open
CR206
Operate
CL067,068
Open
CR306
Operate
CL075,076
Open
CR406
Operate
3) Repeat the process with tanks No.2 , 3 and 4;

8) On completion close the above valves.
Valve
Description
CS200
Open
Open
Valve
Open
CL004
Open
Open
CL008
Open
Open
CL012
Open
Open
CL016
Open
CS002
Open
CS004
Open
CS006
Open
CS008
Open
CS207,208
CS300
CS307,308
CS400
CS407,408
Position
4) While purging each tank spray lines, remove the blank on the IBS
stripping connection and purge the short section of lie by opening the
valve for approximately 5 minutes;
Valve
Description
Position
CS106
No.1 IBS stripping connection
Open
CS206
Open
CS306
Open
CS406
Open
9) Purge the starboard spray lines at the manifolds;

Description
Position
6 - 58
LNGC GRACE ACACIA

Illustration 6.6.3d Inerting Manifolds and Machinery Space
(400A)
(50A)
ESD
(400A)
ESD
CL-001
CL-005
(50A)
CS-001
CL-002
CL-006
(500A)
(65A)
CS-003
(50A)
(65A)
(80A)
(50A)
ESD
(600A)
CS-051 CS-052
CS-005
(500A)
(50A)
(65A)
(80A)
(80A)
Needle Valve
CS-703 (80A)
Control Valve
CR-053 CR-054

(65A)
(80A)
(50A)
CL-003
CL-007
(500A)
(500A)
CS-002
(80A)
CS-004
(65A)
(50A)
(600A)
(600A)

(Flanged Type)
Ball Valve
(80A)
(50A)
CS-006
CL-011
(500A)
(500A)
(65A)
(80A)
(80A)
(65A)
(15A)
CS-553 CS-554

(80A)
CL-015
CS-552 CS-551
(50A)
CG-703
Forcing
Vaporuizer

CR-703
CS-704
CS-008
(40A)

CR-051 CR-052
(80A)
Description
Orifice
(50A)
(50A)
(500A)
CG-502
CS-502
CS-506
Symbol
CR-002
(600A)
CR-505
CS-505
CR-708
(600A)
CS-501
Inert Gas
CR-001
(80A)
(80A)
CR-504
CR-006
CG-513
CR-503
CS-504
CR-501
CS-510
LNG
Vaporuizer
(40A)
(40A)
CR-709
CS-054 CS-053
(25A)
(40A)
CG-003
CG-001
(50A)
ESD
ESD
CL-009
(80A)
(65A)
CL-010
CS-007
CL-014
CR-010
(500A)
CR-005
Key
(750A)
(40A)
(25A)
(300A)
CS-509
(40A) CR-009
CR-014
(50A)
(300A)
(50A)
(300A)
CL-013
(40A)
(400A)
CL-053 CL-054
(400A)
CL-051 CL-052
CL-062 CL-061
(400A)
CL-060 CL-059
CG-054 CG-053
(80A)
CG-569 CG-570
CG-567 CG-568
CG-514
(40A)
(25A)
CG-501
CS-508
CG-052 CG-051
CL-069 CL-070
(300A)
CS-503
CR-502
(300A)
CG-529
(25A)
(50A)
Mist
Separator
(600A)
(600A)
CG-500
CG-511
CG-565 CG-566
No.1 H/D
Compressor
(450A)
CL-067 CL-068
CL-078 CL-077
(25A)
(250A)
CG-525 CG-521
CG-515
(600A)
CG-517
CL-076 CL-075
CR-013
CG-516
CG-563 CG-564
CG-571 CG-572
CG-507
No.2 H/D
Compressor
(450A)
CG-503
CG-518
(250A)
CG-526 CG-522
CG-555 CG-556
High Duty
Heater
CG-519
No.1 L/D
Compressor
CG-573 CG-574
CG-505
(700A)
CG-527 CG-523
(250A)
CG-530
CG-559 CG-560
CG-509
(350A)
(300A)
CG-512
To Engine Room
(150A)
No.2 L/D
Compressor
(250A)
CG-504
CG-520
CS-507
CG-508
CG-606
CG-528 CG-524
CG-557 CG-558
Low Duty
Heater
CG-577 CG-578
CG-506
(400A)
(150A)
CG-575 CG-576
CG-561 CG-562
CG-510
No.4 Cargo Tank
No.4 Cargo Tank
CG-601
(700A)
CG-056 CG-055
CL-064 CL-063
CL-073 CL-074
CG-058 CG-057
CL-066 CL-065
Gas Main
(400A)
CR-008
CL-071 CL-072
(50A)
ESD
ESD
CL-004
CL-008
(50A)
ESD
CG-004
ESD
ESD
CG-002
(400A)
(25A)
(40A)
Flow Meter
(40A)
CR-004
CL-055 CL-056
CL-057 CL-058
(300A)
(300A)
Vapour Main
(600A)
(400A)
(650A)
Liquid Main
(450A)
(400A)
No.3 Cargo Tank
No.3 Cargo Tank
6 - 59
No.2 Cargo Tank
(100A)
(65A)
No.2 Cargo Tank
No.1 Cargo Tank
(400A)
(300A)
CG-702
CG-700
(300A)
CS-700
SP-700
CG-701
Spray Main
CL-700
(450A)
(100A)
CS-701
(400A)
CR-704
(300A)
CS-702
(80A)
(450A)
CR-705
(400A)
(80A)
(700A)
(750A)
CR-706
(300A)
CS-600
(400A)
(300A)
(80A)
CR-012
Y-type Strainer
CR-003
To Cofferdam
(150A)
(450A)
CL-600
(450A)
(65A)
CL-082 CL-081
(300A)
(650A)
CL-601
SP-701
(100A)
(300A)
Ballast Line
(700A)
CL-080 CL-079
CR-600
(300A)
SP-600
CG-603
(80A)
(80A)
CG-602
CG-605
Inert Gas Dry Air

From Engine Room
CR-016
CG-600
(40A)
CR-007
(400A)
CG-604
(700A)
(400A)
SP-601
SP-602
(400A)
(40A)
(50A)
CR-011
CL-012
CR-015
CL-016
(50A)
(15A)
To No.1 Vent Mast No.1 Cargo Tank
LNGC GRACE ACACIA

The following items of machinery in the cargo machinery room are to be purged;
Forcing Vaporiser
Valve
Valve
Description
CS551,CS552
Description
Position
LNG vaporiser sample valves
Position
Open
3) On completion close the sample valves and prepare to purge the next
piece of machinery.
High Duty/ Low Duty Heaters

Valve
Description
Position
CG523
No.1 LD compressor discharge valve
Open
CG524
Open
CS506
Forcing vaporiser inlet block valve
Open
CS502
Forcing vaporiser inlet control valve
Open
Compressors
CG521
No.1 HD compressor discharge valve
Open
CS504
Forcing vaporiser bypass control valve
Open
CG522
No.2 HD compressor discharge valve
Open
CS507
Forcing vaporiser drain valve
Open
The HD/LD compressors can be purged via the forcing vvaporiser discharge
line;
CG530
HD/LD compressor discharge crossover valve
Open
CG503
HD heater inlet valve
Open
CG504
Open
CG507
HD heater control valve
Open
CG508
LD heater control valve
Open
CG505
HD heater bypass control valve
Open
CG506
Open
1) Purge the relief/safety valves on the forcing vaporiser using the lifting
handles;
Valve
CR501,CR503
CR505
Description
Forcing vaporiser relief/safety valves
Position
Operate
2) Open the sample valves and purge until the hydrocarbon content is less
than 1%;
Valve
CS553,CS554
Description
Forcing vaporiser sample valves
Position
Open
piece of machinery.
Description
LNG vaporiser inlet block valve
Open
CS501
LNG vaporiser inlet control valve
Open
LNG vaporiser bypass control valve

LNG vaporiser drain valve
CS508
CR502,CR504
CS507
Forcing vaporiser drain valve
Close
CG502
Forcing vaporiser discharge to mist separator
Open
CG515
Open
CG516
Open
CG513
No.1 HD compressor inlet valve
Open
CG514
No.2 HD compressor inlet valve
Open
CG519
No.1 LD compressor bypass control valve
Open
CG520
Open
CG517
No.1 HD compressor bypass control valve
Open
CG518
No.2 HD compressor bypass control valve
Open
Description
Forcing vaporiser relief/safety valves
Valve
Description
No.1 LD compressor sample valves
Open
Open
CG569,CG570
CG577,CG578
No.2 LD compressor sample valves
Open
Open
CG563,CG564
CG571,CG572
No.1 HD compressor sample valves
Open
CG565,CG566
CG573,CG574
No.2 HD compressor sample valves
Open
Position
than 1%;
Valve
Description
Position
CG555,CG556
CG559,CG560
HD heater sample valves
Open
CG557,CG558
CG561,CG562
LD heater sample valves
Open
piece of machinery.
Position
CG567,CG568
CG575,CG576
1) Purge the relief/safety valves on the LNG vaporiser using the lifting
handles;
Valve
Position
Position
CS505
CS503,CS510
Description
1) Open the sample valve and purge until the hydrocarbon content is less
than 1%;
LNG Vaporiser
Valve
Valve
piece of machinery.
Operate
than 1%;
6 - 60
LNGC GRACE ACACIA

Illustration 6.6.3d Inerting Manifolds and Machinery Space
(400A)
(50A)
ESD
(400A)
ESD
CL-001
CL-005
(50A)
CS-001
CL-002
CL-006
(500A)
(65A)
CS-003
(50A)
(65A)
(80A)
(50A)
ESD
(600A)
CS-051 CS-052
CS-005
(500A)
(50A)
(65A)
(80A)
(80A)
Needle Valve
CS-703 (80A)
Control Valve
CR-053 CR-054

(65A)
(80A)
(50A)
CL-003
CL-007
(500A)
(500A)
CS-002
(80A)
CS-004
(65A)
(50A)
(600A)
(600A)

(Flanged Type)
Ball Valve
(80A)
(50A)
CS-006
CL-011
(500A)
(500A)
(65A)
(80A)
(80A)
(65A)
(15A)
CS-553 CS-554

(80A)
CL-015
CS-552 CS-551
(50A)
CG-703
Forcing
Vaporuizer

CR-703
CS-704
CS-008
(40A)

CR-051 CR-052
(80A)
Description
Orifice
(50A)
(50A)
(500A)
CG-502
CS-502
CS-506
Symbol
CR-002
(600A)
CR-505
CS-505
CR-708
(600A)
CS-501
Inert Gas
CR-001
(80A)
(80A)
CR-504
CR-006
CG-513
CR-503
CS-504
CR-501
CS-510
LNG
Vaporuizer
(40A)
(40A)
CR-709
CS-054 CS-053
(25A)
(40A)
CG-003
CG-001
(50A)
ESD
ESD
CL-009
(80A)
(65A)
CL-010
CS-007
CL-014
CR-010
(500A)
CR-005
Key
(750A)
(40A)
(25A)
(300A)
CS-509
(40A) CR-009
CR-014
(50A)
(300A)
(50A)
(300A)
CL-013
(40A)
(400A)
CL-053 CL-054
(400A)
CL-051 CL-052
CL-062 CL-061
(400A)
CL-060 CL-059
CG-054 CG-053
(80A)
CG-569 CG-570
CG-567 CG-568
CG-514
(40A)
(25A)
CG-501
CS-508
CG-052 CG-051
CL-069 CL-070
(300A)
CS-503
CR-502
(300A)
CG-529
(25A)
(50A)
Mist
Separator
(600A)
(600A)
CG-500
CG-511
CG-565 CG-566
No.1 H/D
Compressor
(450A)
CL-067 CL-068
CL-078 CL-077
(25A)
(250A)
CG-525 CG-521
CG-515
(600A)
CG-517
CL-076 CL-075
CR-013
CG-516
CG-563 CG-564
CG-571 CG-572
CG-507
No.2 H/D
Compressor
(450A)
CG-503
CG-518
(250A)
CG-526 CG-522
CG-555 CG-556
High Duty
Heater
CG-519
No.1 L/D
Compressor
CG-573 CG-574
CG-505
(700A)
CG-527 CG-523
(250A)
CG-530
CG-559 CG-560
CG-509
(350A)
(300A)
CG-512
To Engine Room
(150A)
No.2 L/D
Compressor
(250A)
CG-504
CG-520
CS-507
CG-508
CG-606
CG-528 CG-524
CG-557 CG-558
Low Duty
Heater
CG-577 CG-578
CG-506
(400A)
(150A)
CG-575 CG-576
CG-561 CG-562
CG-510
No.4 Cargo Tank
No.4 Cargo Tank
CG-601
(700A)
CG-056 CG-055
CL-064 CL-063
CL-073 CL-074
CG-058 CG-057
CL-066 CL-065
Gas Main
(400A)
CR-008
CL-071 CL-072
(50A)
ESD
ESD
CL-004
CL-008
(50A)
ESD
CG-004
ESD
ESD
CG-002
(400A)
(25A)
(40A)
Flow Meter
(40A)
CR-004
CL-055 CL-056
CL-057 CL-058
(300A)
(300A)
Vapour Main
(600A)
(400A)
(650A)
Liquid Main
(450A)
(400A)
No.3 Cargo Tank
No.3 Cargo Tank
6 - 61
No.2 Cargo Tank
(100A)
(65A)
No.2 Cargo Tank
No.1 Cargo Tank
(400A)
(300A)
CG-702
CG-700
(300A)
CS-700
SP-700
CG-701
Spray Main
CL-700
(450A)
(100A)
CS-701
(400A)
CR-704
(300A)
CS-702
(80A)
(450A)
CR-705
(400A)
(80A)
(700A)
(750A)
CR-706
(300A)
CS-600
(400A)
(300A)
(80A)
CR-012
Y-type Strainer
CR-003
To Cofferdam
(150A)
(450A)
CL-600
(450A)
(65A)
CL-082 CL-081
(300A)
(650A)
CL-601
SP-701
(100A)
(300A)
Ballast Line
(700A)
CL-080 CL-079
CR-600
(300A)
SP-600
CG-603
(80A)
(80A)
CG-602
CG-605
Inert Gas Dry Air

From Engine Room
CR-016
CG-600
(40A)
CR-007
(400A)
CG-604
(700A)
(400A)
SP-601
SP-602
(400A)
(40A)
(50A)
CR-011
CL-012
CR-015
CL-016
(50A)
(15A)
To No.1 Vent Mast No.1 Cargo Tank
LNGC GRACE ACACIA

Cargo Machinery Room Lines and Vapour Header
When the inerting of the cargo tanks is nearing completion and the hydrocarbon
content is low the remaining sections of line in the machinery room and the
vapour manifold can be purged;
Valve
Description
Position
CG509
HD heater discharge valve
Open
CG510
LD heater discharge valve
Open
CG501
LNG vaporiser discharge valve
Open
Heater discharge crossover valves
Open
Compressor discharge crossover
Open
Heater discharge to vapour header
Open
CG600
IG header to vapour manifold
Open
CG001,CG002
Vapour manifold ESD valves
Open
CG003,CG004
Vapour manifold ESD bypass valves
Open
CG051,CG052
CG057,CG058
Vapour manifold sample valves
Open
CG511,CG512
CG529
CG601,CG603
CG604,CG605
1) Purge the line through the sample valves until the hydrocarbon contents is
less than 1%.
2) To clear the dead end between valve CG605 and CL601 ease back the
blank flange and purge for approximately five minutes.
Cargo Tank Safety Valves and Pump Discharge Columns
Purge the tank safety valves by operating the manual lifting device, the
hydrocarbon content can be checked at the vent mast sample valves.
Purge all the cargo pump, emergency pump and spray pump columns by opening
the sample valves situated near to the respective pump discharge valves. Check
the hydrocarbon content and when less than 1% close the sample valves.
When all tanks, cargo pipe work and machinery have been purged with inert gas
and the boiler gas inlet with nitrogen, the system can be changed over ready to
aerate.
6 - 62
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(400A)
(300A)
(400A)
(50A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
6 - 63
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
Ballast Line
Gas Main
(300A)
SP-701
CG-600
CG-605
(700A)
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-600
Dry Air
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
Inert Gas
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 6.6.4a Aeration
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

6.6.4 Aeration
1. Introduction
Purpose
Replacement of inert gas in cargo tanks by dry air
Prior to entry into the cargo tanks the inert gas must be replaced with air.
O2 content > 20% by volume (General)
Inert gas generator ( Dry air mode)
Operation Duration
Less than 20 hours
Check Points
- O2 & CH4 content in tank by sampling check with

using sampling valve of each filling line and
sampling valves on each liquid dome top.
- Operating condition of IGG including monitoring of
Aeration is not complete until, at each stage, the oxygen content is more than
20%, the carbon dioxide content 0.5%, or less and the carbon monoxide content
is 50ppm or less.
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% oxygen by volume is
reached.
2. Operation
1) Prepare the inert gas plant for use in the dry-air mode.
The Inert-Gas and Dry-Air System produces dry air with a dew point of -45C.
2) Install the spool piece SP600 connecting the Dry air line to the vapour
header
The dry-air enters the cargo tanks via the vapour header, to the individual vapour
domes.
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, valve
CL700, spool piece SP700 and valve CG701. During aerating, the pressure in the
tanks must be kept low to maximize the piston effect
The operation is complete when all the tanks have a 20% oxygen value and a
methane content of less than 0.2% by volume (or whatever is required by the
relevant authorities) and a dew point below -40C.
13) 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.
14) 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.
3) Install the spool piece SP700 for venting the mixture of inert-gas/dry-air
from the liquid header.
4) Open the liquid filling valves CL110/100, 210/200, 310/300, 410/400
on each tank.
5) Open the vapour valves CG101/100, 201/200, 301/300, 401/400 on
each tank.
6) Open the valves CG604, 601 to supply dry air to the vapour header.
Before entry, test for traces of noxious gases (carbon dioxide less than 0.5% by
volume, and carbon monoxide less than 50ppm) 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.
The pressure in the tanks is adjusted to 12 kPa.
7) Start the Inert-Gas/ Dry-air plant in dry air mode.

