CARGO OPERATING MANUAL

CORCOVADO LNG (H2297)

1st Draft / 2013.09.30
 CORCOVADO LNG
Issue and Update Control ............................................................................. 4
Symbols and Colour Scheme ........................................................................ 6
Abbreviations / Definitions ........................................................................... 7
Part 1 : Design Concept of the Vessel
1.1 Principal Particulars .................................................................... 1 - 1
1.1.1 Principal Particulars of the Ship ...................................... 1 - 1
1.1.2 Principal Particulars of Cargo Machinery ....................... 1 - 3
1.1.3 General Arrangement ...................................................... 1 - 4
1.1.4 Tank Location Plan .......................................................... 1 - 5
1.1.5 Tanks and Capacity Plan ................................................. 1 - 6
1.2 Classification, Rules and Regulations ........................................ 1 - 8
1.3 Design Concept of the Cargo System ....................................... 1 - 12
1.3.1 Cargo Containment System Principle............................ 1 - 12
1.3.2 Membrane Cargo Containment ..................................... 1 - 15
1.3.3 Deterioration or Failure ................................................. 1 - 28
1.4 Hazardous Areas and Gas Dangerous Zone .............................. 1 - 30
Illustrations
1.3.1a Cargo Tank Lining Reinforcement ........................................1 - 11
1.3.1b Cargo Tank General ............................................................. 1 - 13
1.3.2a Construction of Containment System– Securing of Insulation
Boxes .............................................................................................. 1 - 16
1.3.2b Construction of Containment System – Flat Area ............... 1 - 17
1.3.2c Arrangement of Transverse Corner (at Tank Bottom with
Draining)......................................................................................... 1 - 18
1.3.2d Arrangement of Transverse Corner (at Tank Bottom without
Draining)......................................................................................... 1 - 18
1.3.2e Arrangement of Transverse Corner (at Tank Top except Fore of
Tank 1) ............................................................................................ 1 - 19
1.3.2f Arrangement of Transverse Corner (at fore of Tank 1 Top) . 1 - 19
1.3.2g Arrangement of Transverse Corner (at Lower Slopes) ........ 1 - 20
1.3.2h Arrangement of Transverse Corner (at Lower Part of
Longitudinal Bulkhead) .................................................................. 1 - 20
1.3.2i Arrangement of Transverse Corner (at Upper Part of
Longitudinal Bulkhead) .................................................................. 1 - 21
1.3.2j Arrangement of Transverse Corner (at Upper Slope) ........... 1 - 21
1.3.2k Arrangement of Transverse Corner ß > 90° (at Low Part of
Upper Slope) ................................................................................... 1 - 22
1.3.2l Arrangement of Transverse Corner ß > 90° (at Upper Part of
Upper Slope) ................................................................................... 1 - 22
1.3.2m Arrangement of Transverse Corner ß > 90° (at Low Slope) 1 - 23
1.3.2n Arrangement of Transverse Corner ß > 90° (at Lower Part of
Longitudinal Bulkhead) .................................................................. 1 - 23
1.3.2o Arrangement of Transverse Corner ß > 90° (at Upper Part of
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
Longitudinal Bulkhead) .................................................................. 1 - 24
1.3.2p Arrangement of Transverse Corner ß < 90° (at Upper & Lower
Slope) .............................................................................................. 1 - 25
1.3.2q Arrangement of Transverse Corner ß < 90° (at Lower & Upper
Part of Longitudinal Bulkhead)....................................................... 1 - 26
1.3.3a Temperature and Hull Steel Grades ...................................... 1 - 27
1.4a Hazardous Areas and Gas Dangerous Zone Plan .................... 1 - 29
1.4b Hazardous Areas and Gas Dangerous Zone Plan .................... 1 - 30
Part 2 : Properties of Gases
2.1 Characteristics of LNG ............................................................... 2 - 2
2.1.1 Physical Properties and Composition of LNG ................. 2 - 2
2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures.....
.................................................................................................. 2 - 5
2.1.3 Supplementary Characteristics of LNG ........................... 2 - 6
2.1.4 Avoidance of Cold Shock to Metal .................................. 2 - 9
2.2 Properties of Nitrogen and Inert Gas ........................................ 2 - 10
2.3 Hazards, Safety and First Aid ................................................... 2 - 10
2.3.1 Rollover of Cargo .......................................................... 2 - 10
2.3.2 Potential Hazards of LNG to Human Beings................. 2 - 11
2.3.3 Protective Clothing and Equipment ............................... 2 - 11
2.3.4 Cryogenic / Freeze Burns .............................................. 2 - 11
2.3.5 Treatment of Cryogenic Burns....................................... 2 - 11
2.3.6 LNG Asphyxiation ......................................................... 2 - 12
2.3.7 Cardiopulmonary Resuscitation..................................... 2 - 12
2.3.8 Treatment for Shock ...................................................... 2 - 13
Illustrations
2.1.1a Density Ratio Methane/Ambient Air versus Temperature ..... 2 - 1
