Beruflich Dokumente
Kultur Dokumente
LNG TANKER
DESCRIPTION OF SYSTEMS
2005, D.Kazunin PhD, associated prof., LCHS product manager, Transas Ltd.
Introduction
INTRODUCTION
Purpose
The Liquid Cargo Handling Simulator (Liquid Natural Gas Tanker) is intended
for the training and practising of tanker personnel in the cargo handling and auxiliary
operations control functions in compliance with he requirements of the STCW-95,
MARPOL 73/78 and other international regulations and conventions.
The general description of systems provided in this document is the basis for
familiarizing with the simulator structure and serves for studying the tanker systems
within the framework of standard IMO courses: IMO 2.06 Cargo and Ballast
Handling Simulator and IMO 1.01 Tanker Familiarization, 1.06 Specialized
Training for Liquefied Gas Tankers.
LCHS 4000 LNG simulator models two different types of LNG tankers operating
under the supervision of a single Instructor Console. The first one is a spherical LNG
with Moss type cargo tanks (LNG-s), and the second one is membrane LNG with
No96 type of cargo tanks (LNG-m).
For a prototype, an LNG-s was selected tanker with deadweight 67900 tones, length
overall 290 m, breadth 48 m and depth 27 m. The tanker has been built in
compliance with all the up-to-date requirements. Cargo spaces consist of four selfsupporting independent spherically shaped tanks of B type. Cargo column are
located in the central part of the tank. The cargo is pumped from the bottom by using
submerge electric driven pumps.
For a prototype, an LNG-m was selected tanker with deadweight 62700 tones,
length overall 275 m, breadth 43 m and depth 27 m. The tanker has been built in
compliance with all the up-to-date requirements. Cargo spaces consist of four
non-self-supported membrane tanks Cargo column are located in the afterpeak part
of the tank. The cargo is pumped from the bottom by using submerge electric driven
pumps through pipe lines or by portable pump through emergency column.
Ballast tanks are exclusively for receiving clean ballast.
Tonnage and dimensions:
Deadweight
67.900 t
Length overall
290.0 m
Length b.p.
275.0 m
Breadth moulded
48.1 m
Depth moulded
27.00 m
11.77 m
135.000m3
Water ballast
63.000 m3
Introduction
62.700 t
Length overall
275.0 m
Length b.p.
260.0 m
Breadth moulded
43.4 m
Depth moulded
26.00 m
11.95 m
130.000m3
Water ballast
46.000 m3
Sample of notation
Usage comments
Open Sea
System Description
The essential system equipment is shown in the drawing (see Fig 1, 2).
The system shows information about:
General tank location on bard the ship: ballast and cargo tanks and auxiliary
Engine Room tanks;
Controls
There are no controls on the screen.
Gas pressure for annular space (LNG-s) or primary barrier void space (LNG-m);
Gas and temperature in hold space (LNG-s) or secondary barrier void space
(LNG-m);
In pop-up window there are: tanks general information: capacity, current level,
cargo density, cargo weight, inlet or out flow rate, average temperature, gas
pressure, concentration (mix indicator).
Alarms
There are tow alarms in ballast tanks:
High level;
Low level.
Protection
There is no protection of the system.
Principal Faults
There are no faults of the system.
Ballast System
BALLAST SYSTEM
Purpose
The system is used for ballasting operations on the ship. The main purpose of the
system is to ensure the ship trim and stability in order to maintain its seaworthiness
and admissible stresses on the hull.
System Components
The system consists of:
Centrifugal pumps BP. The pumps have identical characteristics and provide
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charging pressure of ~2,8 bar at a flow of ~2.800 m /h);
Controls
Ballast System
Indicators
Pressure indicators on the suction and charging lines (for each pump);
Alarms
Tanker heel of more than 2 degrees (information is output in the LCS program);
Protection
No protection is provided.
Principal Faults
Faults are set by the instructor. The following types of faults are implemented for the
system components:
Fault in valves (Valve failure to respond: jamming, remote control system failure).
Ballast System
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System Components
The cargo handling system is implemented as a linear structure. The system includes:
For LNG-s there are four tanks C1, C2, C3, C4, each of them has a volume
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of 33750 m . Tanks are independent, self-supporting, spherically shaped
( type). In an emergency, tanks withstand an excessive pressure of P = 2 bar;
Tanks are fitted out with P/V venting valves which maintain the surplus pressure
of 100-200 mbar under normal conditions. In the emergency conditions,
the safety relief valve pressure setting can be changed.