8) On the dry-air/inert gas discharge line, open the dry air discharge valve
and close the purge valve.
Aeration carried out at sea as a continuation of gas freeing will take

approximately 20 hours.
9) Observe the tank pressures and insulation space pressures, to ensure that
the tank pressures are higher than the space pressures by 1.0kPa at all
times.
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 < 50ppm).
10) 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.
11) When the oxygen content reaches 20%, isolate and shut in the tank.
12) When all the tanks are completed and all piping has been aired out, raise
the pressure to 10kPa 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.
6 - 64
LNGC GRACE ACACIA

7.1 Vapour Leakage ................................................................................. 7 - 2
7.2 Liquid Leakage .................................................................................. 7 - 4
7.3 Water Leakage to Barrier Space......................................................... 7 - 8
7.4 Fire and Emergency Breakaway ........................................................ 7 - 9
7.5 Emergency Cargo Pump Installation ............................................... 7 - 12
7.6 One Tank Operation......................................................................... 7 - 14
7.6.1 Warm Up (No.2 Cargo Tank)................................................ 7 - 14
7.6.2 Inerting (No.2 Cargo Tank)................................................... 7 - 16
7.6.3 Aeration (No.2 Cargo Tank).................................................. 7 - 18
7.6.4 Drying and Inerting (No.2 Cargo Tank)................................ 7 - 20
7.6.5 Gassing-Up (No.2 Cargo Tank) ............................................ 7 - 24
7.6.6 Cool Down (No.2 Cargo Tank)............................................. 7 - 26
7.7 Ship to Ship Transfer ....................................................................... 7 - 27
7.8 Jettisoning of Cargo......................................................................... 7 - 29
Illustration
7.1a Insulation Space Nitrogen Control System....................................... 7 - 1
7.2a LNG Drain from Inter Barrier Space ................................................ 7 - 3
7.3.a Water Drain from Insulation Space ................................................. 7 - 7
7.3b Water Drain From Insulation Space ................................................. 7 - 8
7.5a Emergency Cargo Pump Fitting Sequence ..................................... 7 - 11
7.6.1a Warm Up (No.2 Tank)................................................................. 7 - 13
7.6.2a Inerting (No.2 Cargo Tank) ......................................................... 7 - 15
7.6.3a Aeration (No.2 Cargo Tank)........................................................ 7 - 17
7.6.4a Drying (No.2 Cargo Tank)........................................................... 7 - 19
7.6.4b Inerting (No.2 Cargo Tank) ......................................................... 7 - 21
7.6.5a Gassing-Up (No.2 Cargo Tank)................................................... 7 - 23
7.6.6a Cool Down (No.2 Cargo Tank) ................................................... 7 - 25
Part 7
Emergency Procedures
Part 7 Emergency Procedures
LNGC GRACE ACACIA

Illustration 7.1a Insulation Space Nitrogen Control System
FI
PIC
FX/FI
PI PX
PIAHL
TX
PIAL
FX/FI
PX
Trunk Deck
PX
NG-96
NG-97
NG-87
NG-90
NG-89
NG-84
NG-88
TX
NG-93 NG-92
NG-94
NG-95
NG-98
NG-91
PI
NG-83 NG-82
NG-39
Near
Manifold
ESD
CR-100
NG-03
LNG Vent
Master
N2 Master
NG-11
NC-114
I.S.
Gas
Dome
I.S.
NC-108
I.B.S.
I
A-F , J L
To No.1
Dome
Gauge
Board
NC-105
NC-104
NC-106
NC-107
NC-109
NC-110
NC-103
To Fixed Gas
Detection
System
CR-101
NC-112
NC-119
NC-111
NC-101
NC-102
PX To No.1 Dome
PI Gauge Board
NC-115
NG-04
CR-102
NC-113
NC-116
Portable
Sampling
in Cofferdam
NG-01
NG-07
NG-10
NG-08
NG-12
NG-13
CR-103
NG-18
To Fixed Gas
Detection
System
To Fixed Gas
Detection
System
NG-05
NG-06
NG-14
NG-15
NG-16
NG-19
NC-204
NC-117
NC-205
NC-206
NC-203
To Fixed Gas
Detection
System
To Spray Line

(N2 To B.O.G Line)
NG-62
No.1 H/D
Compressor

No.2 H/D
Compressor
No.2 L/D
Compressor
Compressor Room
NG-63
No.1 L/D
Compressor
Motor Room
I.B.S.
I.S.
I.B.S.
To No.2
Dome
Gauge
Board
NC-207
NC-209
NC-210
NC-219
No.1 Liquid
Dome
FWD AFT
I.S. I.S.
B/W B/W
NC-118
NC-208
Em'cy Cargo
Pump Column
CR-201
CR-301
To Deck
Store
NC-201
NG-02
NG-22
NC-202
To Spray Line
NG-09
NC-212
NC-216
CR-202
PX To No.2 Dome
PI Gauge Board
NC-215
NC-217
NC-304
To Fixed Gas
Detection
System
NC-213
NC-218
NC-303
NG-28
NG-29
I.S.
Gas
Dome
Q
I
A-F , J L
NC-211
NG-17
CR-200
NG-25
NG-26
NG-30
NG-31
CR-203
NG-36
NG-23
NG-24
NG-32
NG-33
NG-34
I.B.S.
I.S.
I.B.S.
NC-305
NC-306
NC-307
To No.1 Dome
Gauge Board
PI
NG-21
No.2 Liquid
Dome
NC-301
NG-47
To Fixed Gas
Detection
System
NG-20
NC-214
NC-308
NG-37
NG-49
NG-50
I.B.S.
I.S.
NC-309
NC-310
Em'cy Cargo
Pump Column
NC-302
NC-319
NC-311
To No.3
Dome
Gauge
Board
NC-312
CR-401
NG-35
CR-300
NG-45
NG-46
NG-51
NG-52
CR-303
NG-43
NG-44
NG-53
NG-54
NG-55
NC-317
NC-404
NC-315
I.S.
NC-405
NC-406
WW
NG-27
To Fixed Gas
Detection
# System
NG-61
NG-81
NC-314
NC-408
NC-409
NC-419
NC-318
NC-414
NC-415
NC-410
NC-411
NC-407
To Spray Line
To No.2 Dome
Gauge Board
PI
NG-42
CR-302
PX To No.3 Dome
PI Gauge Board
NC-316
NC-313
NG-60
CG-613
Gas
Dome
Q
I
A-F , J L
To Fixed Gas
Detection
# System
N
H
To Fixed Gas
Detection
System
NC-412
From
Engine
Room
Boil-off
Gas Line
From
Engine
Room
NG-40
NG-41
No.3 Liquid
Dome
NC-403
To Fixed Gas
Detection
System
To Spray Line
NG-48
NC-402
PX To No.4 Dome
PI Gauge Board
NC-416
To No.4
Dome
Gauge
Board
CR-402
NC-413
NC-418
NC-417
I
A-F , J L
Em'cy Cargo
Pump Column
NC-401
To No.3 Dome
Gauge Board
PI
NG-59
N
G
I.B.S.
Gas
Dome
I.S.
I.B.S.
No.4 Liquid
Dome
NG-69
NG-57
NG-65
S
Em'cy Cargo
Pump Column
NG-56
CR-400
NG-70
NG-68
To Fixed Gas
Detection
# System
NG-58
NG-74
NG-64
NG-66
NG-72
NG-71
NG-75
CR-403
NG-67
NG-73
NC-77
NG-79
NG-78
To No.4 Dome
Gauge Board
PI
NG-80
From N2 Buffer Tank

in Engine Room
NG-76
To Fixed Gas
Detection
# System
NG-38
Near
Manifold
TX
7-1









Key
Nitrogen Main Line
I.S.
: Insulation space
LNGC GRACE ACACIA

7.1 Vapour Leakage
Leakage of methane vapour into the IBS presents no immediate danger to the
tank or the vessel. The IBS and IS are constructed of 1.2mm thick stainless steel
primary barrier 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 IBS.
the gas concentration and temperatures in the IBS, i.e. secondary barrier temperatures.
In conjunction with the above, record all pressure changes
occurring in the cargo tank and IBS.
I.B.S AND I.S. PIPING

ARRANGEMENT ON LIQUID DOME
To N2 Vent Mast
To Gas Detector
A small leakage of vapour through the membrane may not be readily obvious.
The vapour concentration in each IBS 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) 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.
W V
2) An increase in pressure in one Inter Barrier Space:

A fracture above the liquid level in a cargo tank will allow a direct flow
of vapour into the IBS; 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 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.
FWD IS
Bilge Well (C)
AFT IS
Bilge Well (C)
As much information as possible, concerning the fracture and leak, should be

obtained and recorded. Determine whether the leak is increasing as follows:
y
After the leak is detected, record the gas concentration and IBS
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
Cofferdam
IS
7-2
IBS
In Tank
LNGC GRACE ACACIA
(400A)
(80A) CS-001
ESD
CL-002
ESD
CL-005
(500A) CL-006
(500A)
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
Flow Meter
(400A)
(400A)
ESD
CL-008
ESD
CG-004
(400A)
CG-002
(600A)
Y-type Strainer
(400A)
CG-703
ESD
No.2 Cargo Tank
(300A)
CR-104
CS-107
(50A)
CS-108
(40A)
CL-100
(300A)
(400A)
(400A)
CS-100
CS-101
CS-102
CL-101
M
(300A)
SP-100
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(300A)
CR-105
(PORT)
To Fixed Gas
Spray
Pump
Detection
System
CS-106 For IBS

Stripping
(STBD)
To Fixed Gas
Detection
System
CR-401
NC-407
NC-404
(50A)
NC-406
NC-405
(65A)
(80A)
(400A)
(400A)
CL-205
NC-409
Cargo Pump
NC-403
(50A)
To No.4
Dome
Sprayers
Gauge
Board
PX To No.4 Dome
PI Gauge Board
NC-419
NC-415 (400A)
NC-413
(600A)
(STBD)
CL-102
CL-103
CL-104
FL-100
SA-154 SA-153
SA-156 SA-155
(8A)
(8A)
(8A)
SA-152 SA-151
CG-200
CG-201
NG-65
NC-401
(PORT)
CS-104
Radar Beam Type

Level Gauge Pipe
NC-408
NG-66
CS-207
I.B.S.
(50A)
I.S.
(50A)
I.S.
I.B.S.
SP-200
NC-402
NC-414
(600A)
CR-402
(300A)
CR-204
NG-69
Gas
Dome
Q
NG-64
NG-68
I
A- F , J L
CL-110
CR-400
NG-71
NG-70
NG-72
NG-73
CS-208
(50A)
No.1 LNG
Vent Mast
(400A)
NG-67
CR-205
(40A)
CS-200
N
G
CS-103
CS-203
CS-201
CS-202
CL-200
NG-74
CS-206 For IBS

Stripping
CL-201
M
NG-75
(300A)
M
(300A) CR-403
CL-202
NG-78
No.4 Liquid
Dome
CL-206
NC-411
NC-412
NC-410
NC-418
NC-417
(50A)
(300A)
7-3
To No.4 Dome
Gauge Board
PI
CG-701
(450A)
(300A)
(400A)
(450A)
CL-210
NG-76
FL-200
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-204
NC-77
NG-79
CL-203
CL-204
M
NG-80
SA-256 SA-255
SA-254 SA-253
(50A)
Em'cy Cargo
Pump Column
Radar Beam Type

Level Gauge Pipe
(8A)
(50A)
(65A)
S
Spray Pump
No.2 LNG
Vent
To Fixed
GasMast
Detection
# System
(400A)
Sprayers
(80A)
(65A)
(100A)
From N2 Buffer Tank

in Engine Room
NC-416
Cargo Pump
CS-701
CS-700
(300A)
Spray Main
SP-700
CG-100
(100A)
CL-700
CG-101
(400A)
CG-700
(450A)
(300A)
Liquid Main
SA-252 SA-251
SP-300
(50A)
(50A)
CS-307
CR-304
CG-702
(650A)
(8A)
(40A)
CS-308
(300A)
(300A)
(400A)
CL-305
CL-306

(Flanged Type)
Ball Valve
(600A)
CG-300
CS-300
CR-305
CL-300
(400A)
(400A)
(400A)
(600A)
(CL-308)
Foot Valve
(50A)
(80A)
CL-011(500A)
CL-012
CS-008(80A)
ESD
(400A)
(300A)
CS-303
CS-301
CS-302
CL-301
M
(300A)
(300A)
(400A)
(450A)
M
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Control Valve
Vapour Main
CS-306 For IBS

Stripping
(STBD)
S
Spray Pump
Needle Valve
(700A)
(PORT)
(80A)
Cargo Pump
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
(50A)
SA-356 SA-355
(8A)
SA-354 SA-353
Sprayers
CL-405
CL-406
(400A)
(600A)
(STBD)
(50A)
CG-301
(650A)
CS-600
(8A)
SA-352 SA-351
SP-400
(8A)
CS-407
CR-404
CG-401
(300A)
(50A)
(50A)
CS-408
(40A)
CL-400
(300A)
(300A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
CR-405

(300A)
No.3 LNG
Vent Mast
(400A)
(PORT)
(CL-408)
Foot Valve
CS-702
CL-310
CS-403
CL-410
CS-404

(750A)
No.4 LNG
Vent Mast
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(80A)
(700A)
CS-406
CG-601
CL-601
(65A)
(400A)
(300A)
(450A)
(8A)
CG-603
(80A)
CG-602
(300A)
CL-600
Liquid Natural Gas
Gas Main
(300A)
Ballast Line
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
SP-701
Cold Natural Gas
(80A)
CL-015
(50A)
(700A)
(50A)
Forcing
Vaporuizer
CS-502
CS-506
(50A)
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
(8A)
(40A)
CS-501
Symbol
Warm Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(400A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
To Engine Room
CG-519
(300A)
CG-504
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 7.2a LNG Drain from Inter Barrier Space
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

7.2 Liquid Leakage
1. General
In the event of mechanical damage or over pressure of the Inter Barrier Space
(IBS), a failure of the primary membrane of a cargo tank could occur. Its IBS
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 IBS may develop slowly over a period of hours or days, or it may occur
suddenly with one or more or the following indications:
y
y
y
y
y
y
y
Gas detection alarm.

A rapid increase in the methane content of the affected space
A rise in pressure in the inter barrier space nitrogen header,
accompanied by continuous increased venting to atmosphere
Low temperature alarms at all temperature sensors in the
insulation below the damaged cargo tank.
A general lowering of inner hull steel temperatures
Rise in pressure in the effected IBS.
Likely lifting of the IBS relief valves.
If any two of the above events occur, immediately segregate the gas
contaminated IBS from the others and vent it to the atmosphere to maintain the
pressure at about 0.5 ~ 1 kPa below the IBS relief valves 3 kPa set point. Refer
to following section for detailed advice.
Increase the set pressure of the IS service header from its normal plus 0.2 ~ 0.7
kPa above IBS set point. This higher pressure in the IS should prevent gas
contamination from the IBS, should the secondary barrier not be completely tight.
If the leak is so severe that the pressure in the IS cannot be maintained above that
in the IBS, then isolate the IS of the contaminated tank from the other Insulation
Spaces by closing the nitrogen supply valve to the IS at the after end of the tank.
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. See Illustration 5.3.2a Cofferdam
Glycol Heating System. Increase the hull heating flow rate surrounding the
effected tank as soon as the temperatures in the IS or inner hull are observed to
be dropping (colder).
NOTE
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 IBS gas-freed.