2.1.1b Boiling Point of Methane in Relation to Pressure.................. 2 - 3
2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures ... 2 - 5
2.1.3a Temperature and Steel Grades ................................................ 2 - 7
2.1.4a Structural Steel Ductile to Brittle Transition Curve ............... 2 - 9
2.3.7a CAB of Resuscitation........................................................... 2 - 14
Part 3: Integrated Automation System (IAS)
3.1 General Principles of the IAS ..................................................... 3 - 3
3.1.1 General ............................................................................ 3 - 3
3.1.2 IAS System Lay-Out........................................................ 3 - 3
3.1.3 Alarm Control and Monitoring System ........................... 3 - 5
3.2 Extension Alarm System ............................................................. 3 - 9
Illustrations
3.1.1a IAS Overview......................................................................... 3 - 1
3.1.3a Navigation Panel Lay-out....................................................... 3 - 7
1 Index
3.2a Extension Alarm System (1/2) .................................................. 3 - 9
3.2b Extension Alarm System (2/2) ................................................. 3 - 9
3.2c Transfer to Bridge Watch Mode.............................................. 3 - 10
3.2d Personnel Alarm System .........................................................3 - 11
Part 4 : Cargo System
4.1 Cargo Piping System ................................................................... 4 - 2
4.1.1 Cargo Piping Systems ...................................................... 4 - 2
4.2 Cargo Tank Pressure Control System .......................................... 4 - 4
4.2.1 Gas Management System ................................................. 4 - 4
4.2.2 Cargo Tank Pressure Control ........................................... 4 - 4
4.2.3 Operation Modes .............................................................. 4 - 6
4.2.4 GCU Control .................................................................... 4 - 8
4.2.5 Forcing Vaporiser Control ............................................... 4 - 9
4.2.6 Cargo Tank Vent Control ................................................. 4 - 9
4.3 Cargo Pumps ............................................................................. 4 - 12
4.3.1 Main Cargo Pumps ........................................................ 4 - 12
4.3.2 Stripping/Spray Pumps .................................................. 4 - 22
4.3.3 Fuel Gas Pump ............................................................... 4 - 30
4.3.4 Emergency Cargo Pump ................................................ 4 - 38
4.4. Compressor .............................................................................. 4 - 44
4.4.1 HD Compressors ............................................................ 4 - 44
4.4.2. LD Compressors ........................................................... 4 - 51
4.5 HD Heater ................................................................................. 4 - 60
4.6 LNG Vaporiser .......................................................................... 4 - 64
4.7 Forcing Vaporiser ...................................................................... 4 - 68
4.8 In-Line Mixer and Mist Separator ............................................. 4 - 72
4.9 Vacuum Pumps .......................................................................... 4 - 76
4.10 Custody Transfer System ........................................................ 4 - 80
4.10.1 Custody Transfer System ............................................. 4 - 80
4.10.2 Float Level Gauge ........................................................ 4 - 92
4.10.3 Trim/List Indicator ....................................................... 4 - 98
4.10 Nitrogen Production System ................................................. 4 - 102
4.11 Inert Gas and Dry Air System ............................................... 4 - 108
4.12 Gas Detection System ........................................................... 4 - 118
4.13 Cargo and Ballast Valve Control ........................................... 4 - 126
4.13.1 Cargo Valve Control System ..................................... 4 - 126
4.13.2 Ballast Valve Remote Control System ....................... 4 - 130
4.15 Emergency Shutdown System ............................................... 4 - 134
4.15.1 Main Components and System Interface ................... 4 - 134
4.15.2 Operator Interface ...................................................... 4 - 136
4.15.3 Failure Handling ........................................................ 4 - 138
4.16 Ship Shore Communication System ...................................... 4 - 140
4.16.1 Ship Shore Link ......................................................... 4 - 140
4.15.2 Mooring Load Monitoring System............................. 4 - 146
 CORCOVADO LNG
4.17 Relief Systems ....................................................................... 4 - 149
4.17.1 Cargo Tank Relief Valves .......................................... 4 - 149
4.17.2 Insulation Space Relief Valves................................... 4 - 150
4.17.3 Cargo Tank and Insulation Space Relief Valves Operating
Principle ................................................................................ 4 - 151
4.17.4 Pipe Relief Valves ...................................................... 4 - 153
Illustrations
4.1a Cargo Piping System .................................................................4 - 1
4.2.2a Pressure Table for Vapour Header Pressure ............................4 - 4
4.3.1a Main Cargo Pump ................................................................. 4 - 11