Throttling valves on the charging line of pumps (Cv11, Cv12), (Cv21, Cv22),
(Cv31, Cv32), (Cv41, Cv42);
Cut-off valves CvL1, CvL2 for the communication of cargo lines with auxiliary
pipelines;
Spool-pieces Gls1 and CGvLM for connection liquid and gas lines of Cargo
system;
Controls
System controls are shown on the mnemonic diagram:
Throttling valves on the charging line of pumps (Cv11, Cv12), (Cv21, Cv22),
(Cv31, Cv32), (Cv41, Cv42);
Button for the emergency stop of the gas carrier cargo handling operation;
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Indicators
Animation of the pumps operation (Cp11, Cp12), (Cp21, Cp22), (Cp31, Cp32),
(Cp41, Cp42);
Alarms
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Low current in the electric motor windings (to prevent the shaft bearings
from operating in the conditions of no lubrication);
Protection
Cargo pumps are stopped automatically in the following cases:
Low current in the electric motor windings (to prevent the sliding bearings
from operating in the conditions of no lubrication);
All the pumps can be stopped simultaneously from the cargo post in the area of the
cargo manifold connection.
Principal Faults
Faults are set by the instructor. The following types of faults are implemented for the
system units:
Faults in cut-off and throttling valves (valve failure to respond: jamming, remote
control system failure);
Pressure in the cargo lines is 1.5 times the rated value (message about damage
construction is appear);
Thermal stress which is a result of the inadmissible change rate of the tank wall
temperature. Admissible values are within 0 10 degrees/h interval (message
about damage construction is appear).
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Spray System
SPRAY SYSTEM
Purpose
The system serves for lowering the temperature of medium in tanks (by atomizing
liquid cargo), cargo pipelines (by filling), and pumping out of cargo residue to the
shore and for other auxiliary operations.
System Components
The system includes:
4 cut-off valves Cv1.Cv4 which connect deck cargo lines with the charging line
of pumps Cps1.Cps4;
Throttling valves (Cv14, Cv24, Cv34, Cv44) on the pumps charging line and on
the drop line (Cv15, Cv25, Cv35, Cv45);
For LNG-s: Three loop pipelines which are located in the top half of the tank.
Liquid is fed through valves (Cv6, Cv7, Cv8) into these pipelines and is
then atomized through the nozzles into the tank;
For LNG-m: Two loop pipelines which are located in the top part of the tank.
Liquid is fed through valves (Cv7, Cv8) into these pipelines and is then
atomized through the nozzles into the tank.
As a result, there is a drop of the tank medium temperature. Liquid cargo can be
supplied to the loop pipelines both, from pumps Cps1.Cps4, and from the
main cargo pumps.
Pumps (Cps1,Cps2) and (Cps3,Cps4) can be connected to the main deck small
diameter line via valves CvL12, CvL34. This line communicates with evaporator
Forcing V. via valve CvF, with cargo line via valves CvL3 and CvLp, CvLs.,
and also with the Evaporator via valves CvL3, CvV.
Controls
Main units of the control system are shown on the drawings of the cargo handling system:
Throttling valves (Cv14, Cv24, Cv34, Cv44), (Cv15, Cv25, Cv35, Cv45);
Indicators
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Position of throttling valves (Cv14, Cv24, Cv34, Cv44), (Cv15, Cv25, Cv35, Cv45);
Spray System
Alarms
No alarms are provided.
Protection
No protection is provided.
Principal Faults
Faults are set by the instructor. The following types of faults are implemented for the
system components:
Faults in cut-off and throttling valves CvL, (Cv14, Cv24, Cv34, Cv44),
(Cv15, Cv25, Cv35, Cv45). (Valve failure to respond: jamming, remote control
system failure).