Depending on the size of the break in the membrane the damaged IBS (after gas
freeing) may either be left in communication with the tank and isolated from the
remaining IBSs or be connected into the rest of the barrier space system as for
normal service.
2. Segregate and Vent the Damaged IBS
3. Insulation Space Drainage System

If a major failure of the membrane occurs, liquid from the tank will flow into the
inter barrier space until the levels in both compartments are equal. When the
contents of the cargo tank are discharged, unless the LNG in the inter barrier
space can drain sufficiently quickly to the cargo tank a differential liquid head
will build up, tending to collapse the membrane of the tank.
On the damaged tank, ensure that the IBS stays segregated from the IS:
Assuming the leakage is in No.4 tank insulation space.
1) SHUT the nitrogen supply valve to the IBS at the after end of the tank.
2) OPEN first the small manual vent valve on the forward transverse IBS
header of the tank to try and control the pressure in the IBS of the
damaged tank at 0.4kPa. If that valve is not able to vent sufficient gas,
then slowly throttle OPEN the large manual vent valve as needed to
maintain the pressure in the IBS at about 1kPa. Throttle the small
manual vent valve as needed for fine control.
3) Log the IBS and IS gas detection readings in the Cargo Log. If no gas is
detected in the IS, leave its nitrogen supply valve open.
On each intact tank, keep the valves set up as normal:
1) Log the gas concentration in the IBS and IS 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 IBS and IS are not changing,
leave the nitrogen supply valves to these spaces unchanged.
LNG in the bottom of the inter barrier space is removed through the eight
nitrogen inlet tubes, at the aft end of each liquid dome.
Prior to the discharge of the affected cargo tank, the portable elbow bend,
situated between valves NC418 and NC416 is swung and connected to the spray
header at the blank flange connection) provided on each tank.
The LD compressor is set to draw from the spray header via the forcing
vapouriser and discharge to the boilers. It will discharge to atmosphere through
the forward vent mast only if the boilers are unable to cope with the vapour
demand. The vapouriser, which is steam heated, is used to vaporize the LNG
prior to entering the compressor and protects the rotors from any LNG carry over.
An increase in pressure due to vapour leakage will be less obvious than an
increase due to leakage liquid leakage. This is because the volume of vapour
passing through a fracture is small compared with the volume of liquid, which
subsequently vaporises, passing through the same fracture. In both cases the
volume is likely to be small in comparison with the volume of the inter barrier
space.
3) If the gas concentration in any of the intact tank IBS or IS is increasing

then immediately SHUT the nitrogen supply valve to the IS of the
damaged tank.
At the first indication of gas in the IS, immediately isolate the damaged tank IS
from the other insulation spaces by shutting its nitrogen supply valve on the after
end of the tank.
Check the pressure in the Inter Barrier Space(IBS) and open the bypass vent
valves as necessary to maintain the pressure at about 0.5 ~ 1 kPa below the IBS
relief valves 3 kPa set point.
Check the hull heating for the ballast tanks surrounding the damaged tank and
operate as necessary.
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 10 kPa. Throttle OPEN the
manual vent valve (at forward transverse IBS header) from the IBS of the
damaged tank as necessary to maintain the IBS between 0.5 and 1 kPa.
7-4
LNGC GRACE ACACIA
(400A)
(80A) CS-001
ESD
CL-002
ESD
CL-005
(500A) CL-006
(500A)
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
Flow Meter
(400A)
(400A)
ESD
CL-008
ESD
CG-004
(400A)
CG-002
(600A)
Y-type Strainer
(400A)
CG-703
ESD
No.2 Cargo Tank
(300A)
CR-104
CS-107
(50A)
CS-108
(40A)
CL-100
(300A)
(400A)
(400A)
CS-100
CS-101
CS-102
CL-101
M
(300A)
SP-100
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(300A)
CR-105
(PORT)
To Fixed Gas
Spray
Pump
Detection
System
CS-106 For IBS

Stripping
(STBD)
To Fixed Gas
Detection
System
CR-401
NC-407
NC-404
(50A)
NC-406
NC-405
(65A)
(80A)
(400A)
(400A)
CL-205
NC-409
Cargo Pump
NC-403
(50A)
To No.4
Dome
Sprayers
Gauge
Board
PX To No.4 Dome
PI Gauge Board
NC-419
NC-415 (400A)
NC-413
(600A)
(STBD)
CL-102
CL-103
CL-104
FL-100
SA-154 SA-153
SA-156 SA-155
(8A)
(8A)
(8A)
SA-152 SA-151
CG-200
CG-201
NG-65
NC-401
(PORT)
CS-104
Radar Beam Type

Level Gauge Pipe
NC-408
NG-66
CS-207
I.B.S.
(50A)
I.S.
(50A)
I.S.
I.B.S.
SP-200
NC-402
NC-414
(600A)
CR-402
(300A)
CR-204
NG-69
Gas
Dome
Q
NG-64
NG-68
I
A- F , J L
CL-110
CR-400
NG-71
NG-70
NG-72
NG-73
CS-208
(50A)
No.1 LNG
Vent Mast
(400A)
NG-67
CR-205
(40A)
CS-200
N
G
CS-103
CS-203
CS-201
CS-202
CL-200
NG-74
CS-206 For IBS

Stripping
CL-201
M
NG-75
(300A)
M
(300A) CR-403
CL-202
NG-78
No.4 Liquid
Dome
CL-206
NC-411
NC-412
NC-410
NC-418
NC-417
(50A)
(300A)
7-5
To No.4 Dome
Gauge Board
PI
CG-701
(450A)
(300A)
(400A)
(450A)
CL-210
NG-76
FL-200
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-204
NC-77
NG-79
CL-203
CL-204
M
NG-80
SA-256 SA-255
SA-254 SA-253
(50A)
Em'cy Cargo
Pump Column
Radar Beam Type

Level Gauge Pipe
(8A)
(50A)
(65A)
S
Spray Pump
No.2 LNG
Vent
To Fixed
GasMast
Detection
# System
(400A)
Sprayers
(80A)
(65A)
(100A)
From N2 Buffer Tank

in Engine Room
NC-416
Cargo Pump
CS-701
CS-700
(300A)
Spray Main
SP-700
CG-100
(100A)
CL-700
CG-101
(400A)
CG-700
(450A)
(300A)
Liquid Main
SA-252 SA-251
SP-300
(50A)
(50A)
CS-307
CR-304
CG-702
(650A)
(8A)
(40A)
CS-308
(300A)
(300A)
(400A)
CL-305
CL-306

(Flanged Type)
Ball Valve
(600A)
CG-300
CS-300
CR-305
CL-300
(400A)
(400A)
(400A)
(600A)
(CL-308)
Foot Valve
(50A)
(80A)
CL-011(500A)
CL-012
CS-008(80A)
ESD
(400A)
(300A)
CS-303
CS-301
CS-302
CL-301
M
(300A)
(300A)
(400A)
(450A)
M
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Control Valve
Vapour Main
CS-306 For IBS

Stripping
(STBD)
S
Spray Pump
Needle Valve
(700A)
(PORT)
(80A)
Cargo Pump
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
(50A)
SA-356 SA-355
(8A)
SA-354 SA-353
Sprayers
CL-405
CL-406
(400A)
(600A)
(STBD)
(50A)
CG-301
(650A)
CS-600
(8A)
SA-352 SA-351
SP-400
(8A)
CS-407
CR-404
CG-401
(300A)
(50A)
(50A)
CS-408
(40A)
CL-400
(300A)
(300A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
CR-405

(300A)
No.3 LNG
Vent Mast
(400A)
(PORT)
(CL-408)
Foot Valve
CS-702
CL-310
CS-403
CL-410
CS-404

(750A)
No.4 LNG
Vent Mast
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(80A)
(700A)
CS-406
CG-601
CL-601
(65A)
(400A)
(300A)
(450A)
(8A)
CG-603
(80A)
CG-602
(300A)
CL-600
Liquid Natural Gas
Gas Main
(300A)
Ballast Line
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
SP-701
Cold Natural Gas
(80A)
CL-015
(50A)
(700A)
(50A)
Forcing
Vaporuizer
CS-502
CS-506
(50A)
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
(8A)
(40A)
CS-501
Symbol
Warm Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(400A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
To Engine Room
CG-519
(300A)
CG-504
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 7.2a LNG Drain from Inter Barrier Space
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

4. Operating Procedure for Draining Inter Barrier Space
1) Isolate the nitrogen supply to the inter barrier space of tank involved.
Close N2 supply valves NC412, 410 and 409.
Close high and low sample line block valves NC415, 418 and 416.
2)
Ensure the spray header is shut down and drained of LNG.
3) Connect the portable elbow bend between the nitrogen header and the
spray header.
4) Set up spray system to discharge from the Inter Barrier Space (IBS).
Open inlet valve to spray header CS406.
Open No.4 tank spray master valve CS403.
Open spray header to vaporiser line CS600.
Open outlet from IBS NC416
CAUTION
The vapour heaters and forcing vaporiser should be thoroughly preheated by
steam before the admission of methane vapour. This prevents ice formation.
5) Prepare forcing vapouriser for use.
Open forcing vapouriser inlet and outlet valves CS506 and CG502.
Set controller inlet and bypass valves to forcing vapouriser CS502
and 504.
6) Open valves on the LD compressor to vapour header and prepare for use.
Open inlet valve to No.1 LD compressor CG516.
Open outlet valve from No.1 LD compressor CG524.
Open crossover valve compressor to vapour manifold CG530 and
529.
Open crossover valve vapour manifold to vapour header CG703.

The gas lift LNG removal system is designed to discharge LNG from an
interbarrier space, so that the level in this space will reduce at approximately the
same rate as the level in a cargo tank where a single pump is running at its design
rate.
CAUTION
To avoid damage to the membrane the maximum allowable differential head is
1metre LNG.
If the level in the interbarrier space is equal to that in the cargo tank, start the LD
compressor first.
If the level in the interbarrier space is well below that in the cargo tank, the cargo
pump may be started first.
The LD compressor is controlled manually to maintain a suction pressure of
between 5 to 6kPa.
With both the cargo pump and compressor running, frequently check the level of
the liquid in the interbarrier space. Adjust the discharge rate of the pump so that
the level in the tank decreases at approximately the same rate as the level in the
interbarrier space.
The portable liquid level gauge is designed to work even with a vacuum in the
space, it is not necessary to stop the compressor before checking the level.
Continue discharging until both tank and interbarrier space are drained, then
restore the nitrogen purge system to the affected space and shut down the
compressor and vapouriser.
7) Set No.1 vent mast riser to discharge to atmosphere.

Open vent header crossover valve CG702.
8) Ensure the vapour header valves on each tank vapour dome are open.
9) Set up liquid header to transfer liquid from No.4 to No.3 tank.
Open No.3 & 4 tank liquid header master valve CL310 and CL410.
Open No.3 tank filling valve CL 300.
10) Set up the portable liquid level measuring unit to line G of the IBS low
point.
11) Prepare No.4 tank main cargo pump (port or starboard) to discharge to
the liquid header.
7-6
LNGC GRACE ACACIA

Illustration 7.3.a Water Drain from Insulation Space
CB-18
Drain Main Line (80A)
C.D
B.W
CB-12
I.S
B.W
Cofferdam
(50A)
I.S
B.W
C.D
B.W
(65A)
(15A)
CB-01
CB-06
(65A)
CB-03 CB-02
(50A)
FWD
Water
Ballast
Tank
(P&S)
CB-22
(50A)
(50A)
I.S
B.W
I.S
B.W
Cofferdam
(50A)
I.S
B.W
I.S
B.W
Cofferdam
CB-10
(50A)
(50A)
I.S
B.W
I.S
B.W
Cofferdam
CB-01
CB-06
CB-05
No.1 Cargo
Tank
(50A)
I.S
B.W
FWD H.F.O
Tank (P)
(50A)
CB-07
C.D
B.W
CB-04
CB-09
LS
(50A)
CB-13
CB-11
No.2 Cargo
Tank
(65A)
CB-08
CB-16
(50A)
FWD Water
Ballast
Tank (P)
LAH
CB-12
C.D
B.W
(50A)
CB-19
CB-17
No.3 Cargo
Tank
(50A)
CB-15
CB-18
C.D
B.W
To Overboard
Discharge
(50A)
To Overboard
Discharge
CB-14
CB-23
No.4 Cargo
Tank
(50A)
CB-21
(50A)
C.D
B.W
CB-27
CB-32 CB-31
CB-24
Drain Main Line (80A)
(50A)
CB-29
C.D
B.W
(50A)
LS
(50A)
LS
CB-25
CB-26
CB-30
LAH
To Overboard
Discharge
CB-20
(50A)
(65A)
To Overboard
Discharge
LAH
(15A)
(25A)
I.S
B.W
Pipe Duct Bilge Pump (FWD)

(20 m3/h x 45 MTH)
To Overboard
Discharge
CB-28
(15A)
(50A)
(50A)
I.S
B.W
FWD H.F.O
Tank (P&S)
CB-05
Pipe Duct Bilge Pump (AFT)

(20 m3/h x 45 MTH)
(50A)
(50A)
CB-04
CA-23
CB-10
(50A)
I.S
B.W
(50A)
(15A)
(50A)
CB-08
CB-09
(50A)
(15A)
CA-38
C.D
B.W
CA-06
CA-08
I.S
B.W
Bosun Store
No.1 Cargo
Tank
CB-11
(50A)
(50A)
I.S
B.W
To Overboard
Discharge
Oiler, Filter
& Regulator
CB-07
CB-32 CB-31
CB-14
CB-15
CB-24
CB-29
(50A)
(50A)
CA-48
(50A)
CB-28
CA-75
C.D
B.W
CB-16
(50A)
CB-30
I.S
B.W
Compressor
Air Supply
To Overboard
Discharge
(15A)
CB-13
CA-74
(25A)
I.S
B.W
CA-07
No.1 Trunk
CB-19
C.D
B.W
Compressor
Air Supply
No.2 Cargo
Tank
CB-17
CB-25
(15A)
CB-22
(50A)
Compressor
Air Supply
No.3 Cargo
Tank
CB-23
(50A)
CB-27
(15A)
Compressor
Air Supply
NG-01
No.2 Trunk
CB-21
Compressor
Air Supply
(15A)
(50A)
CB-20
(50A)
(50A)
(50A)
No.4 Cargo
Tank
CA-73
Compressor
Air Supply
(50A)
Engine Room
(15A)
NG-19
No.3 Trunk
CB-26
(65A)
No.4 Trunk
For Sounding &

Portable Gas Sampling
(50A)
Compressor
Air Supply
To Overboard
Discharge
(65A)
(15A)
NG-37
Insulation Space Bilge Pump (50A)

(20 m3/h x 40 MTH)
NG-58
NG-18
CA-09
(15A)
(15A)
For Air Bubbling Type Portable

Level Measuring of I.S Bilge Well
Manual Sounding with Blind Flange &
Caution Plate "Changed with N2 Gas"
Nitrogen Supply
(After B/W Only)
NG-36
(50A)
Nitrogen Supply
(After B/W Only)
Nitrogen Supply
(After B/W Only)
NG-57
(50A)
To Overboard
Discharge
Nitrogen Supply
(After B/W Only)
NG-80
(50A)
Key
Bilge Line
Nitrogen Line
Air Line
LAH
LS
A
Cofferdam
CB-03 CB-02
(50A)
FWD H.F.O
Tank (S)
FWD Water
Ballast
Tank (S)
7-7
LNGC GRACE ACACIA
7.3 Water Leakage to Barrier Space
7) Carry out an inner hull inspection to determine the cause of the leak (with particular reference to safe atmosphere in the ballast tank space).
1. Inner Hull Failure
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.
At the bottom of No.1, 2, 3, 4, and 5 cofferdams, there are two bilge wells for
each tank insulation space. Each of these wells is fitted with water detection
units.
The bilge well serves as the inlet for the nitrogen 50 mm supply pipe to the
insulation space. This supply pipe also acts as a manual sounding pipe to the
bilge well.
Cofferdam
Filter
Regulator
Oiler
Reducer
A
Tight
Man Hole
Interbarrier Space (I.B.S)
2. Leakage Detection
Compressor
Air Supply
Insulation Space (I.S)
Cargo Tank
Insulation Space (I.S)
To reduce the risk of damage from leakage, each cargo insulation space has been
provided with water detection units (See Leakage Detection below) and a bilge
piping system connected to five(5) pneumatic pumps for the removal of any
water.
Interbarrier Space (I.B.S)
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.
N2 Filling &
Manual Sounding
To Overboard
Discharge
Illustration 7.3b Water Drain From Insulation Space
Sounding &
Portable Gas Sampling
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.
Cargo Tank
Insulation Space
Bilge Pump
(20 m3/h x 40 MTH)
Rose Plate
3. Insulation Space Water Discharge

Each bilge well is connected to a 50mm draining pipe system with a 20 m3/h
pneumatic pump situated in the each cofferdam for discharging the water to deck
level and then overboard by means of a flexible hose.
Rose Plate
SUS316L(2T)
Cofferdam
Bilge Well
Water
Detector
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 ships loaded condition.
Insulation Space
Bilge Well (FWD)
AFT
Water Detector
Insulation Space
Bilge Well (AFT)
FWD
2) Ventilate the cofferdam and pipe duct spaces, carrying out normal
enclosed space safety procedures.
3) Connect a flexible hose to the pump outlet valve for drain water
discharge overboard.
4) Open the bilge well outlet valve on the selected tank insulation space.
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.
7-8
LNGC GRACE ACACIA
7.4 Fire and Emergency Breakaway

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.
In case of a Fire or Emergency developing, either on board or ashore, the
following basic procedures will be followed:
1) All cargo operations to be stopped and Emergency Signals sounded as
per the terminal requirements (as detailed in the ship/shore checklist).
2) Ship and Shore Emergency procedures to be put into operation.
3) The ESD system will be activated, from ashore or if there is excessive
arm movement, resulting in the cargo arms being disconnected.
4) In the event of fire, the IMO water spray system on ship/shore is to be
activated.
5) Fire parties to attempt to deal with the situation.
6) Vessel to prepare for departure from the berth.
7) Liaison with shore personnel to arrange for pilot and tugs and additional
support.
8) Standby tug requested to assist with fire fighting/movement of the
vessel from the berth.
9) Vessel to 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.
10) The Owners/Charterers and other interested parties to be informed of
the situation.
7-9
LNGC GRACE ACACIA
Blank Page
7 - 10
LNGC GRACE ACACIA

Illustration 7.5a Emergency Cargo Pump Fitting Sequence
Hook Plate Set
Hook Plate Set
Earth Cable
Support Rope
Hook Plate Set
Next Support Rope
Lifting Eye
Next Support Rope
Hang Plate
Next Support Rope
Hang Plate
Cable Cramp (B)
Hang Plate
Support Rope
Support Rope
Hanger
Hang Plate
Protection Sheet
Protection Sheet
Cable Cramp (A)
Power Cable
Power Cable
Power Cable
Power Cable
Next Support Rope
Pump Stand
Next Support Rope

Support Rope
Earth Cable
Work 1
Work 2
Work 3
Support Rod Spacer
Work 4
Junction Box
Chain Block
Support Rod Spacer

Terminal Header
Nozzle
To Switch Board
Support Rod
Flexible Cable
Cable
Load Meter
Column Cover
To Junction Box
Terminal Header
To Junction Box
Gasket Holder
Terminal Header
Support Rope
Gasket
Hang Plate
Hook Plate Set
Hook Plate
Set
Hook Plate Set
Hook Plate Set
Support Rope
Support Rope
Work 5
Work 6
Work 7
7 - 11
Finish
LNGC GRACE ACACIA
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.
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 pump is suspended over the column into which it is being lowered by a 3 ton
SWL derrick. For the No.3 tank, the cargo crane is used. A support flange to take
the weight of the pump is used to connect each strop.
4.
6) Fit the hook plate set to the lower side of the support rod.
6) Fit the shackle of the next support rope to the hang plate. Make sure that
measures are taken to avoid the eye bolt for the shackle falling out.
7) Pass the cryogenic cable through the nozzle for lead cable of the
column cover.
2) Attach the hook plate set to the shackle of the hang plate.
4) Lower the pump into the column slowly.