4.3.1b Characteristic Curve of Cargo Pumps .................................. 4 - 13
4.3.2a Stripping/Spray Pump ........................................................... 4 - 21
4.3.2b Characteristic Curve of Stripping/Spray Pumps ................... 4 - 23
4.3.3a Fuel Gas Pump ...................................................................... 4 - 29
4.3.3b Characteristic Curve of Fuel Gas Pumps .............................. 4 - 31
4.3.3c Fuel Gas Pump Load and Pressure Control .......................... 4 - 33
4.3.4a Emergency Cargo Pump ....................................................... 4 - 37
4.3.4b Characteristic Curve of Emergency Cargo Pump ................. 4 - 39
4.4.1a HD Compressor .................................................................... 4 - 43
4.4.1b HD Compressor Performance Curve .................................... 4 - 45
4.4.2a LD Compressor - Four Stage (1/2) ....................................... 4 - 49
4.4.2b LD Compressor - Four Stage (2/2) ....................................... 4 - 50
4.4.2c LD Compressor Performance Curve ..................................... 4 - 52
4.5a HD Heater ................................................................................ 4 - 59
4.6a LNG Vaporiser ......................................................................... 4 - 63
4.7a Forcing Vaporiser ..................................................................... 4 - 67
4.8a Mist Separator .......................................................................... 4 - 71
4.9a Vacuum Pumps ........................................................................ 4 - 75
4.9b Notice for Drain ....................................................................... 4 - 78
4.10.1a Custody Transfer System .................................................... 4 - 79
4.10.1b Cargo Tank Level & Temperature ...................................... 4 - 81
4.10.1d CTS Flow Diagrams ........................................................... 4 - 89
4.10.2a Float Level Gauge System .................................................. 4 - 91
4.10.2b Float Level Gauge .............................................................. 4 - 95
4.10.3a Trim/List Indicator System (1/2) ........................................ 4 - 97
4.10.3b Trim/List Indicator System (2/2) ........................................ 4 - 99
4.10a Nitrogen Generator .............................................................. 4 - 101
4.11a Inert Gas and Dry Air System (1/2) ..................................... 4 - 107
4.11b Inert Gas and Dry Air System (2/2) ..................................... 4 - 109
4.11c Oxygen Analyser.................................................................. 4 - 112
4.12a Cargo Area Gas Detection System ....................................... 4 - 117
4.12b Gas Detection System (1/2) ................................................. 4 - 119
4.12c Gas Detection System (2/2) ................................................. 4 - 121
4.12d E/R Gas Detection System .................................................. 4 - 123
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
4.13.1a Cargo Valve Hydraulic Lines ........................................... 4 - 125
4.13.2a Ballast Valve Hydraulic Lines .......................................... 4 - 129
4.15a Emergency Shutdown System............................................. 4 - 133
4.16.1a Ship-Shore Link ............................................................... 4 - 139
4.17.1a Cargo Tank Relief Valves ................................................. 4 - 149
4.17.2a Insulation Space Relief Valves ......................................... 4 - 150
4.17.4a Cargo Pipe Relief Valve (REC131-S1(E)) ....................... 4 - 153
4.17.4b Cargo Pipe Relief Valve (REC131-S1(N))....................... 4 - 153
Part 5 : Cargo Auxiliary and Ballast System
5.1 Temperature Monitoring System ................................................ 5 - 5
5.2 Insulation Space Nitrogen Control System ................................. 5 - 8
5.3 Cofferdam Glycol Heating System ........................................... 5 - 12
5.3.1 Glycol Water Heater ...................................................... 5 - 12
5.3.2 Cofferdam Glycol Heating System ................................ 5 - 16
5.4 Auxiliary FW Cooling System .................................................. 5 - 20
5.5 Ballast and Ballast Water Treatment System ............................ 5 - 25
5.5.1 Ballast System ............................................................... 5 - 25
5.5.2 Ballast Water Treatment System .................................... 5 - 32
5.6 Loading Computer .................................................................... 5 - 43
5.6.1 Introduction and Definitions .......................................... 5 - 43
5.6.2 System Options .............................................................. 5 - 43
5.6.3 System Start-Up ............................................................. 5 - 45
5.6.4 Explanation of the Each Screen ..................................... 5 - 45
5.6.5 Troubleshooting ............................................................. 5 - 62
5.7 Steam Condensate System ........................................................ 5 - 65
5.8 Bilge and Scupper System ........................................................ 5 - 68
5.9 Instrument Air System .............................................................. 5 - 71
5.10 Air System for Ship/Shore Pneumatic ESD ............................ 5 - 73
Illustrations
5.1a Temperature Sensors on Secondary Space ................................ 5 - 1
5.1b Temperature Sensors on the Double Hull ................................. 5 - 3