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System Components
The system is implemented as a linear structure. It includes:
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Ship gas line has valves GvL and (Gv1pL, Gv2pL), (Gv1sL Gv2sL) which allow
communication with shore pipeline both, on the portside and starboard;
Venting devices CGmr1CGmr4 which are fitted out with safety release valves
which control pressure in the tanks. In the normal conditions, the surplus
pressure of 250 mbar is maintained (valve popping pressure). The valve
actuation pressure is +250 mbar/-40 mbar);
Heat exchanger HD Heater which is used for increasing the gas temperature in
the range of -106C (Pin=1.96 bar) to +70C (Pout=1.8 bar). Gases at high
temperature are used for the Warming-up operation;
Valves Gv1, Gv3 enable the systems communication with the ship gas main;
Valves Gv5, Gv7 enable the systems communication with the gas manifold
which is connected to the shore lines;
Valves Gv16, Gv11, Gv6 enable the systems communication with the auxiliary
system which supplies cargo vapours for burning in the engine room boiler;
Liquid cargo Evaporator which is used for the change of the cargo aggregate
state as a result of throttling and heat influx. Heating is by the water steam fed
from the Engine Room under a pressure of 8 bar and at a temperature of +175
degrees. The evaporator is used for obtaining cargo vapours during the filling of
cargo tanks with gas, during the discharging, emergency cargo transfer, i.e. in
all the cases when it is impossible to receive gaseous cargo from the shore. The
evaporator is used for the generation of nitrogen vapours where liquid nitrogen
is supplied from the terminal. In the discharging mode without return of cargo
vapours to the shore, the output is 11 000 kg/hour (at Pin =2 bar, Tin=-163C,
Pout=0.3 bar, Tout= -60C). In the tank gassing-up mode, output is 6716
kg/hour (at Pin =2 bar, Tin=-163C, Pout=0.3 bar, Tout= +20C). In an
emergence, the device is used for building up surplus gas pressure of 2 bar in
the tanks (liquid pressure of Pin =5 bar, gas pressure of Pout=2 bar);
Valves vV, vV1, vV2 enable the supply of liquid cargo to the Evaporator;
Spoolpieces Gls2, Gls4 and CGvGM, CGvp0 for connection gas lines
of cargo system;
Controls
System controls are shown on the mnemonic diagram:
Cut-off valves (Gv1, Gv2, Gv5, Gv6, Gv9, Gv10, Gv11,Gv19, Gv21, Gv23,
Gv26, Cv29, CvV);
Throttling valves (Gv3, Gv4, Gv7, Gv8, Gv13, Gv12, Gv15, Gv14, Gv18,
Gv27, Gv28);
Auto/Manual operating mode switch; in the automatic mode, gas temperature at the
heat exchanger outlet is analyzed, and control of the bypassing is exercised);
Valves V1, V3 for the supply of steam into the evaporator and cargo heater;
Spoolpieces Gls2, Gls4 and CGvGM, CGvp0 for connection gas lines
of cargo system;
Indicators
Spoolpieces position;
Alarms
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Protection
Compressors are stopped automatically in the following cases:
Principal Faults
Faults are set by the instructor. The following types of faults are implemented for the
system components:
Faults in valves (valve failure to respond: jamming, remote control system failure).
pressure in the gas lines is more than 1.5 times the rated value;
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System Components
The system includes the following units:
Valves (Gv16, Gv11, Gv6) which enable the systems communication with the
cargo gas lines;
Mist separator;
Heat exchanger LD Heater which used for increasing gas temperature in the
range of -103C (Pin=1.96 bar) to +40C (Pout=1.8 bar);
Valves vF, vF1, vF2 which provide the liquid cargo supply to evaporator
Forcing V.
Controls
System controls are shown on the mnemonic diagram:
Throttling valves (Gv6, Gv16, Gv20, Gv22, Gv17, Gv16, Gv24, Gv25, Gv30,
CvF2, CvF1);
Valves V2 and V4 for the supply of heating steam into the evaporator and cargo
heater;
Automatic valve is controlled via the controller which analyses gas temperature
at the heater outlet.
Indicators
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Alarms
High pressure in the gas line.
Protection
No protection.
Principal Faults
Faults are set by the instructor. The following types of faults are implemented for the
system components:
Faults in valves (valve failure to respond: jamming, remote control system failure).
pressure in the gas lines is more than 1.5 times the rated value.
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System Components
The system includes the following units:
Gear type pumps Ipf1 and Ipf2. The fuel pressure is controlled by recycle valve Iv7.