5.
3.
4) Replace the hook plate set fitted to the hanger by the next hang plate.
6.
Extension of support rope (Work 4)

1) Lift up the hook plate set to remove the hanger from the column cover.
2) Place the protection sheet on the column flange.
Preparation before installation (Work 1)
3) Lower the pump slowly.
1) Draw out the pump from the storage container and set it vertically.
4) Replace the support rope by the next support rope in accordance with the
same procedure in 5 above.
3) Connect the cable to the motor terminal.
2) Lower the column cover slowly and remove the gasket holder to set
the gasket on the column flange at a position of about 500mm over
the column flange.
Support of pump weight by hanger (Work 3)
3) 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.
7.
Lifting up column cover (Work 5)

1) Place the hang plate of the last support rope onto the hanger.
2) Remove the hook plate set.
3) Lift up the support rod on the column cover and attach the rod spacer
to the support rod.
7 - 12
Installation of column cover (Work 6)

1) Lift up the column cover and remove the hanger and the protection
sheet from the column flange.
3) Lower the column cover slowly and place it on the column flange,
taking care not to damage the gasket.
2) 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.
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 0.2 and 0.3 MPa required. The nitrogen forces
the liquid out through the foot valve located at the bottom of the column.
2) Fit the shackle of support rope to the lifting eye at the top of pump.
Make sure that measures are taken to avoid the eye bolt for the shackle
falling out.
8.
1) 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.
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.
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, then begin to install the pump
using the derrick.
9) Lower the column cover and fit the hook plate set to the shackle of the
hang plate.
1) Place the protection sheet on the column flange.
Operating Procedure - Installation in the Tank
2.
8) Move the column cover over the centre of column.
Insertion of the pump into the column (Work 2)
3) Attach the hook plate set to the crane on board and lift up the pump.
Remove the pump stand.
1.
5) Attach the gasket to the flange face of the column cover by means of
the gasket holder.
5) Fix the shackle cable cramp (B) to the middle of support rope by means
of the butterfly nut.
The pump discharges into the column and to the liquid line via a discharge
connection and valve at the top of the column.
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.
4) Lift up the column cover using the eye bolts (4 off) on the column
cover.
4) 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 the butterfly nut. Make sure that measures are taken to stop the nut
falling off.
7.5 Emergency Cargo Pump Installation
4) Fasten the tightening bolt to the prescribed torque.

5) Connect the cryogenic cable to the terminal header and fix the terminal
header to the column cover nozzle to the prescribe torque.
9.
Installation of the pump (Work 7)

1) Attach the load meter to the eye of the support rod and lift up the load
meter with a chain block.
2) Remove the rod spacer after the weight of the pump is moved to the
load meter.
3) 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
0.15MPa) the inside of the column).
10. Operation of the pump (Work 8)

After the compellation of installation of the pump leave it as it is for
more than three(3) hours before operation.
NOTE
For discharging with emergency pump at terminal, a vapour temperature from
shore warmer than -30C becomes critical for pump tower structure. To prevent
this eventrual condition, GTT recommend to cool down the tank with tanks
sprayers ramps or to cool down the discharging columns by filling them with
stripping pump as soon as shore vapour temperature attains -50C
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(400A)
(300A)
(400A)
(50A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
7 - 13
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
Ballast Line
Gas Main
(300A)
SP-701
CG-600
CG-605
(700A)
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-600
Cold Natural Gas
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
Warm Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 7.6.1a Warm Up (No.2 Tank)
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

7.6 One Tank Operation
3) Fit the spool piece SP600 between liquid main and HD heater outlet line.
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.
4) Check the tank vapour domes

8)
Tank No.1 open and lock in position valve CG101/100
.
Tank No.2 open and lock in position valve CG201/200.
The warm-up, inerting and aeration can be carried out with the remaining cold
tanks providing boil-off gas for burning in the boilers.
Tank No.3 open and lock in position valve CG301/300

.
Tank No.4 open and lock in position valve CG401/400.
Aeration should be continued throughout the repair period to prevent ingress of

humid air to the cargo tank.
Tank venting is carried out by means of the vapour header line.
Operation
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.
7.6.1 Warm Up (No.2 Cargo Tank)

During the tank warm up, gas burning may be continued by using one LD
compressor to supply to the boilers and by manually controlling the operation.
One HD compressor is used to supply warm vapour to the tanks.
Purpose
One tank warm up with hot gas heated by HD heater
Temperature of secondary barrier > 5 C
HD Compressor LD Compressor
HD Heater
LD Heater
Operation Duration
It shall be determined on the heel quantity

(Less than 36 hours after all of the liquid has been
vaporized.)
Check Points
- Tank pressure & temperature

- Operating condition of HD/LD compressor / HD /LD
heater including monitoring of instrument safety
function (alarm & etc.)
- Pressure of vapour header
- Temperature and pressure of insulation spaces
- Temperature of cofferdams
1) Prepare No.1 HD compressor (No.2 HD comp. is also available) and

HD heater (for use in tank warm-up vapour supply).
7) Monitor the gas pressure in the tank and adjust the compressor to
maintain tank pressure between 10 ~20kPa.
(These valves should already be locked in the open position.)
At the end of the operation, when the coldest temperature of the

insulation barrier is at least +5C, stop the HD compressor, shut the
filling valves on all tanks and restore the normal venting from the
vapour header. Any excess vapour can be burned in the boiler (pressure
flow through the LD compressor and heaters) or vented to atmosphere
via the No.1 vent mast.
9) Shut off steam to the gas heaters and allow circulation for 10 minutes.
10) Initiate the set-up for inerting the cargo tank.
5) Open vapour supply valve CG601 to the compressors and the No.1 LD
compressor suction and discharge valves CG515, CG523.
6) LD heater:
Open the steam supply to the LD heater.
Open the heater inlet valve CG504 and outlet valve CG510.
In CCR
7) No.1 LD compressor:
Adjust the normal boil-off valve (IGV) to 60 % for loaded condition:
tank pressures are to be maintained between a minimum 105kPaA and
maximum 110kPaA and the steam dump opening at 113kPaA.
When the engine room is ready to start gas burning, ensure that there is
sufficient nitrogen to purge the lines to the boiler i.e. > 500kPa in the buffer tank.
9) Ensure that the gas outlet temperature of LD heater is approximately
25C.
Open fuel gas master valve CG606, and start the LD compressor.
The operation will then be controlled and monitored from CCR and the ECR.
Warm Up Procedure
1) Open the liquid branch valve CL210 and filling valve CL200 on No.2
tank liquid dome.
2) Open valves CG605 and CL601, the vapour line crossovers to liquid
header.
3) Open valve CG509 the outlet from HD heater.
4) Open valve CG503 the inlet to HD heater.
2) Prepare No.1 LD compressor (No.2 LD comp. is also available) and LD

heater (for engine room gas burning plant supply).
5) Open valves CG513 and CG521 the inlet/outlet to No.1 HD compressor.

6) Start No.1 HD compressor.
7 - 14
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(400A)
(300A)
(400A)
(50A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
7 - 15
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

Inert Gas
(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
Ballast Line
Liquid Natural Gas
Gas Main
(300A)
SP-701
CG-600
CG-605
(700A)
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-600
Cold Natural Gas
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
Warm Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 7.6.2a Inerting (No.2 Cargo Tank)
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

7.6.2 Inerting (No.2 Cargo Tank)
3) Adjust the temperature set point as required by the boiler control.
Normal gas burning is continued during this operation using vapour from the
three in-service tanks.
4) Start the LD compressor from IAS.
Inert gas is supplied to the tank by the Inert Gas Generator via the spool piece
SP600 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. The isolation valve onto the vapour header (CG200) must remain
closed
Purpose
One Cargo Tank:

-Replacement of warm gas in tank by inert gas
CH4 content < 2% in volume
Inert gas generator ( Inert gas mode)

LD compressor
LD heater
5) Send boil off gas to the boilers via CG606.

6) Monitor the tank pressure and adjust the compressor to maintain tank
pressure at approximately 6.0kPa.
7) Prepare the dry-air/inert gas plant for use in the inert gas mode at 50%
flow rate (one IG blower).
8) Install the spool piece SP600 from IG plant discharge line to liquid header.
9) Install the spool piece SP200 from No.2 tank vapour line to the gas header.
10) Open the inert gas supply valve to the liquid header CL601.
Operation Duration
Less than 10 hours
Check Points
- CH4 content in tank by sampling check with using

sampling valve of vapour line on gas dome top
and sampling valves on liquid dome top
respectively
- Operating condition of LD compressor/ LD heater
/IGG including monitoring of instrument safety
11) Open the valve CL210/200 to bring inert gas to the bottom of No.2 tank.
1) Open tank vapour valves to supply LNG vapour to LD compressor.

NO.1 Tank
CG101/100
NO.3 Tank
CG301/300
NO.4 Tank
CG401/400
12) Open valve CG201 on No.2 cargo tank vapour dome.

13) Start the inert gas generator and run it until the oxygen content and dew
point are acceptable.
14) On the dry-air/inert-gas discharge line, open the discharge valve supplying
inert gas to the tanks and close the purge valve. When the oxygen content
is less than 1% and the dewpoint is -45C.
15) 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
and dew point meters. Hydrocarbon content is to be less than 2% and the
dew point less than -40C.
2) Set up the LD compressor and LD heater to supply the boil-off gas from
No.1, 3 and No.4 tanks to the boilers;
Valve
Description
Position
CG601
Vapour header valve to compressor supply line
Open
CG515
Open
CG523
Open
CG519
Auto
CG504
Open
CG510
Open
CG508
LD heater inlet control valve
Auto
CG506
Auto
16) During tank inerting, purge the LNG vapour contained in No.2 tank spray
header for about 5 minutes by using the sample points valves.
17) When the operation is completed, stop the supply of inert gas and change
over the inert gas plant to supply dry air.
WARNING
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
7 - 16
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
CL-007(500A)
CS-004(80A)
CS-006(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(600A)
CG-703
ESD
(400A)
(300A)
(400A)
(50A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
7 - 17
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(450A)
(8A)
(40A)
CS-308
(300A)
(300A)
Liquid Main
(50A)
(65A)
(400A)
(400A)
Flow Meter
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump
Control Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
Needle Valve
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)

(50A)
CL-601
CS-600
(80A)

Dry Air
(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
Inert Gas
Gas Main
(300A)
Ballast Line
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-701
Cold Natural Gas
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Symbol
Warm Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Key
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 7.6.3a Aeration (No.2 Cargo Tank)
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

7.6.3 Aeration (No.2 Cargo Tank)
9) Start the IG plant in dry-air mode.
10) Observe the tank pressures and insulation space pressures, to ensure that
the tank pressures are higher than the space pressures by 3.0kPa at all
times.
Dry air is supplied to the tank by the dry air generator (IGG) via the spool piece
SP701 connecting the IG line with the gas header and the fitting of a spool piece
SP200 connecting the vapour outlet from the tank to the gas header (should
already be in place from the inerting operation). Venting the tank is carried out
via the liquid filling valve CL210/200, exhausting onto the liquid header and
leading to No.1 vent mast via valve CL700 and the spool piece SP700. The
isolation valve onto the vapour header (CG200) must remain closed.
Purpose
One Cargo Tank:

-Replacement of inert gas in cargo tanks by dry air
O2 content > 20% by volume (General)

LD compressor
LD heater
Operation Duration
Less than 10 hours
Check Points
- O2 & CH4 content in tank by sampling check with

using sampling valve of filling line and sampling
valves on liquid dome top.
- Operating condition of LD compressor/ LD heater /
IGG including monitoring of instrument safety
1)
11) At frequent intervals, approximately once an hour initially then more

frequently, take samples from the filling pipe test connections to test the
discharge from the bottom of the tanks for oxygen content.
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 the spray line,
crossovers, pump risers and emergency pump well.
13) When the tank is completed and all piping has been aired out, continue
to supply air to the tank until they have been checked by a qualified
chemist and a gas free certificate has been issued.
14) Once the tank has been passed, N2 supply to the IS/IBS to be shut off as
the tank pressure is dropped to atmospheric. Continue aerating until
completion of all repair work.
15) On completion of repair work the aeration can be stopped and the tank
prepared for cargo operations.
Prepare the inert gas plant for use in the dry-air mode at 50% flow.
2) Fit the spool piece SP700 between liquid header and No.1 vent mast.
3) Fit the spool piece SP200 between No.2 tank vapour line and gas header.
4) Fit the spool piece SP701 between IGG discharge line and gas header.
5) Ensure that valve CG200 is securely closed.
6) Continue supplying LNG vapour to the LD compressor for burning in
the boilers. Confirm that the vapour valves on tanks with LNG heel are
still open;
NO.1 Tank
CG101/100
NO.3 Tank
CG301/300
NO.4 Tank
CG401/400
7) Open valves CL700 and CG201.

8) Open valve CL210/200, the liquid filling valve for No.2 tank
7 - 18
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
CS-005
(80A)
(100A)
(650A)
(500A)
CL-003
CS-002(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
(300A)
(400A)
M
(50A)
CS-108
SP-100
CG-101
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
7 - 19
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
(50A)
(65A)
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(400A)
(450A)
CL-305
CL-306
CL-007(500A)
CS-004(80A)
CS-006(80A)
(600A)
CG-703
ESD
Liquid Main
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
(40A)
(80A)
CG-001
(400A)
ESD
(500A) CL-010
CL-011(500A)
CL-012
(400A)
(650A)
(8A)
(40A)
CS-308
(300A)
(300A)
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve
Flow Meter
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump

(Flanged Type)
Ball Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Control Valve
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
Needle Valve
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)
CS-107
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
Dry Air
Gas Main
(300A)
Ballast Line
(400A)
CG-601
(80A)
CG-602
CG-603
(700A)
(300A)
(300A)
SP-701
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
Inert Gas Dry Air

From Engine Room

Atmospheric Air
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Liquid Natural Gas
CG-502
CL-015
(25A)
(500A)
CS-504
(40A)
CS-501
Cold Natural Gas
CS-703
(40A)
CG-501
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CS-503
Description
Orifice
(50A)
CG-529
(600A)
(600A)
Liquid Crossover
No.1 H/D
Compressor
(450A)
SP-602
ESD
CG-513
Vapour Crossover
(250A)
CG-525 CG-521
CG-511
(600A)
CG-517
(600A)
CG-503
Symbol
Warm Natural Gas
Liquid Crossover
No.2 H/D
Compressor
(450A)
CG-500
(300A)
(80A)
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
Mist
Separator
Key
Stripping Crossover
(250A)
(500A)
No.1 L/D
Compressor
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 7.6.4a Drying (No.2 Cargo Tank)
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

7.6.4 Drying and Inerting (No.2 Cargo Tank)
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
alongside or at sea and will take approximately 10 hours to reduce the dew point
to less than -20C.
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 inert all other LNG and
vapour pipe-work. Before introduction of LNG or vapour, pipe-work not purged
with inert gas must be purged with nitrogen.
Operating Procedure for Drying/Inerting Tanks
(See illustration 7.6.4a Drying)
Dry air, with a dew point of -45 C, is produced by the dry-air/inert-gas generator
at a flow rate of 15,000Nm3/h with one blower operation.
Purpose
One Cargo Tank:

-Replacement of atmospheric air by dry air
Cargo tank dew point < -20C

LD compressor
LD heater
Operation Duration
Less than 10 hours
Check Points
- Dew point in tank by sampling check with using

sampling valve of vapour line on vapour dome
and sampling valves on liquid dome top.
1) Prepare the inert gas plant for use in the dry air mode.
2)
Continue supplying LNG vapour to the LD compressor for burning in

the boilers. Confirm that the vapour valves on tanks with LNG heel are
still open;
NO.1 Tank
CG101/100
NO.3 Tank
CG301/300
NO.4 Tank
CG401/400
11) Start the inert gas generator. When oxygen content is less than 1% and
dew point is -45C, open the delivery valve and close the purge valve
on the inert gas discharge line.
3) Fit the spool piece SP600 between IGG discharge line and liquid header.
11) By sampling at the vapour dome, check the atmosphere of the tank by
means of the portable oxygen analyzer. O2 content is to be less than 1%
and the dew point less than -40C.
4) Fit the spool piece SP200 between No.2 tank vapour outlet and gas
header, venting via No.1 vent mast.
12) During tank inerting, purge for about 5 minutes the air contained in the
lines and equipment by using valves and purge sample points.
5) Open valves CL601, CL210/200, to supply dry air to the liquid header
and No.2 cargo tank.
13) Inert emergency cargo pump well with N2 through the foot valve.
6) Open tank vapour valve CG201, and ensure that valve CG200 remains
closed.
7) Open valve CG700 to vent through No.1 vent mast.
8) Start the IGG. When dew point is -45C, open the delivery valve and
close the purge valve on the dry-air/inert-gas discharge line.
9) Monitor the dew point of the tank by taking a sample at the vapour
dome. When the dew point is lower than -20C, drying is complete.
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.
(See illustration 7.6.4b Inerting)
Purpose
One Cargo Tank:

-Replacement of dry air by inert gas
Cargo tank O2 content < 2% in volume
Inert gas generator ( Inert air mode)

LD compressor
LD heater
Operation Duration
Less than 10 hours
Check Points
- O2 content in tank by sampling check with using

sampling valve of vapour line on vapour dome
and sampling valves on liquid dome top.
14) When the operation is completed, stop the supply of inert gas and close
the valves CL601, CL210/200, CG201, CG700 and remove the spool
pieces.
NOTE
Until the ship is ready to load LNG, the tank may be maintained under inert gas
for as long as is necessary. Pressurise the tank to 20kPa 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 other tanks, the gas filling operation is carried out
on the ballast passage.
The target values for N2 gas and inert gas CO2 is equal to or less than 1%. These
values should be matched with the LNG terminal requirements. This normally
entails approximately two changes of the volume of the atmosphere in the cargo
tank.
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 tanks dew point by dry air to at least -20C, before
feeding tanks with inert gas, in order to avoid formation of corrosive agents.
7 - 20
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
CS-005
(80A)
(500A)
CL-003
(100A)
CS-002(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
(300A)
(400A)
M
(50A)
CS-108
SP-100
CG-101
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
7 - 21
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
(50A)
(65A)
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(400A)
(450A)
CL-305
CL-306
CL-007(500A)
CS-004(80A)
CS-006(80A)
(600A)
CG-703
ESD
Liquid Main
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
(40A)
(80A)
CG-001
(400A)
ESD
(500A) CL-010
CL-011(500A)
CL-012
(400A)
ESD
(650A)
(8A)
(40A)
CS-308
(300A)
(300A)
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve
Flow Meter
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump

(Flanged Type)
Ball Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(STBD)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Control Valve
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
Needle Valve
(300A)
(80A)
CS-403
CL-410
CS-404
Cargo Pump
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)
CS-107
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600
Dry Air
Gas Main
(300A)
Ballast Line
(CL-408)
Foot Valve
(400A)
CG-601
(80A)
CG-602
CG-603
(700A)
(300A)
(300A)
SP-701
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
Inert Gas Dry Air

From Engine Room

Inert Gas
(80A)
CS-008(80A)
(50A)
(50A)
CL-015
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Liquid Natural Gas
CG-502
(500A)
CS-504
(40A)
(25A)
CS-501
Cold Natural Gas
CS-703
(40A)
CG-501
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CS-503
Description
Orifice
(50A)
CG-529
(600A)
(600A)
(650A)
No.1 H/D
Compressor
Liquid Crossover
CG-525 CG-521
SP-602
ESD
CG-513
Vapour Crossover
(250A)
(450A)
CG-511
(600A)
CG-517
(600A)
CG-503
Symbol
Warm Natural Gas
Liquid Crossover
No.2 H/D
Compressor
(450A)
CG-500
(300A)
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
Mist
Separator
(80A)
Key
Stripping Crossover
(250A)
(500A)
No.1 L/D
Compressor
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
(300A)
CG-504
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
To Engine Room
CG-520
(750A)
CG-510
CS-007
CL-009
(400A)
Illustration 7.6.4b Inerting (No.2 Cargo Tank)
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA
Blank Page
7 - 22
LNGC GRACE ACACIA
(400A)
ESD
ESD
CL-005
CL-002
(500A)
(80A) CS-001
(500A) CL-006
CS-003
(80A)
CS-005
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
ESD
CG-001
(400A)
(100A)
Stripping Crossover
(650A)
Liquid Crossover
(500A)
CL-003
CS-002(80A)
ESD
CL-004
(400A)
ESD
(400A)
(400A)
(300A)
(400A)
(50A)
SP-100
CG-101
CS-108
(40A)
CL-100
CG-100
CS-100
CS-101
CS-102
CL-101
(300A)
(300A)
CR-104
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(50A)
No.2 Cargo Tank
CR-105
(PORT)
S
Spray Pump
CS-106 For IBS

Stripping
(STBD)
(80A)
M
(300A)
(600A)
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-205
(400A)
CL-206
(600A)
CL-102
CL-103
CL-104
FL-100
SA-156 SA-155
SA-154 SA-153
(PORT)
Cargo Pump
CS-104
Radar Beam Type

Level Gauge Pipe
(8A)
(8A)
CG-201
CS-207
(50A)
(50A)
(8A)
(40A)
CS-208
SP-200
SA-152 SA-151
CG-200
CS-200
(300A)
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
CR-205
CL-200
Radar Beam Type

Level Gauge Pipe
(50A)
(300A)
7 - 23
CS-103
CL-110
CS-206 For IBS

Stripping
(STBD)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-201
CS-202
CL-201
(300A)
(300A)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
CS-203
CL-210
(50A)
Cargo Pump
(100A)
(300A)
(450A)
(400A)
CS-701
CS-700
SP-700
CG-700
Spray Main
CL-700
(300A)
(100A)
Sprayers
CG-702
(400A)
(50A)
(65A)
(400A)
(400A)
CL-008
ESD
CG-004
CG-002
(400A)
(450A)
CL-305
CL-306
CL-007(500A)
CS-004(80A)
CS-006(80A)
(600A)
CG-703
ESD
Liquid Main
CG-300
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CS-107
(80A)
CL-011(500A)
CL-012
(400A)
(650A)
(8A)
(40A)
CS-308
(300A)
(300A)
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve
Flow Meter
(600A)
CS-300
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
FL-300
No.4 Cargo Tank
Vapour Main
(PORT)
S
Spray Pump

(Flanged Type)
Ball Valve
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
Cargo Pump
To Cofferdam
CS-304
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
SA-356 SA-355
SA-354 SA-353
(PORT)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
CG-401
CS-407
CR-404
(8A)
(40A)
(300A)
(50A)
(50A)
CS-408
CL-400
(300A)
(300A)
CR-405
Control Valve
Y-type Strainer
No.3 LNG
Vent Mast
(400A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CS-303
CL-310
CS-406 For IBS

Stripping
Needle Valve
(300A)
(80A)
CS-403
CL-410
CS-404
(STBD)
(CL-408)
Foot Valve
(300A)
(450A)
CS-702
No.4 LNG
Vent Mast
(400A)
(50A)
CL-601
CS-600
(80A)

(750A)
(400A)
(300A)
(450A)
(65A)
(700A)
(650A)
CL-600

Inert Gas
Gas Main
(300A)
Ballast Line
(400A)
CG-601
CG-603
(80A)
CG-602
(300A)
(700A)
CG-600
CG-605
SP-600
CL-016
SP-601
CG-604
(700A)
CS-008(80A)
(50A)
(50A)
SP-701
(80A)
ESD
Forcing
Vaporuizer
CS-502
CS-506
(600A)
CS-510
CS-505
Cold Natural Gas
CG-502
(500A)
CS-504
(40A)
CL-015
(40A)
CS-501
Description
Orifice
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
CG-501
(300A)
(500A) CL-010
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
ESD
CG-513
(600A)
(600A)
No.1 H/D
Compressor
Symbol
Warm Natural Gas
CG-517
(250A)
(450A)
SP-602
(80A)
Liquid Crossover
CG-503
CG-525 CG-521
CG-511
(300A)
No.2 H/D
Compressor
(450A)
CG-500
Mist
Separator
Key
Liquid Natural Gas
CG-514
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
(250A)
(500A)
No.1 L/D
Compressor
(250A)
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(300A)
(350A)
CG-530
CG-512
CG-509
(300A)
(150A)
(300A)
CG-504
(300A)
To Engine Room
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CG-606
CG-516
CG-528 CG-524
Low Duty
Heater
CL-013
(150A)
CG-506
(400A)
(750A)
CG-510
CG-520
CS-007
CL-009
(400A)
Illustration 7.6.5a Gassing-Up (No.2 Cargo Tank)
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA
7.6.5 Gassing-Up (No.2 Cargo Tank)

Operating Procedures to Purge One Cargo Tank with LNG Liquid Already
on Board.
It is assumed, though unlikely in practice, that all valves are closed prior to use
except fuel gas to boilers. Normal gas burning is continued during this operation
using vapour from the three in-service tanks. LNG liquid will be supplied to the
LNG vapouriser via the stripping/spray header using the stripping/spray pump of
a cargo tank containing LNG liquid (In this case No.3 Cargo Tank).
Purpose
One Cargo Tank:

-Replacement of inert gas in tank by vaporised
natural gas
Cargo tank CO2 content < 1% in volume
LD compressor
LD heater
Spray Pump
LNG Vaporiser
Operation Duration
Less than 10 hours
Check Points
- CO2 content in tank by sampling check with using

sampling valve of filling line and sampling valves
on liquid dome top.
LNG Vaporiser / Spray pump including monitoring
of instrument safety function (alarm & etc.)
1) Install the following spool pieces:

Gas header to No.2 cargo tank (SP200).
Liquid header to No.1 vent mast (SP700).
2) Prepare the LNG vapouriser.
10) Pressure in the LNG vaporiser line shall be controlled by CS300 on the
return line to No.3 tank.
11) Open valve CS505, the inlet valve to the LNG vapouriser.
12) In the cargo compressor room, open the outlet from the LNG vaporizer
CG501.
13) Open valve CG602 to allow supply to No.2 cargo tank gas header.
14) Open the header valve CG201 to No.2 tank vapour dome.
15) Using the IAS, open the individual tank loading valves CL210, CL200.
16) Adjust No.1 vent mast pressure with CG701 set at 21kPa or as required.
17) Monitor the vapour exhausting at each 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 vapour exhausted at No.1 vent mast
using the sample cock.
18) Verify that CH content is at least 99.0% by testing at a purge valve at
the bottom side of the tank. Purge for 5 minutes all the related sections
of pipelines, machines, equipment and instrumentation lines.
19) The operation is considered complete when No.2 cargo tank has at least
a 99.0% CH content and the acceptable CO2 content and N2 content of
1.0% or less by volume. (Requested by the terminal.)
NOTE
This function should be performed in open sea only.
3) Adjust the set point of the temperature control valve to +20 C.

4) Using the IAS, adjust the set point of the pressure control valve CG701
to 6kPa (or required value) by using the inching control (remote/auto).
5) At the No.1 vent mast, open valve CL700.
6) Open the vapour dome outlet valves to the vapour header CG101/100,
301/300 and 401/400. Keep CG201/200 firmly closed.
7) Open stripping/spray line to LNG vapouriser valves CS303 and CS600.
8) Open No.3 cargo tank discharge valve CS301 to 30% and Start the No.3
stripping/spray pump.
9) Adjust the spray discharge valve CS301 to allow minimum flow to the
LNG vapouriser.
7 - 24
LNGC GRACE ACACIA
(400A)
ESD
CL-002
(80A) CS-001
(100A)
(500A)
ESD
CL-005
(500A) CL-006
CS-003
(80A)
(80A)
CL-001
(400A)
(400A)
ESD
CG-003
CG-001
(400A)
CS-005
(650A)
Liquid Crossover
(500A)
CL-003
(400A)
ESD
CS-002 (80A)
ESD
(400A)
CL-004
CL-007(500A)
CS-004 (80A)
CL-008
ESD
CG-004
CG-002
(400A)
CG-703
ESD
(600A)
CS-006 (80A)
CL-011(500A)
CL-012
(400A)
7 - 25
(50A)
CS-108
(40A)
CL-100
(400A)
CG-100
CS-100
CS-101
CS-102
CL-101
M
(300A)
(300A)
(300A)
CR-104
SP-100
(PORT)
(CL-108)
Foot Valve
(50A)
(65A)
(400A)
(400A)
Sprayers
Cargo Pump
(80A)
CL-105
CL-106
(400A)
(600A)
(50A)
CR-105
(STBD)
(80A)
No.2 Cargo Tank
(300A)
(400A)
CL-110
M
CL-102
CL-103
CL-104
S
Spray Pump
CS-106 For IBS

Stripping
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
(65A)
(400A)
(400A)
CL-206
(400A)
(600A)
Sprayers
CL-205
1
Cargo Pump
CS-104
FL-100
SA-156 SA-155
SA-154 SA-153
(8A)
SA-152 SA-151
(8A)
(8A)
CS-207
SP-200
CG-201
(300A)
(50A)
(50A)
CS-208
(40A)
CL-200
(300A)
Radar Beam Type

Level Gauge Pipe
CG-200
CS-200
CS-201
CS-202
CL-201
CR-205
CR-204
(50A)
No.1 LNG
Vent Mast
(400A)
(PORT)
(CL-208)
Foot Valve
No.3 Cargo Tank
CS-103
CS-206 For IBS

Stripping
(STBD)
S
Spray Pump
No.2 LNG
Vent Mast
CS-204
M
(300A)
(50A)
(300A)
(50A)
CL-202
CL-203
CL-204
M
FL-200
SA-256 SA-255
(8A)
SA-254 SA-253
SA-252 SA-251
(8A)
CG-701
(450A)
(400A)
(65A)
(100A)
CS-203
CL-210
(50A)
Cargo Pump
(300A)
CS-701
CS-700
SP-700
CG-101
Spray Main
CL-700
CG-700
(100A)
Sprayers
(300A)
(400A)
(450A)
(400A)
CG-301
SP-300
(50A)
(50A)
CS-307
CR-304
CG-702
(450A)
(8A)
(40A)
CS-308
(300A)
F
R
(300A)
Liquid Main
CG-300
CS-300
(65A)
(400A)
(400A)
Flow Meter
Y-type Strainer
(650A)
CL-305
CL-306
(400A)
(400A)
CR-305
CL-300
(300A)
(300A)
(400A)
(600A)
(CL-308)
Foot Valve

(Flanged Type)
Ball Valve
(600A)
CS-303
CS-301
CS-302
CL-301
CL-302
CL-303
CL-304
Radar Beam Type

Level Gauge Pipe
No.4 Cargo Tank
Control Valve
Vapour Main
(PORT)
S
Spray Pump
(700A)
CS-306 For IBS

Stripping
(STBD)
(80A)
To Cofferdam
CS-304
FL-300
(50A)
SA-356 SA-355
SA-354 SA-353
(300A)
(50A)
(65A)
(400A)
(400A)
Sprayers
CL-405
CL-406
(400A)
(600A)
(50A)
(8A)
(8A)
SA-352 SA-351
SP-400
(8A)
CS-407
CR-404
CG-401
(300A)
(50A)
(50A)
CS-408
(40A)
CL-400
(300A)
(300A)
CG-400
CS-400
CS-401
CS-402
CL-401
CL-402
CL-403
CL-404
FL-400
Radar Beam Type

Level Gauge Pipe
(300A)
(50A)
SA-456 SA-455
(8A)
SA-452 SA-451
SA-454 SA-453
(8A)
(8A)
CR-405

(300A)
No.3 LNG
Vent Mast
(400A)
(PORT)
(300A)
(450A)
CS-702
CL-310
CS-406 For IBS
Stripping
(STBD)
Cargo Pump
Gas Main
(80A)
CS-403
CL-410
CS-404
(750A)
No.4 LNG
Vent Mast
(400A)

CS-107
CL-601
(650A)
CS-600
(80A)
(700A)
(65A)
(400A)
(300A)
(450A)
Liquid Natural Gas
(50A)
(300A)
CL-600
(CL-408)
Foot Valve
(400A)
CG-601
CG-603
(80A)
CG-602
SP-600
(300A)
Ballast Line
CG-600
CG-605
ESD
CG-604
(700A)
CL-016
SP-601
SP-701
Cold Natural Gas
(80A)
CS-008 (80A)
(50A)
(700A)
CL-015
Forcing
Vaporuizer
CS-502
CS-506
(50A)
(600A)
CS-510
CS-505
Description
Orifice
CG-502
(500A)
CS-504
(40A)
CS-501
Symbol
Warm Natural Gas
CS-703
(25A)
LNG
Vaporuizer
(50A)
CS-704
(600A)
(300A)
(40A)
CG-501
(300A)
ESD
(600A)
Vapour Crossover
CG-529
(600A)
CS-503
Inert Gas Dry Air

From Engine Room
(80A)
CG-513
No.1 H/D
Compressor
(450A)
CG-511
(600A)
CG-517
(250A)
(600A)
CG-503
Liquid Crossover
No.2 H/D
Compressor
CG-525 CG-521
SP-602
ESD
CG-514
(450A)
CG-500
(300A)
(80A)
Key
Stripping Crossover
(250A)
CG-526 CG-522
High Duty
Heater
CG-507
CG-518
Mist
Separator
(500A) CL-010
No.1 L/D
Compressor
(650A)
CG-505
(700A)
CG-515
CG-527 CG-523
(250A)
(300A)
(350A)
CG-509
CG-530
CG-512
To Engine Room
(500A)
(150A)
(300A)
(300A)
CG-504
CG-519
CL-014
No.2 L/D
Compressor
(250A)
CG-508
CL-013
CG-516
CG-528 CG-524
Low Duty
Heater
(300A)
(400A)
CG-606
CG-520
(150A)
CG-506
(750A)
CG-510
CS-007
CL-009
(400A)
Illustration 7.6.6a Cool Down (No.2 Cargo Tank)
S
Spray Pump
No.1 Cargo Tank
LNGC GRACE ACACIA

7.6.6 Cool Down (No.2 Cargo Tank)
Assuming a single tank is to be cooled down using the heel in another tank.

allow the spray lines to warm up to ambient temperature before closing
them.
It is assumed that all valves are closed prior to use, and it is No.3 tank that
contains the heel.
Purpose
One Cargo Tank:

-Cooling down tank by LNG spraying

LD compressor
LD heater
Spray Pump
Operation Duration
Less than 10 hours
Check Points
- Tank Pressure
- Insulation space pressure
-Temperature of insulation spaces and cofferdams
-Operating condition of LD compressor/ LD heater /
Spray pump including monitoring of instrument
safety function (alarm & etc.)
NOTE
1) Open the vapour dome outlet valves to the vapour header CG101/100,
201/200, 301/300 and 401/400 (likely to be open already on the three
full tanks for gas burning).
2) Open the spray line block valves CS702, CS700.
3) Open the spray master valve CS203 and Port & Starboard spray supply
valve CS207/ CS208.
3) Open No.3 stripping/spray pump discharge valve CS303 to 30%, fully
open return valve CS300 and Start the No.3 stripping/spray pump.
4) Adjust the spray discharge valve CS303 to allow minimum flow and
fully open CS203 to cool down No.2 spray header. Pressure in the
stripping/spray header shall be controlled by CS300.
5) Once cool down of the spray header to No.2 tank is complete, increase
the flow rate by adjusting No.3 stripping/spray pump discharge valve to
allow an even cool down and control of vapour pressure.
NOTE
Care should be taken to control the vapour pressure either in the boilers as fuel,
or venting to the atmosphere via CG702, CG700 and the No.1 vent mast riser.
7 - 26
LNGC GRACE ACACIA

7.7 Ship to Ship Transfer
This section is intended 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
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) Cargo Equipment to be Tested
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 accordance with the wishes of 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.
Should there be a breakdown in communications for whatever reason, either on
approach or during transfer, the operation should immediately be suspended.
CAUTION
The ignition of gas vapours may be possible by direct or induced radio
frequency energy and no radio transmissions, other than at very high frequency,
should take place during transfer operations. Arrangements should be made with
an appropriate coast station for blind transmissions which would allow reception
of urgent messages.
2. Pre-Mooring Preparations
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:
y
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.
y
y
y
y
y
y
y
y
Ventilation of compressor, pump and control room to be

fully operational.
Gas detection systems to be correctly set, tested and
operating.
Emergency shut down system to be tested and ready for use.
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.
y
y
y
y
y
Fire main tested and kept under pressure.