5.2a Insulation Space Nitrogen Control System ............................... 5 - 7
5.2b Nitrogen Insulation Supply Valves ........................................... 5 - 9
5.2c Nitrogen Insulation Exhaust Valves .......................................... 5 - 9
5.3.1a Glycol Water Heater ............................................................. 5 - 11
5.3.2a Cofferdam Glycol Heating System ...................................... 5 - 15
5.3.2b Dynamic Auto Balancing Valve ........................................... 5 - 16
5.4a Auxiliary Fresh Water Cooling System ................................... 5 - 19
5.5.1a Ballast System (1/2) ............................................................. 5 - 23
5.5.1b Ballast System (2/2) ............................................................. 5 - 24
5.5.1c Start Ballast/Deballast Sequence .......................................... 5 - 27
5.5.1d Stop Ballast / Deballast Stop Sequence ............................... 5 - 28
5.5.2a Ballast Water Treatment System .......................................... 5 - 31
2 Index
5.7a Steam Condensate System (1/3) .............................................. 5 - 65
5.7b Steam Condensate System (2/3) .............................................. 5 - 66
5.7c Steam Condensate System (3/3) .............................................. 5 - 67
5.8a Bilge and Scupper System (1/2) .............................................. 5 - 68
5.8b Bilge and Scupper System (2/2) .............................................. 5 - 69
5.8c Drainage and N2 Filling for Secondary Barrier ...................... 5 - 70
5.9a Instrument Air System (1/2) .................................................... 5 - 71
5.9b Instrument Air System (2/2) .................................................... 5 - 72
5.10a Air System for Ship/Shore Pneumatic ESD .......................... 5 - 73
Part 6 : Cargo Operations
6.1 Post Dry Dock Operation ............................................................ 6 - 2
6.1.1 Insulation Space Inerting ................................................. 6 - 2
6.1.2 Drying Cargo Tanks with Bottom Filling after Dry Dock ......
.................................................................................................. 6 - 6
6.1.3 Drying Cargo Tanks with Top Filling after Dry Dock..... 6 - 8
6.1.4 Inerting Cargo Tanks after Dry Dock ............................ 6 - 10
6.1.5 Drying and Inerting Cargo Tanks Using Liquid Nitrogen ......
................................................................................................ 6 - 12
6.1.6 Gassing-up Cargo Tanks ................................................ 6 - 14
6.1.7 Initial Cooling Down Cargo Tanks ................................ 6 - 20
6.2 Ballast Voyage ........................................................................... 6 - 24
6.2.1 Cooling Down Tanks Prior to Arrival ............................ 6 - 26
6.3 Loading ..................................................................................... 6 - 30
6.3.1 Cargo Lines Cooldown .................................................. 6 - 34
6.3.2 Loading with Vapour Return to Shore ........................... 6 - 36
6.4 Loaded Voyage with Fuel Gas Burning ..................................... 6 - 40
6.4.1 Normal Fuel Gas Burning .............................................. 6 - 40
6.4.2 Fuel Gas Burning with Forcing Vaporiser ..................... 6 - 42
6.5 Discharging ............................................................................... 6 - 44
6.5.1 Preparations for Discharging ......................................... 6 - 44
6.5.2 Liquid Lines & Arms Cooldown before Discharging .... 6 - 46
6.5.3 Discharging with Gas Return from Shore ...................... 6 - 50
6.5.4 Discharging without Gas Return from Shore ................. 6 - 52
6.6 Pre Dry Dock Operations .......................................................... 6 - 56
6.6.1 Stripping and Line Draining .......................................... 6 - 56
6.6.2 Tanks Warm Up ............................................................. 6 - 58
6.6.3 Inerting ........................................................................... 6 - 62
6.6.4 Aeration ......................................................................... 6 - 66
Illustrations
6.1.1a Insulation Space Inerting (First Step) ..................................... 6 - 1
6.1.1b Insulation Space Inerting (Second Step) ................................ 6 - 3
6.1.2a Drying Cargo Tanks with Bottom Filling after Dry Dock ...... 6 - 5
6.1.3a Drying Cargo Tanks with Top Filling after Dry Dock ............ 6 - 7
 CORCOVADO LNG
6.1.4a Inerting Cargo Tanks after Dry Dock ......................................6 - 9
6.1.5a Drying and Inerting Cargo Tanks Using Liquid Nitrogen..... 6 - 11
6.1.6a Gassing-Up Cargo Tanks (First Step) ................................... 6 - 13
6.1.6b Gassing-Up Cargo Tanks (Second Step) ............................... 6 - 15
6.1.6c Gassing-up with GCU Burning ............................................. 6 - 17
6.1.7a Initial Cooling Down Cargo Tanks ....................................... 6 - 19
6.2.1a Cooling Down Tanks Prior to Arrival on Ballast Voyage ..... 6 - 25
6.3.1a Preparations for Loading....................................................... 6 - 29
6.3.1a Cargo Lines Cooldown ......................................................... 6 - 33
6.3.2a Loading with Vapour Return to Shore .................................. 6 - 35
6.4.1a Normal Fuel Gas Burning ..................................................... 6 - 39
6.4.2a Fuel Gas Burning with Forcing Vaporiser ............................ 6 - 41
6.5.1a Preparations for Discharging ................................................ 6 - 43
6.5.2a Liquid Lines Cooldown before Discharging ......................... 6 - 45