Pumps taken out of operation are cut off with valves Iv19, Iv21 and Iv20, Iv22;
Burner/scrubber;
Air blowers Ib1, Ib2. Air is sucked in from the atmosphere and is fed to the
furnace through cut-off valves Iv18, Iv17. Each air blower has an output of
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11000 m /h at a pressure of P=350 mbar (3500 mmWC);
Centrifugal pumps Ips1, Ips2 supply water through throttling valve Iv5 to the
burner/scrubber cooling system, and for the spraying used for the cooling of hot
furnace gases. Pumps taken out of operation are cut off with valves Iv14, Iv12
and Iv15, Iv13;
One automatic refrigerator module Iref which cools down the inert gas.
The cooling is performed for the primary lowering of the inert gases dew point
(to ~+5C). For the cooling agent, freon R22 is used. The running time is about
7 12 minutes;
Idemister;
Drying module which consists if two units: Idryer1, Idryer2 containing 4800 kg of
alumina each. For the alumina regeneration, the module includes air blower Ib3
and heater Ih1. The air blower provides an output of 4400 m3/h at 20 mbar
(200 mmWC). The air is supplied from the atmosphere through valve Iv40.
Heater Ih1 ensures the rise of air temperature up to +150 . A complete
regeneration process takes about 8 hours. (Partial adsorbent regeneration which
occurs after 4 hours of processing is permissible). To cool down aluminium
oxide to the operating temperature range (+3 +5), gases to air blower Ib3
are supplied through valve Iv41;
Non-return valve Iv1 which protects the plant from the gas backflow. Gad is fed
to the cargo gas or liquid line via valve Iv1;
Automatic valves Iv3 and Iv2 which are controlled at a signal from Ig1 (analyzer
of oxygen content and dew point, temperature and pressure sensors);
Cut-off valve Iv26 which maintains permanent water level in the burner/scrubber;
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Unit for the automatic control (uto/anual) of inert gas supply to the deck line
through valve Iv2 or gas discharge into the atmosphere via valve Iv3:
in uto mode, the unit receives information and automatically controls
throttling valves Iv2 and Iv3;
in anual mode, control of throttling valves Iv2 and Iv3 is exercised
arbitrarily.
Controls
Burning control:
selection of the burner start mode;
operating mode selection: manual/automatic; the automatic start performs the
~ 15 min long plant running program;
control of the burner/scrubber capacity is exercised by manipulating the valves:
Iv7 valve for the control of fuel supply in the burner/scrubber;
Iv4 valve for the control of gas flow through the burner/ scrubber.
emergency stop.
Monitored Parameters
Generated gas flow in the burner/scrubber (BURNING CONTROL panel):
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Oxygen temperature and cubic contents in gas at the outlet from burner/
scrubber Ig3;
Gas temperature and pressure at the outlet from regeneration plant Ig8;
Temperature, pressure, cubic content of oxygen and dew point of the gas at the
plant outlet.
Alarms
Protection
In case of high temperature Ig3 of gases at the outlet from the burner/scrubber,
fuel pumps Ipf1, Ipf2 are stopped;
In case of high water level Ig4 in the burner/scrubber, fuel pumps Ipf1, Ipf2 are
stopped;
In case of high oxygen (2) and humidity content, gas pressure Ig1, valve Iv2 is
closed and valve Iv3 opens up;
In case of low pressure (BURNING CONTROL) of fuel and cooling water Ig5,
fuel pumps Ipf1, Ipf2 are stopped;
The heater is turned off in case of high temperature in the drying module;
The heater is turned off if air blower Ib3 does not operate for 5 minutes.
faulty valves.