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.
Impressed current cathodic protection system, if fitted, to be
switched off at least three hours before transfer.
First aid equipment etc. to be ready for use.
Which side is to be used for mooring, the number of

fairleads and bitts to be used for mooring and their distance
from the bow and stern of the ship.
The size and class of manifold flanges to be used.
The anticipated maximum height differential of the

manifolds for determining hose length required.
The type of hoses required and their supports to ensure that

their allowable bending radius is not exceeded.
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 this is not too difficult if there is an appreciable current and a
steady wind from the same direction. If not, then tug assistance may be necessary.
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.
y
y
y
y
2) Safety Precautions
y
y
y
3. Mooring
The wind and sea should be ahead or nearly ahead.

The angle of approach should not be excessive.
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.
NOTE
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.
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.
7 - 27
LNGC GRACE ACACIA
4. Transfer Operations
Transfer can begin when the two Masters have ensured that all the pre-transfer
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.
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 whilst the two vessels are at anchor. This is the most
common method. Transfer can also take place whilst 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) After completion of mooring, the constant heading ship maintains
steerage way and the manoeuvring ship adjusts its engine speed and rudder
angle to minimize 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.
5. Unmooring
This procedure will be carried out, under normal conditions, at anchor, though if
both Masters agree, unmooring can take place underway.
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 the remaining forward mooring let go 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 or astern until their mid lengths are about two cables
apart.
7 - 28
LNGC GRACE ACACIA
7.8 Jettisoning of Cargo

WARNING
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 ships manifold.
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 ships structure.
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.
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.
WARNING
Too rapid a flow of LNG will result in rapid phase transfer (RPT) when the
liquid hits the sea water. (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.)
7 - 29
LNGC GRACE ACACIA

8.1 Fire and Deck Wash System .............................................................. 8 - 2
8.2 Water Spray System........................................................................... 8 - 4
8.3 Dry Powder System ........................................................................... 8 - 6
8.4 CO2 System...................................................................................... 8 - 10
8.5 Fire Detection System...................................................................... 8 - 11
8.5.1 Fire Alarm System ................................................................ 8 - 11
8.5.2 Fire Alarm Detector .............................................................. 8 - 14
8.6 Quick Closing Valves and Fire Dampers System ............................ 8 - 16
8.7 Emergency Escape from E/R ........................................................... 8 - 17
Illustration
8.1a Fire and Deck Wash System ............................................................. 8 - 1
8.2a Water Spray System.......................................................................... 8 - 3
8.2b Water Spray System.......................................................................... 8 - 4
8.3a Dry Powder System .......................................................................... 8 - 5
8.3b Dry Powder System.......................................................................... 8 - 7
8.4a CO2 System for Cargo Area.............................................................. 8 - 9
8.6a Quick Closing Valves and Fire Dampers System ........................... 8 - 15
8.7a Emergency Escape from Engine Room .......................................... 8 - 17
Part 8
Fire Fighting System
Part 8 Fire Fighting System
LNGC GRACE ACACIA

Illustration 8.1a Fire and Deck Wash System
Boss for Pressure Gauge
with Stop Valve
BF-80
BF-81
Key
Sea Water Line
(40A)
BF-83
(40A)
BF-84
(40A)
(40A)
(80A)
Pipe Duct
Pipe Duct
(80A)
BF-06
(50A)
BF-04
To Bilge Eductor Drive
in Side Passage Way
(40A)
(150A)

in Side Passage Way
BF-15
For Em'cy Gen. Room

(Outside Room)
(40A)

in Side Passage Way
(150A)
BF-62
BF-58
No.1 Trunk
BF-30
BF-24
BF-18
BF-22
BF-44
(40A)
BF-34
BF-55
(80A)
BF-57
BF-32
BF-17
(40A)
(150A)
BF-28

in Side Passage Way
BF-16
(40A)
BF-03
BF-01
BF-04
(80A)
Bosun Store
(125A)
BF-13
BF-36
BF-23
(150A)
BF-48
No.2 Trunk
BF-42
BF-29
Cofferdam
BF-46
BF-31
Cofferdam
BF-50
BF-60
Cofferdam
For Side
Passage
Way
BF-35
BF-20
BF-75
BF-73
No.3 Trunk
BF-41
BF-26
BF-103
BF-64
BF-45
BF-38
BF-65
BF-49
BF-40
(125A)
BF-71
BF-67
Motor Compressor
BF-69 Room
Room
BF-79
(150A)
BF-77
No.4 Trunk
BF-59
BF-56
To
Accom.
For Trunk
Deck
BF-66 BF-63
(40A)
Accommodation
Area
BF-70
Cofferdam
Cofferdam
BF-76
BF-12
(200A)
(150A)
BF-21
BF-07
BF-27
BF-05
BF-33
(80A)
For Upper Deck
BF-08 BF-06

in Side Passage Way
BF-25
BF-39
BF-43
BF-37
(40A)
(150A)
(40A)
BF-51
(40A)
BF-61
(40A)
(125A)
(125A)
BF-68
For Water Curtain Pipe Header

on Upper Deck at Cargo Manifold
(80A)
BF-52
BF-74
BF-72
(125A)
BF-78
BF-54
FWD W.B
Tank (P&S)
BF-97
BF-99
BF-100
BF-94
(40A)

in Side Passage Way
Fore Peak
Tank
(Void)
Fire Hydrant
for Bow Thrust
Room
BF-47
BF-101
BF-122
BF-120
Paint
Deck Incinerator
Store
Fresh
Store
Room
(80A)
Water (40A)
Tank (S)
BF-121
BF-102
From To
E/R Accom.
BF-124
Engine
Casing
BF-123
BF-113
BF-125
Distilled Water
Tank (S)
BF-98
(40A)
(40A)
Steering Gear Room

& Rope Store
BF-114
BF-96
BF-118
(150A)
CO2
Room
To Swimming Pool
Drinking
Water
Tank (P)
BF-117
Distilled Water
Tank (P)
BF-116
(40A)
(200A)
BF-10
To Engine Room
BF-53
B.W
Emergency Fire Pump

3
BF-11 (72 m /h x 110 MTH)
Sea
Chest
Tank Top
BF-119
BF-115
From Fire Line

Pressurizing Pump
Fire, Bilge & G/S Pump
(150/245 m3/h x 115/30 MTH)
(80A)
FWD H.F.O
Tank (P&S)
BF-111
(100A)
Bow Thrust Room &

Em'cy Fire Pump Room
BF-05
Swimming
Pool
(50A)
(40A)
Cooling
Water
Tank
C.L.
BF-08
Eductor Driving Line

for Bow Thrust Room
BF-112
(40A)
Eductor
Driving Line
For C.L.B.W
BF-127
BF-130
(40A)
(40A)
BF-07
Bosun Store
(50A)
(40A)
(40A)
4th Deck
BF-107
BF-109
(125A)
(40A)
Sea Water
Supply
BF-114
Eductor
Driving Line
For Bosun
Store
BF-09
BF-110
BF-129
BF-14
BF-14
(40A)
(150A)
BF-19
3rd Deck
BF-12
BF-13
(125A)
(40A)
AFT Peak
Tank
(100A)
BF-128
Engine Room
(125A)
(40A)
BF-108
S/G Room & Rope Store
(P)
BF-94
BF-102
(80A)
(40A)
BF-105
(40A)
(40A)
Trunk
(200A)
BF-126
2nd Deck
(40A)
BF-97
BF-106
(40A)
(150A)
BF-01
BF-02
BF-03
Boss for Pressure Gauge

with Stop Valve
(50A)
BF-95
BF-96
BF-91
(40A)
(80A)
(40A)
BF-125
(125A)
(40A)
Trunk
(40A)
Cofferdam
BF-116
BF-104
BF-92
(40A)
BF-119
CO2 BF-118
Room (40A)
(80A)
BF-93
BF-98
(40A)
BF-99
For Em'cy Gen. Room

(Room Outside)
(80A)
(40A)
BF-120
BF-88
BF-89
Cofferdam
BF-90
BF-85
(40A)
(Overflow)
(40A)
(80A)
(100A)
BF-86
(100A)
BF-87
Drain Line
BF-82
(80A)
BF-02
From Em'cy
Fire Pump
in Side Passage Way

in Side Passage Way
For Water Curtain Pipe Header

on Upper Deck at Cargo Manifold
8-1
LNGC GRACE ACACIA

8.1 Fire and Deck Wash System
1. Specification
Bilge,Fire & G/S Pump
Maker:
Model:
Type:
No. of sets:
Shinko Ind. Ltd.

GVX260MS
Vertical, Centrifugal electric motor, two
speed with self priming
245 m3/h x 30 m
150 m3/h x 110 m
2
1100 kW / 1800 RPM
Fire Line Pressurising Pump

Maker:
Type:
Model:
Number of sets:
Rated out-put:
Shinko Ind. Ltd.

Horizontal, centrifugal, electric motor driven
HJ40-2M
1
2 m3/h x 50m x 3.7 kW
Emergency Fire Pump

Maker:
Type:
Model:
Number of sets:
Rated out-put:

The fire main system also serves the water curtain below the port and starboard
manifold areas during cargo loading and unloading.
The fire main line supplies the driving water for the bilge eductors in the side
passage way, pipe duct, emergency fire pump room, bow thrust room, bosuns
store and cofferdams. It also supplies anchor washing water.
Fire hydrants are situated along the cargo space, with a fire hose mounted
adjacent.
The Emergency Fire pump can be started locally, from the bridge or from the
Fire Control Station (FCS).
Under normal operating conditions the fire main will be under pressure in port,
supplying the manifold water curtain and with hoses connected as a fire
precaution.
Shinko Ind. Ltd.

Vertical centrifugal, electric motor driven
with self priming
RVP160-2MS
1
72 m3/h x 110 m x 55kW
2. General
The fire main system is supplied from the engine room by the two Bilge, Fire &
G/S Pumps. They are electric motor driven vertical centrifugal pumps, with a
delivery capacity of 150/245m3/h at 115/30m.
The Emergency Fire Pump is located in Bow Thruster room, Emcy Fire pump
room. This pump is a vertical centrifugal pump with its own direct sea suction.
The pump rate is a delivery capacity of 72m3/h at 110m.
The fire main system is kept pressurised by a fire line pressurising pump rated at
2m3/h X 50m X 3.7kW. This pump is an electric motor driven horizontal
centrifugal pump and has an automatic pressure cut-in/out switch. Pressure
switches and a low level alarm switch are fitted on the accumulator tank to
maintain pressure on the fire main line when the pump cuts out.
The deck fire main line has a main isolating valve before the port, starboard and
ring main isolating valves. The ring main is fitted with a further four 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.
8-2
LNGC GRACE ACACIA

Illustration 8.2a Water Spray System
WS-14
WS-29
WS-24
(80A)
(25A)
WS-25
No.4 Trunk
WS-04
WS-06
(80A)
WS-01
WS-03
(40A)
(40A)
(40A)
WS-08
WS-05
(100A)
No.3 Trunk
WS-02
(80A)
No.2 Trunk
No.1 Trunk
Cargo manifold (P&S)
(300A)
Life Boat
(80A)
WS-07
(40A)
(100A)
WS-16
(100A)
WS-12
WS-21
(80A)
WS-30
Fuel Gas Master Valve
WS-27
WS-28
Compressor
Room
WS-13
(200A)
WS-09
WS-17
Motor
Room
WS-20
(40A)
(200A)
WS-18
WS-15
(300A)
WS-22
(80A)
WS-26
WS-23
Key
Sea Water Line
From Water Spray Pump

(850 m3/h x 110 MTH)
Cofferdam
Cofferdam
Cofferdam
3rd Deck
Cofferdam
Engine Room
Cofferdam
(300A)
2nd Deck
F.W.D
H.F.O
Tank
(P&S)
4th Deck
No.4 Cargo Tank
No.3 Cargo Tank
No.2 Cargo Tank
No.1 Cargo Tank
Tank Top
F.W.D W.B
Tank (P&S)
Life Boat
WS-30
(40A)
(80A)
No.2 Liquid
Dome
No.2 Gas
Dome
(50A)
WS-01
(50A)
WS-02
No.1 Liquid
Dome
No.1 Gas
Dome
Cofferdam
WS-06
(80A)
(50A)
(40A)
WS-03
(40A)
WS-04
Cofferdam
No.3 Gas
Dome
(80A)
WS-05
WS-07
(50A)
WS-16
No.3 Liquid
Dome
(100A)
(80A)
(150A)
(40A)
WS-17
No.4 Trunk
(50A)
WS-14
Cofferdam
No.4 Gas
Dome
(80A)
(50A)
WS-08
WS-10
(80A)
WS-09
(100A)
WS-21
WS-18
Cofferdam
No.4 Liquid
Dome
WS-19
(40A)
WS-20
(50A)
(100A)
Cofferdam
(50A)
Accommodation
Area
(200A)
(25A)
(80A)
(200A)
From E/R
Water Spray
Pump
(300A)
WS-22
(300A)
WS-23
WS-29
Bosun
Store
(80A)
WS-32
(40A)
Life Boat
Motor
Room
Compressor
Room
No.2 Trunk
No.3 Trunk
WS-11
WS-31
WS-25
No.1 Trunk
WS-24
WS-28
(100A)
Cargo Manifold Area
WS-26
WS-15
WS-27
(300A)
(300A)
(100A)
Fuel Gas Master Valve
8-3

3. Procedure for Supplying S.W to the Water Spray System
1. Specification
It is assumed that the sea water main suction valves at the sea chest(s) are open
to provide sea water suction.

No. of sets:
(65A)
(80A)
(65A)
(50A)
2) Open the master valve WS28 and accommodation block valve WS26.
(50A)
(50A)
(50A)
3) Start the water spray pump either from the IAS screen or from the
emergency panel and supply water to the water spray system.
The water spray system is now in use and delivering water to all the selected
spray nozzles on deck.
(50A)
(125A)
(50A)
(100A)
(100A)
(80A)
Shinko Ind. Ltd.

GVX260MS
Vertical, Centrifugal electric motor, two
speed with self priming
245 m3/h x 30 m
150 m3/h x 110 m
2
1100 kW / 1800 RPM
1) All intermediate isolating valves along the water spray system on the deck
must be open.
(200A)
To Water Spray
Main (300A)
WS-26
Bilge,Fire & G/S Pump

Maker:
Model:
Type:
Shinko Ind. Ltd.

V300-3M
Vertical Centrifugal
700 m3/h x 90 m
290 kW / 1800 RPM
1
Key
Sea Water Line
(10A)
Water Spray Pump

Maker:
Model:
Type:
Capacity Total head:
No. of set:
Illustration 8.2b Water Spray System
(25A)
8.2 Water Spray System
(80A)
LNGC GRACE ACACIA
2. General
From Engine Room

Water Spray Pump
(300A)
The pumps supply sea water to the spray nozzles at the following locations:
- Accommodation exterior bulkheads and lifeboat stations
- Cargo machinery and electric motor room exterior bulkheads
- Cargo manifold area
- Cargo tank liquid and gas domes
Cargo Tank
The accommodation block front, cargo machinery and electric motor room,
cargo liquid and gas dome and manifold areas are protected by water spray from
the effects of fire, gas leakage, or liquid spill.
There is one (1) Water Spray Pump, mounted on the bottom platform in the
engine room, delivering to two (2) spray rails across the accommodation block
front with lifeboat embarkation areas port and starboard and cargo machinery
room sides with deck domes/manifolds.
The water spray system can also be supplied by the bilge, fire & G/S pump via
cross-connecting valve 54V.
The main remotely operated hydraulic isolating valve (BA-43) operated from the
fire control station, CCR and manually at the local side. The spray pump can be
started locally and from the wheelhouse, CCR, on the main deck close to the
accommodation exits and the fire control room.
Each spray rail is subdivided into smaller sections, with a section isolating valves
fitted.
8-4
LNGC GRACE ACACIA

Illustration 8.3a Dry Powder System
Dry Powder Monitor
(Spare)
(Main)
Dry Powder Hose Box
No.4 Trunk
(65A)
8
Dry
Power
Unit
(65A)
Cargo Manifold Area
No.3 Trunk
No.2 Trunk
1
No.1 Trunk
Dry
Power
Unit
Cofferdam
Cofferdam
Cofferdam
3rd Deck
Cofferdam
Engine Room
Cofferdam
2nd Deck
F.W.D
H.F.O
Tank
(P&S)
4th Deck
No.4 Cargo Tank
No.3 Cargo Tank
No.2 Cargo Tank
No.1 Cargo Tank
Tank Top
F.W.D W.B
Tank (P&S)
Drain Plug
(Main)
(Spare)
(80A)
(80A)
Dry
Powder
Space
Cofferdam
No.1 Trunk
Bosun
Store
(40A)
(40A)
(40A)
3
No.2 Trunk
Cofferdam
No.3 Trunk
(40A)
Cofferdam
(40A)
No.4 Trunk
Cofferdam
Cofferdam
(40A)
Local Release Box

for Monitor
Accommodation
Area
No.1 Dry
Power
Unit
(65A)
(40A)
(65A)
(40A)
No.3 Dry
Power
Unit
No.4 Dry
Power
Unit
(65A)
(65A)
(80A)
(80A)
(Main)
No.2 Dry
Power
Unit
(Spare)
8-5
LNGC GRACE ACACIA

8.3 Dry Powder System
3. Hand Hose System
The 8 dry powder hose cabinets which are situated along the main deck centre
line from forward to aft. Each hand held hose has a length of 33 m.
Operation of the unit is from any of the four 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 dry powder fire fighting system is supplied by NK Co., Ltd. and consists of
4 separate dry powder tank units;
Tank 1 - has monitor directed at manifold port/fwd and 2 hose cabinets.
Tank 2 - has monitor directed at manifold stbd/fwd and 2 hose cabinets.
Tank 3 - has monitor directed at manifold port/aft and 2 hose cabinets.
Tank 4 - has monitor directed at manifold stbd/aft and 2 hose cabinets
The capacities of the monitor nozzles are 19 kg/sec and hand hose nozzles are
3.5 kg/sec. The sufficient quantity of dry powder agent is stored in each tank to
provide a minimum 45 sec. discharge time for monitor and all hand hose nozzles
discharge at their discharge rate.
1) Dry Powder Capacity Required (Including 10% Allowance)
Four(4) monitors and eight(8) hose cabinets
a) One (1) Monitor:
19 kg/sec x 60 sec x 110% x 1set= 1,245 kg
b) Two (2) Hand hose:
3.5 kg/sec x 60 sec x 110% x 2set = 462 kg,
Total: 1,716 kg
d) Pull valve handle in the release station to allow CO2 gas to open
the N2 cylinders. This activates the pressurising (120Kg/cm2) of
the dry powder tank and opens the main discharge valve.
e) The system is now activated.
Fig.2 Deck Dry Powder Hose Cabinet
The 9 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 expellent pipe-work to open the
main outlet from the tank.
Operation of the manual valve at any of the 8 hose cabinets supplied by the tank
will now allow the dry powder to be used as required.
After the system has been used it is necessary to ensure the expellent pipe work
and more importantly, that the main valves are blown clear on any remaining dry
powder.
2) To Operate at Hose Station
Fig. 1 Dry Powder System Monitor Release Cabinet
2)
2) Number of Expellent Gas Cylinder (68L ,N2, 120 kg/cm
a) 40L of expellent gas per 1 kg of dry powder for 1,716 kg discharge.