6.5.3a Discharging with Gas Return from Shore ............................. 6 - 49
6.5.4a Discharging without Gas Return from Shore ........................ 6 - 51
6.6.1a Stripping and Line Draining ................................................. 6 - 55
6.6.2a Tanks Warm Up with Venting ............................................... 6 - 57
6.6.2b Tanks Warm Up with GCU Burning ..................................... 6 - 59
6.6.3a Inerting .................................................................................. 6 - 61
6.6.3b Inerting with GCU Burning .................................................. 6 - 63
6.6.4a Aeration – Top Filling ........................................................... 6 - 65
6.6.4b Aeration – Bottom Filling ..................................................... 6 - 67
Part 7 : Emergency Procedures
7.1 Vapour Leakage ...........................................................................7 - 2
7.2 Liquid Leakage ............................................................................7 - 2
7.3 Water Leakage to Barrier Space ................................................ 7 - 12
7.4 Unscheduled Departure of Vessel from Terminal Jetty in Case of
Emergency ....................................................................................... 7 - 12
7.5 Emergency Cargo Pump Installation ......................................... 7 - 14
7.6 One Tank Operation .................................................................. 7 - 18
7.6.1 Warm Up (No.3 Cargo Tank) ......................................... 7 - 18
7.6.2 Inerting (No.3 Cargo Tank) ............................................ 7 - 20
7.6.3 Aeration (No.3 Cargo Tank) ........................................... 7 - 22
7.6.4 Drying and Inerting (No.3 Cargo Tank) ......................... 7 - 24
7.6.5 Gassing-Up (No.3 Cargo Tank) ...................................... 7 - 28
7.6.6 Cooldown (No.3 Cargo Tank) ........................................ 7 - 30
7.7 Ship to Ship Transfer ................................................................. 7 - 31
7.8 Jettisoning of Cargo ................................................................... 7 - 33
Illustrations
7.1a Insulation Space Nitrogen Control System ................................7 - 1
7.2a Messenger System General Arrangement ..................................7 - 5
7.2b Messenger System Engaged Position (Elevation) .....................7 - 6
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
7.2c Messenger System Engaged Position (A-A) ............................. 7 - 6
7.2d Messenger ................................................................................. 7 - 7
7.2e Messenger Casing and Lower Part ............................................ 7 - 9
7.3a Water Drain From Insulation Space ........................................ 7 - 11
7.5a Emergency Pump Lifting Davit Installation ........................... 7 - 13
7.6.1a Warm Up (No.3 Tank) ......................................................... 7 - 17
7.6.2a Inerting (No.3 Cargo Tank) .................................................. 7 - 19
7.6.3a Aeration (No.3 Cargo Tank) ................................................ 7 - 21
7.6.4a Drying (No.3 Cargo Tank) ................................................... 7 - 23
7.6.4b Inerting before Gassing Up (No.3 Cargo Tank)................... 7 - 25
7.6.5a Gassing-Up (No.3 Cargo Tank) ........................................... 7 - 27
7.6.6a Cooldown (No.3 Cargo Tank) .............................................. 7 - 29
7.8a Jettisoning of Cargo ................................................................ 7 - 33
Part 8: Fire Fighting System
8.1 Fire and Deck Wash System ........................................................ 8 - 2
8.2 Water Spray System .................................................................... 8 - 8
8.3 Dry Powder System ................................................................... 8 - 12
8.4 CO2 System ............................................................................... 8 - 16
8.5 Detection and Alarm System ..................................................... 8 - 21
8.5.1 Fire Detection System.................................................... 8 - 21
8.5.2 Fire Alarm System ......................................................... 8 - 28
Illustrations
8.1a Fire and Deck Wash System (1/3) ............................................. 8 - 1
8.1b Fire and Deck Wash System (2/3) ............................................. 8 - 3
8.1c Fire Main System (3/3) .............................................................. 8 - 4
8.1b Fire and Deck Wash System (2/3) ............................................. 8 - 5
8.2a Water Spray System................................................................... 8 - 7
8.2b Water Spray Nozzle ................................................................... 8 - 9
8.3a Dry Powder System Hose Station............................................ 8 - 11
8.3b Dry Powder Schematic Arrangement ...................................... 8 - 13
8.4a CO2 System (1/2) ..................................................................... 8 - 15
8.4a CO2 System (2/2) ..................................................................... 8 - 17
8.4b CO2 System for Cargo Area .................................................... 8 - 19
8.5.2a Fire Detection and Alarm System – Control Panel M 4.3 .... 8 - 27
8.5.2b Fire Detection and Alarm System – Repeater Panel M 4.3 .. 8 - 29
8.5.2c Fire Detection and Alarm System – Fire Flashing ................ 8 - 30
8.5.2d Fire Detection and Alarm System – Fault Flashing .............. 8 - 31
3 Index
 CORCOVADO LNG Cargo Operating Manual
Issue and Update Control