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inert gas (2) is fed into the tanks where the temperature is below minus 45,
as this causes crystallization of carbon dioxide in these tanks;
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System Components
The nitrogen generation system includes:
Two screw air compressors cooled with water. Each compressor has a
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discharge of 285 Nm /h of gas at P=10 bar. At the compressors outlet, the air
passes through the special filter and air refrigerator cooled with water. This
results in the primary separation of moisture and oil vapours. The temperature of
air at the outlet should not be more than 45;
Two electric heater. In the heater, the air is heated to 50, where after is it fed
to the diffusive generators;
Two diffusive type generators. The heated air is supplied to the generator where
oxygen and moisture are separated. The separated components are discharged
to the atmosphere, and the nitrogen is fed to the gas analyzers. Each generator
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has an output of 60 Nm /h of gas which contains 97 per cent of nitrogen and has
a dew point of 70C. The simulator uses the diaphragm type generator where
nitrogen is passed through the diaphragm. Oxygen stays before the diaphragm
and is discharged into the atmosphere;
Throttling valves (Iv78, Iv77) (Iv76, Iv75) which determine oxygen/nitrogen ratio at
the plant outlet. These valves maintain the compressor pressure at about 9.5 bar;
Four control valves (Iv82, Iv81) (Iv80, Iv79) which maintain the nitrogen
concentration of more than 97 per cent in the mixture. Otherwise gas is
discharged into the atmosphere through Iv83;
System of pipelines;
With two compressors and two generators operating, the output of 120 Nm /h is
provided.
Controls
The nitrogen generator consists of two single type modules controlled separately.
The main module controls are:
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Throttling valves which keep the nitrogen medium parameters under control:
when within the standard range, gases are directed to the buffer tank; if they are
out of the standard range, discharge into the atmosphere is opened;
Monitored Parameters
Pressure, temperature, flow, dew point and oxygen content at the system outlet;
Alarms
High moisture content at the nitrogen generator outlet (dew point of > -70
degrees at the atmospheric pressure);
High oxygen content at the nitrogen generator outlet: > 4 per cent;
Protection
Emergency safety relief valve on the buffer tank opens up at a pressure of more
than 10 bars.
Principal Faults
Faults are set by the instructor. The following main types of faults have been
implemented for the system units:
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Faults in valves (valve failure to respond: jamming, remote control system failure);
Faulty generator.
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System Components
The LNG-s system consists of:
Inert gas feeding line whereto the gas is supplied from the IG generator located
in the ship superstructure;
Throttling valves Hv1Hv4 which enable the supply of inert gas into hold
spaces H1.H4 respectively;
Tanks orifice stations are equipped by flowmeter and Av2, Av3 valves;
Nitrogen feeding line where to the gas is supplied from the nitrogen generator
which is located in the ship superstructure;
Throttling bypass valves Av1Av4 which enable the supply of nitrogen to the
automatic supply units;
Nitrogen automatic supply units At 15, 25, 35, 45 on tanks which enable the
supply of nitrogen to the annular space or bypass it in hold space;
Pipeline system.
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Four primary barrier void space At1.At4 which surround cargo tanks;
Four secondary barrier void space H1.H4 which surround cargo tanks;
Cofferdams are equipped by heating coils with inlet Hivt1Hivt4 and outlet
Hiv11Hivt44 valves. Heat agent is supplying to the coils from Engine room
through Hiv1 and returns back through Hiv2 valve. Hiv3 is used as bypass valve;
Nitrogen gas feeding line where the gas is supplied from the generator located
in the ship superstructure;
Nitrogen gas feeding line where gas is from Manifold (shore) through AAvM valve;
Supply pressure control station which include AA1, AA2, AA3 pressure auto
controllers;
Throttling valves Hv1Hv4 which enable the supply of nitrogen into secondary
barrier void space H1.H4 respectively;
P/v valves Hv1Hv4, which maintain nitrogen pressure in the secondary barrier
void space. The discharge of nitrogen is from the space to atmosphere;
Throttling bypass valves Av1Av4 which enable the supply of nitrogen to the
primary barrier void space At1.At4 respectively;
Throttling valves AvAt1 AvAt4 and p/v valves AAt1Aat4, which maintain
nitrogen pressure in the primary barrier void space. The discharge of nitrogen is
from the space to nitrogen vent riser;
Deck pressure control station which include AA4, AA5, AA6 pressure auto controllers;
Vacuum compressors Icom1, Icom2, which is connected with nitrogen vent riser;
Pipeline system.
Controls
Monitored Parameters
Valve positions.
Alarms
High large pressure drop between the tank and hold space;
High-High large pressure drop between the tank and hold space.
Protection
The safety release valve is opened automatically if the pressure or vacuum limit is
exceeded in the space.
Destroy of AAvM in case of liquid flow.
Principal Fault
Faults are set by the instructor. Some faults in valves have been implemented
for the system units.
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pressure in the gas lines is more than 1.5 times the rated value;
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