= 9 Bottles/unit
a)
b)
c)
d)
2. Main System
e)
Two dry powder units are situated on the main deck mid-ships, port and
starboard. Each unit contains a 1,716 kg dry powder storage tank, 9 nitrogen
expellent cylinders of 68 liters and a single dry powder monitor.
3) Emergency Operating (Manual Operating)

a)
Open the pressure operated valve for N2 cylinders by inserting the

lever into the top of the valve.
b) Open the relevant selector valve at the distribution manifold, by
hand.
c) Operate a dry powder monitor or hose nozzle for fire fighting.
Operation of the system can be carried out from a cabinet in the Fire Control
Room, 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.
The 9 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 expellent pipe-work to open the
main outlet from the tank. Operation of the manual valve at the monitor will now
allow the dry powder to be used as required.
After the system has been used it is necessary to ensure the expellent pipe work
and, more importantly, that the main valves are blown clear on any remaining
dry powder.
Open the cabinet door for the hose station.

Pull out the full length of hose (about 33 m).
Open screw down valve for CO2 cylinder.
Pull valve handle in the hose station to allow CO2 gas to open the
N2 cylinders. This activates the pressurising of the dry powder
tank and opens the relevant selector valve at the distribution
manifold.
Operate dry powder pistol nozzle when hose is pressurised.
4) After Use of the System
1) To Operate Monitor
a)
The monitor should have been pre-aligned with the cargo

discharge manifold and the dry powder supply ball valve for the
monitor left in the open position.
b) Open the release station cabinet door (at local or CCR or
emergency headquarter).
c) Open screw down valve for CO2 cylinder.
8-6
a) Close valve handle in the release station or hose station.

b) Close the pressure operated valve for N2 cylinders by manual
handle.
c) Wait until remaining N2 gas in dry powder tank has dissipated.
d) Close the main discharge valve by hand.
e) Connect air connection to ships air line until clean air comes out
f) Return valves to normal position.
g) Recharge N2 cylinders.
h) Refill dry chemical agents to dry powder tank.
LNGC GRACE ACACIA

Illustration 8.3b Dry Powder System
Local
PORT/AFT
(Main)
Local
Cleaning Line
Fire Control Station
Cleaning Line
Symbol
Lower Inlet
N2 Gas Line
Tank P/G
Secondary P/G
No.1 Con. Valve
Upper Inlet
N2 Gas Line
No.2 Con. Valve
No.1 Con. Valve
No.2 Con. Valve
No.2 V/V
To Hand Hose Cabinet

No.5
Valve (Normal Open)

No.1
Upper Inlet
N2 Gas Line
Release Control Cabinet
Lower Inlet
N2 Gas Line
Tank P/G
Selection Valve
Non-return Check Valve
Secondary P/G
Primary P/G
Cleaning Valve
(for Change Over)
Primary P/G
Constant Pressure Valve

and Filter
Cargo Con. Room

STBD
R
Hand Hose Cabinet

No.7
No.2 V/V
Hand Hose Cabinet

No.3
No.3 Tank Unit (PORT)
No.1 Tank Unit (PORT)
Regulator
Main Regulator
Main Discharge Valve
Non-return Check Valve
Ball Valve
Safety Valve (for Tank)
Cylinder
Cleaning Line
Cleaning Line
Cylinder with Vent Bleed

Control Valve
Local
Lower Inlet
N2 Gas Line
Tank P/G
STBD/AFT
(Main)
Hand Hose Cabinet

No.4
No.2
Secondary P/G
No.1 Con. Valve
No.1 Con. Valve
Upper Inlet
N2 Gas Line
Hand Hose
Hand Hose Cabinet

No.8
No.6
No.2 Con. Valve
No.1 Valve
(Main)
No.2 V/V
No.1 Valve
(Main)
No.2 Con. Valve
PORT
Description
Valve (Normal Close)
STBD
No.1 Valve
(Main)
No.2 V/V
No.1 Valve
(Main)
PORT
PORT/FWD
Instruction Chart
Pressure Gauge
Upper Inlet
N2 Gas Line
Local STBD/FWD
Lower Inlet
N2 Gas Line
Tank P/G
Dry Powder Nozzle

(Ball Valve Type)
Monitor with Root Valve

Vent Bleed
Secondary P/G
Primary P/G
Primary P/G
Key
R
Nitrogen
No.4 Tank Unit (STBD)
No.2 Tank Unit (STBD)
Nitrogen and Sodium

Bicarbonate
CO2
Electrical Signal
8-7
LNGC GRACE ACACIA
Blank Page
8-8
LNGC GRACE ACACIA

Illustration 8.4a CO2 System for Cargo Area
To Open Air
CO2 Room
A-Deck
(40A)
Cargo
Compressor
Room
(24 Bottles)
Engine
Room
(632 Bottles)
Cargo Switch
Board Room
(17 Bottles)
Cargo
Compressor
Motor Room
(11 Bottles)
Emergency
Generator
Room
(4 Bottles)
Symbol
Test & Service Selection S/W
Paint
Store
(3 Bottles)
Pipe Line
318 Bottles
(40A)
b
24 Bottles
Electric Line
254 Bottles
PG
(40A)
PG
B
a
Pilot Line
P
(150A)
(150A)
Description
C
b
E
d
TD
E
F
e
Air Horn
Alarm Buzzer with Lamp
Lamp (EX-Proof)
Buzzer (EX-Proof)
c
E
17 Bottles
(40A)
Relay Box
(40A)
CO2 Discharge Nozzle

d
(40A)
TD
E
Main/Em'cy Power Supply

AC 220V, 60 Hz
(Ship's Power)
(40A)
11 Bottles
Time Delay (Pneumatic)

Air Connection Valve
Pilot End Plug
P
To CO2 Alarm
Pilot Vent Bleed
(40A)
Ball Valve
Beam Scale
* Total : 632 Bottles
(20A)
(25A)
(40A)
(40A)
(50A)
3 Bottles
(150A)
Required Q'ty of Cylinders
(40A)
5 Bottles
(150A)
Upper Deck
(40A)
Electric Horn
314 Bottles (Upper Deck)
Instruction Chart
Engine Room : 632 Bottles

Cargo Compressor Room : 24 Bottles
Cargo Switch Board Room : 17 Bottles
Cargo Compressor Motor Room : 11 Bottles
Emergency Generator Room : 5 Bottles
Paint Store : 3 Bottles
Caution Plate
Warning Notice
Limit Switch
318 Bottles (A-Deck)
Spare Parts
Engine Room
Key Box
Upper Deck
& Casing
PG
Pressure Gauge with Stop Valve

Pressure Relief Valve
2nd Deck
Cargo
Compressor Room
Cargo Switch
Board Room
Cargo Compressor
Motor Room
Emergency
Generator Room
Check Valve (Pilot Line)
Paint Store
Check Valve (Discharge Line)

S
3rd Deck
B
EX
A
EX
4th Deck
A
(5 EA)
EX
9 kg/cm2
Air Supply
Solenoid Valve (EX-Proof)

Main Discharge Valve
(Pneumatic & Manual Controlled)
Pilot Cylinder
(Manual Controlled)
Discharge CO2 Cylinder
(Pneumatic & Manual Controlled)
Floor &
Under Floor
CO2 Alarm
EX
9 kg/cm2
Air Supply
8-9
LNGC GRACE ACACIA

8.4 CO2 System
1. Specification
Maker:
Type:
Capacity:
2. In the Event of Fire in a Protected Compartment

1) Shut off fuel supply, if any.
NK Co., Ltd.
High Pressure
632 cylinders each containing 45 kg
2) Ensure that all persons have evacuated the protected room and have
been accounted for.
1. CO2 Flooding System
3) Close and check that all doors, hatches and other openings are closed.
The CO2 flooding system is consists of 632 cylinders, each containing 45kg,
and high pressure cylinders. These are contained in the CO2 room, situated on
the engine room casing A deck.
4) Go to the master control cabinet located in the CO2 room or fire

control room.
The CO2 system covers the following areas:
5) Break the key box glass and take the key.
Gross
Volume
(m)
Mixing
Ratio
(%)
Engine room space

exclude casing
36150
Engine room space

include casing
Name of Space
Min. CO2 Qty Required
6) Open the release cabinet for protected compartment (Alarm will

sound).
In kg
In 45kg
Cyl.
40%
25821.46
574
8) Open the supply cabinet.
39770
40%
218407.14
632
9) Open the screw down valve on the pilot cylinder.
Cargo compressor
room
1292
45%
1038.21
24
Cargo switch board

room
10) Check pilot pressure is above 3 MPa. If not, open another pilot
cylinder valve.
1050
40%
750
17
Cargo compressor
motor room
636
40%
454.3
11
11) The main valve will be opened. At the same time ventilation fan will
stop.
Engine generator
Room
257
40%
183.6
12) After a time delay of 30 seconds the cylinders will release.
Paint store
139
40%
99.3
13) If the pilot system fails to operate, the main valve can be opened
manually from the CO2 room and the cylinders released by hand.
632
Total supplied
CO2
7) Pull down the two (2) handles.
Flooding the protected areas is achieved by the operation of the ball valves from
their respective cabinets in the fire control room or in the CO2 room and the
release of the pilot CO2 cylinders (release cabinets in the fire control room 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. The
pilot gas is directed by the operation of the respective main valve (having first
operated the time delay switch down stream of the HP cylinders) and the main
valve for the selected area.
14) Do not re-enter the protected compartment for at least 24 hours and
ensure that all reasonable precautions have been taken, such as
maintaining boundary inspections, noting cooling down rates and/or
any hot spots which may have been found. After this period, an
assessment party donning breathing apparatus can enter the space
quickly through a door which is then shut behind them. Check that the
fire is extinguished and that all surfaces have cooled prior to
ventilating the engine room. Premature opening could cause re-ignition
if oxygen contacts hot combustible material.
CAUTION
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.
15) Do not enter the engine room without breathing apparatus until the
engine room has been thoroughly ventilated and the atmosphere
proved safe.
Over pressure of the main line is prevented by a safety valve, which will vent
the gas to atmosphere.
8 - 10
LNGC GRACE ACACIA

8.5 Fire Detection System
8.5.1 Fire Alarm System
7) Alarm device indicator

Indicates with yellow steady light that an alarm device output (bells
etc) is disconnected. Flashing light indicates that there is a fault on an
alarm device output.
Maker: Consilium Marine.

Type: CS 4000 Salwico Fire Detection System
8) Alarm delay indicator

Indicates with yellow steady light that the outputs for alarm devices
(bells) or alarm transfer (industrial application) are delayed.
1. Description of CS-4000 keys and indicators
FAULT
FIRE
DISC.
Menu
Power
Test
Alarm Transfer
Alarm Device
Alarm Delay
Zone/Unit
System Fault
Warning
Pre-Alarm
Home
'_'
ABC
Disc.
DEF
GHI
JKL
MNO
PQRS
TUV
WXYZ
OK
F1
OK
F2
F3
Mute
This button gives direct access to the main menu, where all the
functions of the CS4000 system can be accessed.
transfer output.
Next
9) Zone/Unit indicator
Indicates with yellow steady light that a fire detector or zone is
disconnected. Flashing yellow indicates that at least one fire detector
or zone is in fault condition.
19) Home shortcut button

This button gives direct access to the initial view.
20) Disconnections shortcut button
This button gives direct access to the disconnections menu, from
where disconnections can be made.
21) Alphanumerical display
The blue alphanumerical display has a capacity of 14x40 characters.
22) Numerical keypad
The numerical keypad is used to enter information into the system. The
button erases one character at the time.
10) System fault indicator

Flashes with yellow light to indicate an internal fault in the control
panel or when there is a fault on the system communication of type
no poll. See appendix A Fault codes for more information.
23) OK buttons
The OK buttons are used to select a menu alternative or to accept a
function.
11) Warning indicator

Warnings, for example a dirty detector, are indicated with yellow
steady light.
24) Arrow keys

The arrow keys are used to navigate in the menus and select different
menu alternatives.
12) Pre-alarm indicator

The pre-alarm indication flashes with red light to indicate that there is
an un-muted pre-alarm in the system. It turns into steady light when all
pre-alarms are muted.
25) Reset button

This button is used to reset different alarms from the system.
Reset
1) Fire alarm indicator

The fire alarm indication is flashing with red light to indicate that there
is an un-muted fire alarm in the system. It turns into steady light when
all fire alarms are muted.
2) Disconnection indicator
This is a general indicator showing that there is at least one
disconnected function in the system, for example a zone, detector,
external control or alarm device.
3) Fault indicator
The fault indication is flashing with yellow light to indicate that there
is an un-muted fault in the system. It turns into steady light when all
fault alarms are muted.
4) Power indicator
Indicates with green steady light that the power supply to the control
panel is OK.
5) Test indicator
Indicates with yellow steady light that there is at least one zone in test
mode. If the indication is flashing the control panel has not been
initiated at start up of the system.
6) Alarm transfer indicator (only industrial application)
Indicates with yellow steady light that the output controlling the
transmission of fire alarms to the fire brigade has been activated. The
indication starts flashing if there is a fault detected on the alarm
2. Description of Repeater panel CS-4000 keys and indicators
13) Custom keys and indicators

The three custom keys with yellow indicators are programmable to
customer-specific functions. The functions of these buttons and
indicators are programmed via the definition program.
14) Fields for custom text
The function of each custom key can be described in these text fields
using user-defined inserts in the panel slots.
15) Mute button
This button is used to mute and silence alarms.
FIRE
Power
Scroll
Fault
Disconnection
Test
Fire
Fault
Disc.
Mute
16) More alarms

Flashes with red light if there is more than one fire alarm in the system.
17) Next button
Press Next button to scroll through the different alarms. The list
always returns to the first fire alarm after 20 seconds if no buttons are
pressed.
18) Menu shortcut button
8 - 11
The repeater panel is used to monitor functions of the CS4000 fire alarm system.
It is possible to view and list fire alarm, faults and disconnections.
1) Fire alarm indicator
The fire alarm indication is flashing with red light to indicate that there
is an un-muted fire alarm in the system. It turns into steady light when
LNGC GRACE ACACIA

all fire alarms are muted from the main control panel.
2) Power indicator
Indicates with green steady light that the power supply to the repeater
panel is OK.
3) Fault indicator
The fault indication is flashing with yellow light to indicate that there
is an un-muted fault in the system. It turns into steady light when all
fault alarms are muted from the main control panel.
4) Disconnection indicator
This is a general indicator showing that there is at least one
disconnected function in the system, for example a zone, detector,
external control or alarm device.
5) Test button
Test of all indications and each segment in the alphanumerical display
on the repeater panel.
Access
level
Procedure to enter level
Description of user
None, door is closed or lock

is locked.
General public, safety

personnel
Open door or unlock the

lock.
Personnel trained and

authorized to operate he system
in case of fire or maintenance.
Disconnections not possible.
2B
Open door and enter access

code or level 2B via
menu/login.

authorized to operate the
system in case of fire or
maintenance.
6) Fire button
Gives direct access to the fire alarm list.

code for level 3 via
menu/login.

authorized to make changes to
the configured system.

code for level 4 via
menu/login.
Only authorized service

personnel trained by
Consilium.
It is only possible to mute a pre-alarm, not reset. It will remain in the

pre-alarm list until the fire condition is under or over (fire alarm) the
level for pre-alarm.
The pre-alarm will normally not activate any alarm devices or external
outputs.
4) Fire alarm When Fire is flashing
FAULT
FIRE
DISC.
Power
Test
Alarm Transfer
Alarm Device
Alarm Delay
Zone/Unit
System Fault
Warning
Pre-Alarm
Menu
FIRE ALARM 1(2)
15.53
'_'
ABC
GHI
1 FIRE ZONE 2 MCP 23

Galley deck 4
2 FIRE ZONE 1 SMOKE 206
Cafe Panorama deck 14
Home
PQRS
JKL
Disc.
DEF
MNO
TUV
WXYZ
OK
_______________________________________________
RESET=Reset item, MUTE=Mute, OK=Details
0=Disconnect, 1=Print item, 2=Print all.
F1
OK
F2
F3
Mute
Next
Reset
2) Description of the access levels

7) Fault button
Gives direct access to the fault list.
a)
a)
8) Disc. button
Gives direct access to the disconnection list.
9) Alphanumerical display
The blue alphanumerical display has a capacity of 14x40 characters.
Access level 1
Only viewing of fire or fault alarms. Fire alarms have priority over
fault alarms. Possibility to mute local buzzer.
b) Access level 2
As level 1 + access to the menu system. List status. Reset and
muting of alarms.
10) Scroll buttons

Used to scroll up and down in the different lists.
c)
Access level 2B
As level 2 + make disconnections.
11) Mute buttons

Mutes the local buzzer.
d) Access level 3
As level 2B + possibility to make changes to the configured
system.
Indication
The following information is displayed on the control panel:
Number of alarm(s)
Zone in alarm
Type of unit in alarm
Address number of unit in alarm (only for addressable loop)
Supplementary text 1 (if defined)
Press OK to view more details:
Time of alarm
Date of alarm
Supplementary text 2 about location of detector (if defined)
b) Mute
The MUTE button has different function depending on the current
access level.
3. Operation
e)
1) Access levels
To prevent un-authorized operation of the system there are access
levels to protect the different functions of the CS4000. The user has to
login to the system or unlock the lock (mainly industrial applications)
before any vital operations can be performed. Without access to an
authorization code or a key the user can only view fire and fault alarms
and mute the local buzzer.
The system is in access level 1 when the door is closed or if it is
locked by the key.
The system automatically returns to access level 1 when the lock is
locked or after 30 minutes of inactivity.
Access level 4
All functions available, including advanced service options.
3) Pre-alarm
The CS4000 is equipped with the function Pre-alarm that will give an
early alarm to a slow raise of the fire condition, for example a
smouldering fire. The Pre-alarm level is lower than the ordinary fire
alarm level.
A pre-alarm will activate the local buzzer and the indication
Prealarm will be lit on the control unit. The pre-alarm will also be
added to the pre-alarm list found under:
Menu/ 2 Fire Alarms/ 2 Pre-Alarm List.
8 - 12
Access level 1
Pressing MUTE causes the internal buzzer to silence.
Access level 2 or higher
Pressing MUTE causes the internal buzzer and all external alarms
to silence and mutes the fire alarm indication.
When the alarm is muted the fire indication stops flashing and
turn over to steady light.
Press OK for more details.
c)
Reset
LNGC GRACE ACACIA
All faults in the system are shown in the fault list.
Press RESET to reset the fire alarm.