This manual was produced by:

Item Issue 1 Issue 2 Issue 3
PENTATECH CO., LTD.

For any new issue or update contact:

1-103, Cheonghak-Dong, Yeongdo-Gu, Busan, Korea

E-Mail: company@pentatech.co.kr

1. Modification/Correction Records

Item Issue 1 Issue 2 Issue 3

IMO No. 9636711 / 1st Draft (2013.09.30) 4 Issue and Update Control
 CORCOVADO LNG
2. General
Even though there are a number of Vendor’s and Manufacturer’s
manuals, as well as the Shipbuilder’s plans furnished with this vessel, no
one compilation or document is able to provide complete instruction on
all of the operating systems on board.
The purpose of this operating manual is to provide information where
needed, and to help serve the Vessel’s Officers and Crew with further
supplemental material which may not already be accessible to them. It is
intended that this manual will be used together with the other manuals
and plans currently on the vessel, and will in no way substitute for,
supplant or supersede them.
Each of the Vendor’s and Manufacturer’s manuals is themselves,
valuable sources of detailed information on the machinery and systems
on board. Additionally, they provide crucially important safety
procedures and steps to be followed in the event of accidents or
emergencies.
Anywhere that the information within this manual is found to be
incorrect or inadequate, the details should be sent to the Hull Piping
Design Team of DSME so that revisions may be made to manuals of
other ships of the same class.
3. Safe Operation
Quite often, through experience, the safest and best operating practices
are learned while doing. All on board are responsible for mastering their
positions and responsibilities, and for maintaining the safety and care of
the vessel. General safety precautions are most often a matter of common
sense, conscientiousness, and good seamanship. The manuals that are
available onboard also offer detailed and practical instructions in these
areas.
It is always possible however, that even experienced operators may from
time to time disregard safety precautions by becoming over familiar with,
or indifferent to equipment and procedures. Therefore, the strict
following of and adherence to basic safety and operating rules must be
maintained at all times:
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
 Never ignore any questionable or unusual occurrences, no
matter how incidental. Minor warnings often appear before a
major failure occurs.
 Never continue to operate any machinery or equipment which
seems to be potentially dangerous or unsafe, and always report
on any such situation immediately.
 Make a point of testing all safety equipment and devices
regularly.
 Never underestimate the fire hazard of petroleum products,
whether fuel oil or cargo vapor.
 Never remotely start any machinery from a control room
without having first checked visually to ensure that the machine
is able to operate properly.
The equipment and machinery on board are generally designed and
equipped with safety mechanisms which in the event of a failure
occurring (whether by fault of the operator or the equipment involved),
cause the machinery affected to cease operating. This helps to limit as
much as is possible, danger to personnel or damage to the equipment and
or the machinery. However, the operation of any machinery is inherently
dangerous and is greatly increased if these safety mechanisms are
disregarded or ignored.
4. Illustrations
The illustrations are referenced to in the text of the manual, and are
located either within the text where they are appropriately small enough,
or above the text so that when the manual is laid face up, both the text
and illustrations are accessible and easily legible. If the text relating to an
illustration covers several pages, the illustrations are duplicated again
above each page.
Color is used to denote where flows are detailed in an illustration, and a
key of all colors and line styles employed in the illustration is provided
with the illustration.
The color scheme is used to give additional details of the color coding
used in the illustrations.
Keys to the symbols used in the manual are located on the following
pages, and the symbols given in the manual closely follow the
international standards and norms for signs and symbols.
5 Issue and Update Control
5. Descriptions
The basic concept of this manual is the presentation of operating
procedures in the form of a general sequential flow. This is in order to
present a comprehensive and detailed step-by-step procedure for the
proper performance of the operations on board the vessel.
The overview of the manual layout is to first introduce sections
describing the systems and equipment fitted, along with their method of
operation in relation to a schematic diagram where relevant. Detailed
operating procedures for the system or equipment involved then follow
where required. Additional coverage is given to basic procedures for
machinery operations such as; from preparing a plant for operation from
dead ship conditions; to shutting down a plant in readiness for dry dock.
All of the operations consist of detailed introductory sections which
describe the methods and objectives of performing the operation, in
relation to the relevant flow sheet showing pipelines in use and directions
of flow within the pipelines.
The details of valves and their settings which are used during the
different operations are provided in the text for reference where
applicable.
6. Notices
Notices are given throughout the manual as a means to draw the reader’s
attention to points regarding safe operations, procedures and systems,
and where highlighting of supplemental points of information are
considered beneficial.
The following notices and their meanings are used in this manual:
WARNING
Warnings are used to focus attention on operations where danger or
hazardous conditions exist and where danger to life or limb may be
present.
CAUTION
Cautions are used to focus attention on operations where the potential for
damage to equipment may exist.
NOTE
Notes are used to supply supplementary information or to focus attention
on points of interest.
 CORCOVADO LNG Cargo Operating Manual
Symbols and Colour Scheme

STANDARD SYMBOL STANDARD SYMBOL

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

SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION

SYMBOL COLOUR
B'FLY LUG TYPE QUICK CLOSING WIRE (STR/ANG) SEPARATOR FM FLOW METER

H OPEN CLOSE
B'FLY WAFER TYPE SPECTACLE FLANGE
REM. HYD. B'FLY LUG
(NORMAL OPENED/CLOSED)
HORN CARGO LINE
H
B'FLY FLANGE TYPE REM. HYD. B'FLY WAFER ORIFICE PLATE EJECTOR

VAPOUR LINE
BALL FULL BORE SOLID REM. HYD. B'FLY FLANGE SPOOL PIECE AUTO FILTER

BALL 3-WAY (T - TYPE/L - TYPE) AIR VENT GOOSE NECK PIPE PORTABLE TANK
SELF CLOSING SPRING (STR./ANG)
STEAM LINE
AIR VENT GOOSE NECK
COCK 2-WAY SAFETY (STR./ANG) HULL TANK
(FLOAT/SCR.)

COCK 3-WAY ( T - TYPE/L - TYPE) STORM VERT. SWING CHECK STR.

NITROGEN LINE
AIR VENT (FLOAT/FLOAT SCR.) CENTRIFUGAL PUMP

SOUNDING CAP SELF CLOS'G

FLOW CONT. BALL FLOAT STORM VERT. SWING CHECK STR. GEAR PUMP
WEIGHT WITH SELF CLOS'G COCK
INERT GAS LINE
FLOW CONT. BALL FLOAT CHECK SOUNDING CAP NORMAL HAND PUMP
TEMP. CONTROL 2-WAY WAX

FLOW CONT. 2-WAY DISC/DIAPHRAGM TEMP. CONTROL 2-WAY PNEU. SOUNDING CAP DK PIECE SCREW PUMP LUBRIC ATING OI L LINE

TEMP. CONTROL 3-WAY WAX SOUNDING CAP SELF CLOS'G MONO PUMP
GLOBE (STR./ANG)
WEIGHT PEDAL WITH SELF CLOS'G COCK
DIESE L OIL LINE
GLOBE SDNR (STR./ANG) TEMP. CONTROL 3-WAY ROTARY PISTON FILLING CAP PISTON PUMP

S TEMP. CONTROL 2-WAY ROTARY PISTON

SOLENOID 2-WAY (STR.) VISC. CONTROLLER
MUD BOX (ANG./STR.) FUE L OIL LINE
TEMP. CONTROL 3-WAY ROTARY PISTON
GATE NON-RISING ROSE BOX F.W FOUNTAIN
WITH HANDLE

H REM. HYD. B ' FLY WAFER PISTON WITH

HYD OIL. LINE
HOSE GLOBE (STR./ANG) WASH BASIN
HANDLE
LEVEL GAUGE WITH VALVE
(FLAT/CYLINDRICAL TYPE)
GLOBE SDNR WITH HOSE CONNECTOR SHELL/TUBE TYPE
WATER SEAL GLOBE (STR)
(STR/ANG) WS HE AT EXCH.
SEA WATER LINE
MAGNETIC 2-WAY (STR./ANG) WATER SEAL GATE COOLER PLATE TYPE
WS
LEVEL GAUGE
(DIAL FLOAT/FLOAT) TYPE
H
MAGNETIC 3-WAY
WATER SEAL REM. ELEC. B ' FLY WAFER OR MAKER SUPPLY FRESH WATER LINE
WITH HANDLE
WS

NON-RETURN FLAP BELL MOUTH STEAM TRACING AND INSULATION

LEVEL GAUGE WITH VALVE BILGE WATER LINE
(DIAL TYPE)
NON-RETURN SWING BLANK FLANGE INSULATION

NON-RETURN LIFT (STR./ANG)

BOSS AND PLUG SIGHT GLASS HYD. OIL PIPE COND. LINE

NON-RETURN BALL WITHOUT SPRING DRESSER COUPLING STRAINER Y-TYPE CONTROL AIR PIPE

AIR LINE
NEEDLE STR. STRAINER SIMPLEX CAPILLARY TUBE
SLEEVE COUPLING

LOCK (OPEN/CLOSE) BELLOWS COUPLING STRAINER DUPLEX ELECTRIC CABLE

FIRE WATER LINE
NEEDLE 3-WAY TEST NOZZLE STEAM TRAP FLOAT TYPE DECK

PRESS. CONT. PRIMARY PNEU. FLEXIBLE HOSE STEAM TRAP DISC TYPE WITH V/V
GLYCOL LINE

PRESS. CONT. REDUCING PNEU. HOPPER FILTER REGULATOR LOCAL INSTRUMENT

PRESS. CONT. REGULAT'G OVERBOARD STEAM TRAP BIMETAL TYPE REMOTE CONTROL INSTRUMENT

P P
QUICK CLOSING PNEU. (STR/ANG) REDUCER SEAL POT TANK SIPHON XS AUX. SWITCH

H H
QUICK CLOSING HYD. (STR/ANG) BRANCH LOOP SEAL PIPE SIPHON

IMO No. 9636711 / 1st Draft (2013.09.30) 6 Symbols and Colour Scheme
 WOODSIDE ROGERS Cargo Operating Manual