Alarms cannot be reset if the fire condition remains.
d) Several alarms
If there is more than one fire alarm in the system, the red LED
indicators above the NEXT button are activated.
The first and last fire alarms are always displayed at the control
panel.
Scroll through the different fire alarms with the NEXT button or
UP/DOWN arrows. Reset and mute as above.
e)
Type of fire alarms from conventional zones

The CS4000 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.
5) Fault indications When Fault is flashing
FAULT
FIRE
DISC.
Power
Test
Alarm Transfer
Alarm Device
Alarm Delay
Zone/Unit
System Fault
Warning
Pre-Alarm
Menu
FAULT ALARM 1(1)
'_'
18.53
1 LOOP ANALOGUE 3 CABLE BREAK POSITIVE

Loop 3
On LB3 2
Home
ABC
GHI
JKL
PQRS
Reset a fault:
1. Go to the fault list under: Menu/ 1 Fault Alarms/ 1 Fault List
2. Choose the fault in the fault list and then press RESET to reset
the fault alarm.
If the cause of the fault alarm remains the alarm cannot be
reset.
Check the problem and deal with it. Then try to reset the fault
again.
Reset all faults:
1. Go to: Menu/ 1 Fault Alarms/ 3 Reset All Faults
2. Press OK
d) Fault messages
If a fault occurres in the system it will be displayed at the control
panel with information about which part of the system that is
faulty and also a short description of the fault.
Disc.
DEF
MNO
TUV
WXYZ
OK
_______________________________________________
RESET=Reset current entry, MUTE =Mute all
OK=Details, 1=Print i
F1
OK
F2
F3
Mute
a)
Next
Reset
Indication
The following information is displayed in the control unit:
Number of fault(s) (i.e. how many faults are detected)
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)
b) Mute
Press MUTE to silence internal buzzer and mute all faults in list.
Press OK for more details.
c)
Reset
8 - 13
LNGC GRACE ACACIA

8.5.2 Fire Alarm Detector
2) Specification
When the detector is in alarm condition, a red LED on the detector will
be lit.
1. Heat Detector
1) Description
The NS-AH/AIS is an analogue addressable heat detector for Salwico
addressable fire alarm system. It has a pre-programmed static alarm
level of 54C and it also gives a rate of raise pre-alarm.
This low profile heat detector uses a high quality electronic sensing
element of low thermal mass, which gives very accurate and fast
temperature readings.
The temperature can be displayed on the fire alarm panel. When the
detector is in alarm condition, a red LED on the detector will be lit.
The LED is lit until the alarm has been reset.
The detector can be connected to the fire detection loop by using two
different base plates. In dry and clean spaces the base plate NSBNCL can be used. In harsh environment the IP55 base NS-2IP55
together with the adapter NS-ADAPT can be used. The detector is
polarity independent. It is marked with a green spot.
The address is set with a DIP switch. An external LED indicator,
buzzer etc. can be connected to the remote output.
The LED will be lit until the alarm has been reset at the control panel.
The detector can be connected to the fire detection loop by using two
different base plates. In dry and clean spaces the base plate NS-BNCL
can be used.
In harsh environment the IP55 base NS-2IP55 together with the
adapter NS-ADAPT can be used. The address is set with a DIP switch.
The detector is polarity independent. An external LED indicator,
2) Specification
Sensor type
UV Tron
Wave length detection
185 ~ 260mm
Supervising angle
100
Operating temperature range
-25C to +70C
System voltage
24V DC
2) Specification
Sensing method
Light scattering type Infra-red
-25C to +70C
System voltage
24V DC
4. Call Point
1) Description
The NS-ACP is a manual call point for the addressable fire alarm
systems Salwico NSAC-1 and CS4000 with SPK2000. Pressing the
glass causing it to crack activates the fire alarm. A protective plastic
coating on the glass prevents operator injury.
A red LED is lit on the call point when the control panel has received
the alarm. It will be lit until the glass has been replaced and the alarm
has been reset at the control panel. The address is set with a DIPswitch mounted inside the call point.
The call point is polarity independent.
2) Specification
-25C to +70C
System voltage
24V DC
3. Optical Smoke Detector

Operating Principle
Static temperature and rate of raise
Alarm operating temperature
54C
Pre-alarm temperature level
> 45C and rate of raise >10C/min
-25C to +90C
System voltage
24V DC
2. UV Flame Detector
1) Description
The NS-AUV is an analogue addressable flame detector for Salwico
addressable fire alarm systems.
It is sensitive to ultraviolet light emitted by flames.
Due to its high sensitivity to UV-light, the detector has a built-in
advanced alarm algorithm to avoid false alarms.
Thanks to the very wide supervising angle it can cover large areas,
and the UV tube is protected by a quartz glass.
This flame detector is very suitable for use in harsh environments.
1) Description
The NS-AOS is an analogue addressable optical smoke detector for
Salwico addressable fire alarm systems.
The address is set with a DIP-switch mounted on the back of the
detector. When the detector is in alarm condition, a red LED on the
detector will be lit.
The LED is lit until the alarm has been reset at the control panel.
The detector can be connected to the fire detection loop by using
different base plates. In dry and clean spaces the base plate NS-BNCL
or UB-1 can be used.
For installation in harsh environment the IP55 base NS-2IP55 together
with the adapter NS-21IP55 together with the adapter NS-ADAPT or
SPB-1 can be used.
The detector is polarity independent. An external LED indicator,
8 - 14
LNGC GRACE ACACIA

Illustration 8.6a Quick Closing Valves and Fire Dampers System
These Cocks/Valves
To be Installed Near
Vent Damper
To be Located
Outside Engine Room
PX
51V
To Funnel Ventilation Damper (S)
PIAL
IAS
52V
PI
Air
Reservoir
for
Quick
Closing
Valve
To Funnel Ventilation Damper (P)
To Vent Damper Air Cylinder for Engine Ventilation
To No.1 Engine Room Supply Fan

Vent Damper
To be G/E M.D.O Service Tank
No.2 Incinerator No.1 Incinerator

W.O Service
W.O Service
Tank
Tank
(1.5 m3)
(1.5 m3)
(A)
G/T L.O
Settling Tank
(10.0 m3)
F-315V

Vent Damper
Vent Damper
Incinerator
M.D.O Service
Tank (2.0 m3)
G/E L.O
Settling Tank
(10.0 m3)
F-101V
F-126V
F-29V
L-6V
To No.1 Engine Room Exhaust Fan

Vent Damper
To STBD Group
I.G.G
M.D.O Service
Tank
(70 m3)
To PORT Group
2nd Deck
L-17V
F-36V
F-81V
Casing
F.O
Addictive
Tank
(3.0 m3)
F-304V
63V
G/E M.D.O
Service Tank
(30.0 m3)
To No.2 Engine Room Exhaust Fan

Vent Damper
To Purifier Room Exhaust Fan
Fire Damper
L-206V
L-32V
To Diesel Generator Exhaust Fan

Damper
Main L.O
Gravity Tank
(25.0 m3)
Main L.O
Settling Tank
(80.0 m3)
To Oil Store Exhaust Fan

Damper
3rd Deck
To Chemical Store Exhaust Fan

Damper
4th
Deck
H.F.O Overflow
Tank
(70.0 m3)
Low Sulphur
F.O Tank (S)
(205.7 m3)
H.F.O
AFT H.F.O
Settling Tank (S)
Bunker Tank (S)
(535.5 m3)
(462.2 m3)
Floor Deck
8 - 15
F-27V
F-1V
F-201V
F-43V
F-3V
H.F.O
AFT H.F.O
Settling Tank (P) Bunker Tank (P)
3
(540.0 m)
(353.5 m3)
F-6V
Low Sulphur
F.O Tank (P)
(293.2 m3)
F-203V
To Welding Space Exhaust Fan

Damper
F-46V
From G/S
Air System
F-318V

Vent Damper
M.D.O
Storage Tank
(100 m3)
Key
Air Line
Diesel Oil/ Gas Oil Line
Fuel Oil Line
Lubricating Oil Line
Waste Oil Line
Drain Line
LNGC GRACE ACACIA

8.6 Quick Closing Valves and Fire Dampers System
3. Procedure for Operating Fire Control Dampers
1. Introduction
a)
The main fire damper three-way valve, located at the emergency shut-off
cabinet in the fire control station, must be turned to the VENT position to
actuate all the fire dampers. The dampers will close under the action of
their counterweights when air is vented from their cylinders.
All the outlet valves from the fuel oil and lubrication oil tanks, from which oil
could flow to feed a fire, are equipped with air operated quick-closing valves.
They are supplied and controlled from the quick-closing valve air reservoir
situated in the emergency shut-off device control box located in the fire control
station. The reservoir is supplied with air, at a pressure of 0.9 MPa, from the GS
air system. The air is supplied directly from the GS air manifold after the oil
filters, with an inlet valve on the quick-closing valve air reservoir which is
locked open. A branch pipe on the air line to the reservoir supplies air directly
to the engine room ventilation fire dampers
b) Returning the three-way cock to the OPEN position will direct

compressed air in to the cylinder positions and open the dampers. If
dampers for individual locations require closing, the three-way cock
positioned in a safe place near the fire damper must be turned to the
VENT position. The damper can be opened again by turning the threeway cock to the OPEN position.
The quick-closing valve air reservoir is fitted with a low pressure alarm
transmitter. The oil tank quick-closing valves actuator lines are grouped into
two system, each with a three-way operating cock.
In normal operation the supply line to each group of tank valves is vented to
atmosphere. When the three-way operating cock is turned, air is supplied to
pistons which collapse the bridge of each valve in that group, thus causing the
valves to close.
The valves are reset by venting the air supply and operating the valve hand
wheel in a closed direction to reset the bridge mechanism and then opening the
valve in the normal way.
The emergency generator diesel oil tank quick-closing valve is operated by a
directly connected wire from outside the emergency generator room.
Engine room fire dampers are all connected to a three-way operating cock
which supplies air to the damper cylinders in order to keep the dampers open.
When the damper cylinder is vented the damper is closed by means of a gravity
acting on a counterweight. Damper cylinders may be vented as a group by
means of the three-way supply cock or may be operated individually by a threeway cock located close to each damper.
<Emergency Shut-off Control Box in Fire Control Station>
2. Fire Dampers
Engine room fire dampers operate to close ventilation openings in the event of a
fire. The dampers are kept open against a closing force(gravity acting on a
counterweight) by means of air pressure acting on the damper cylinder piston.
When air pressure is vented the damper or dampers will close. The fire damper
pipe work is supplied directly from the GS air system main pipe and air
pressure is constantly applied to the system.
Activation of the three-way control valve at the fire control station control panel
will vent the damper air line and cause all fire dampers to close. Operation of
individual local damper valves will vent each individual damper as required and
allow that damper to close.
8 - 16
LNGC GRACE ACACIA

8.7 Emergency Escape from E/R

Illustration 8.7a Emergency Escape from Engine Room
1. Introduction
50.8 m A/B
An emergency trunk is fitted at the aft end of the engine room to allow
personnel to escape in the event of a life threatening situation. The emergency
trunk leads to the aft mooring deck.
G/E L.O
Settling
Tank
There are Emergency Escape Breathing Devices (EEBD) situated on all levels
of the engine room, which can be used to protect personnel during the escape
from the engine room.
Fan
Room
W
G/E L.O
Storage
Tank
Proceed aft to the A class fire door leading into the emergency trunk and climb
the vertical ladder to the aft mooring deck.
2. Emergency Escape Breathing Device (EEBD)
Floor : 2 ea
4th deck : 2ea
3rd deck : 2ea
2nd deck : 2ea
B.V.H.
Room
Distilled
Water Tank
(P&S)
Deck Incin.
Store Room
W
Pool
Tank
M.L.O M.L.O
Storage Settling
Tank Tank
2nd Deck
F.W
Tank
(S)
3rd Deck
(25P)
(25P)
G/E M.D.O
Service
Tank
Low
M.D.O
Storage Sulphur
H.F.O.
Tank
Tank (S)
(S)
Engine Room
After Peak Tank
H.F.O
Settling
Tank (S)
H.F.O
Bunker Tank (S)
Paint
Store
There are EEBDs located the following locations in E/R:

-
Equipment comprises of a respiratory mask and small air cylinder which

supplies 10 minutes of air to allow escape to fresh air.
4th Deck
H.F.O Overflow
Tank
H.S.C
M.L.O Sump Tank
C.W. Tank
Oily Bilge Tank
L.S.C
No.5 Cofferdam

Bilge Holding Tank
8 - 17

Cargo Operating Manual Grace Acacia

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LNGC GRACE ACACIA

Issue and Update Control .................................................................................. 3

Cargo Operating Manual

4.12.2 Hydraulic System Operation ...............................................4 - 85

LNGC GRACE ACACIA

Cargo Operating Manual

7.7 Ship to Ship Transfer........................................................................7 - 27

Cargo Operating Manual

LNGC GRACE ACACIA

This manual was produced by:

2.1 Characteristics of LNG

2.1.1 Physical Properties and Composition of LNG

For any new issue or update contact:

2.1.3 Supplementary Characteristics of LNG

2.1.4 Avoidance of Cold Shock to Metal

2.2 Properties of Nitrogen and Inert Gas

2.1.1a Density Ratio Methane/Ambient Air Versus Temperature

2.1.1b Boiling Point of Methane with Pressure

2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures

2.1.3a Temperature and Steel Grades

2.1.4a Structural Steel Ductile to Brittle Transition Curve

Issue and Update Control

Cargo Machinery Symbols and Colour Scheme

3.1 IAS for general

3.2 DEO Open Supervisory Station (DOSS)

3.3 DOHS (DEO Open History Station)

3.4 DOGS (DEO Open Gateway Station)

1.1.1 Principal Particulars of the Ship

3.5 DOPC (DEO Process Controller )

1.1.2 Principal Particulars of Cargo Machinery

3.6 Alarm Management

1.1.3 Maker List

3.6.1 Classification of Alarm

1.1.4 General Arrangement

3.6.2 Alarm Acceptance Procedure

1.1.5 Tanks and Capacity Plan

3.7 Alarm Printout

1.2 Classification, Rules and Regulations

3.8 Fast Alarm Function

1.3 Design Concept of the Cargo System

3.9 Data Logging

1.3.1 Cargo Containment System Principle

3.10 Extension Alarm and Engineers Alarm

1.3.2 Membrane Cargo Containment

3.10.1 Extension Alarm

1.3.3 Deterioration or Failure

3.10.2 Engineers Alarm and Patrolman System

1.4 Hazardous Areas and Gas Dangerous Zone

3.1.1a IAS Overview (System Configuration)

1.3.1a Cargo Tank Lining Reinforcement

3.1.1b IAS Overview (System Connection)

1.3.1b Cargo Tank General

3.1.1c IAS Overview (Power Supply Concept)

1.3.2a Construction of Containment System Securing of Insulation Boxes

3.6a Alarm Acceptance Procedure

1.3.2b Construction of Containment System Flat Area

3.7a Alarm Printer Configuration

1.3.2c Construction of Containment System Corner Part

3.8 Example of Alarm Printout

1.3.2.d Construction of Containment System Longitudinal Dihedral

3.10a Extension Alarm and Engineer Call System

1.4a Hazardous Areas and Gas Dangerous Zone Plan

3.10.1a Layout of Group Alarm Indication