Abbreviations / Definitions COND CONDENSATE / CONDENSER FWD FORWARD

A AIR CONT CONTROL GCU GAS COMBUSTION UNIT
ABP AFTER BOTTOM PORT COOL COOLING GEN GENERATOR
ABS ABSOLUTE CPP CONTROLLABLE PITCH PROPELLER GMS GAS MANAGEMENT SYSTEM
AC ALTERNATING CURRENT CSBD CARGO SWITCHBOARD GS GENERAL SERVICE
A/C AIR CONDITIONER CSW COOLING SEA WATER GUI GRAPHICAL USER INTERFACE
ACB AIR CIRCUIT BREAKER CTS CUSTODY TRANSFER SYSTEM GVU GAS VALVE UNIT
ACCOM ACCOMMODATION CYL CYLINDER H HIGH
ACE ATLAS COPCO ENERGAS DEL DELIVERY HD HIGH DUTY
ACK ACKNOWLEDGE DFE DUEL FUEL ENGINE HFO HEAVY FUEL OIL
AE AUXILIARY ENGINE DG DIESEL GENERATOR HH HIGH-HIGH
AHD AHEAD DGV DIFFUSER GUIDE VANE HP HIGH PRESSURE
AHU AIR HANDLING UNIT DIFF DIFFERENTIAL HS HAND SWITCH
AIM ADVANCED INTEGRATED MULTIFUNCION SYSTEM DISCH DISCHARGE HT HIGH TEMPERATURE
AMP AMPERE DK DECK HTR HEATER
AP TK AFT PEAK TANK DO DIESEL OIL HV HIGH VOLTAGE
ASC ANTI SURGE CONTROL DP DIFFERENTIAL PRESSURE HYD HYDRAULIC
AST ASTERN DRN DRAIN IAS INTEGRATED AUTOMATION SYSTEM
ASV ANTI SURGE VALVE ECC ENGINE CONTROL ROOM CONSOLE IG INERT GAS
ATM ATMOSPHERE ECR ENGINE CONTROL ROOM IGC Code INTERNATIONAL CODE FOR THE CONSTRUCTION AND
ATOM ATOMISING EER ELECTRIC EQUIPMENT ROOM EQUIPMENT OF SHIPS CARRYING LIQUEFIED GASES IN BULK
AUTO AUTOMATIC EGE EXHAUST GAS ECONOMISER IGG INERT GAS GENERATOR
AUX AUXILIARY ELA ELECTRIC LOAD ANALYSES IGV INLET GUIDE VANE
AVR AUTOMATIC VOLTAGE REGULATION ELEC ELECTRIC INCI. INCINERATOR
BATT BATTERY EMCY EMERGENCY IND INDICATION
BHD BULKHEAD ENG ENGINE I/O INPUT/OUTPUT
BLR BOILER EOP EMERGENCY OPERATOR PANEL IR INFRA-RED
BLWR BLOWER EOT ENGINE ORDER TELEGRAPH ISO ISOLATING
BNR BURNER ER ENGINE ROOM KM KONGSBERG MARITIME
BO BOIL-OFF ESBD EMERGENCY SWITCHBOARD L LOW
BO/WU BOIL-OFF / WARM-UP ESD EMERGENCY SHUT DOWN LAN LOCAL AREA NETWORK
BOG BOIL OFF GAS ESDS EMERGENCY SHUT DOWN SYSTEM LC LOAD CALCULATOR
BRG BEARING EXH EXHAUST LCD LIQUID CRYSTAL DISPLAY
BW BILGE WELL EXP EXPANSION LCV LEVEL CONTROL VALVE
BZ BUZZER FBO FORCED BOIL OFF GAS LD LOW DUTY
C CENTER FCV FLOW CONTROL VALVE LED LIGHT EMITTING DIODE
CAN CONTROLLER AREA NETWORK FG FUEL GAS LL LOW-LOW
CBPC COMPRESSOR BOILER GAS HEADER PRESSURE CONTROL F&G FIRE & GAS LNG LIQUEFIED NATURAL GAS
CCC CARGO CONTROL ROOM CONSOLE FDS FUNCTIONAL DESIGN SPECIFICATION LO LUBRICATION OIL
CCR CARGO CONTROL ROOM FO FUEL OIL LP LOW PRESSURE
CCW COUNTER-CLOCK WISE FPT FORWARD PEAK TANK LR LOYDS REGIST
CENT CENTRAL / CENTRIFUGAL FREQ FREQUENCY LSC LOW SEA CHEST
CFW COOLING FRESH WATER FS FIELD STATION (CABINET WITH CONTROLLER AND/OR RIO LT LOW TEMPERATURE
CIRC CIRCULATING MODULES) LV LOW VOLTAGE (440V/ 220V SYSTEMS)
CLR COOLER FUNC FUNCTION MAN MANUAL
CN COMMUNICATION NETWORK FV FORCING VAPORISER MCC MOTOR CONTROL CENTRE
CO2 CARBON DIOXIDE FVPC FORCING VAPORISER PRESSURE CONTROL MCR MAXIMUM CONTINUOUS RATE
COMP COMPRESSOR FW FRESH WATER MDO MARINE DIESEL OIL

IMO No. 9636711 / 1st Draft (2013.09.30) 7 Abbreviations

 CORCOVADO LNG Cargo Operating Manual
MG MAIN GENERATOR SG STEERING GEAR
MGE MAIN GENERATOR ENGINE SOL SOLENOID
MGO MARINE GAS OIL SP SET POINT
MGPS MARINE GROWTH PREVENTING SYSTEM STBY STAND BY
MN METHANE NUMBER STM STEAM
MSBD MAIN SWITCHBOARD STOR STORAGE
MSBR MAIN SWITCHBOARD ROOM SUC SUCTION
NDU NET DISTRIBUTION UNIT SV SOLENOID VALVE
N2 NITROGEN SVC SIMRAD VESSEL CONTROL
NAV NAVIGATION SW SEA WATER
NBO NATURAL BOIL OFF GAS SWBD SWITCHBOARD
NCR NORMAL CONTINUOUS RATE SYNC SYNCHRONIZE
NOR NORMAL SYS SYSTEM
O2 OXYGEN TC TURBOCHARGER, THERMOCOUPLE
OMD OIL MIST DETECTOR TCV TEMPERATURE CONTROL VALVE
OS OPERATOR STATION TEMP TEMPERATURE
OVBD OVERBOARD THR THRUSTER
P PORT TK TANK
PB PUSH BUTTON TPS TANK PROTECTION SYSTEM
PCU PROCESS CONTROL UNIT TRANS TRANSMITTER/TRANSFER
PCV PRESSURE CONTROL VALVE UMS UNMANNED MACHINERY SPACE
PID PROPORTIONAL INTEGRAL DERIVATIVE UPP UPPER
PM PROPULSION MOTOR UPS UNINTERRUPTED POWER SUPPLY
PMS POWER MANAGEMENT SYSTEM UTC UNIVERSAL TIME COORDINATE
PP PUMP UVR UNDER VOLTAGE RELEASE
PRESS PRESSURE UVT UNDER VOLTAGE TRIP
PRI PRIMARY/PRIMING V VOLTAGE
PU PROCESS UNIT (RCA SYSTEM) VCB VACUUM CIRCUIT BREAKER
PURI. PURIFIER VDU VIDEO DISPLAY UNIT
PV PROCESS VARIABLE VFD VARIABLE FREQUENCY DRIVER
PWR POWER VL VERY LOW
RCS REMOTE CONTROL SYSTEM VRC VALVE REMOTE CONTROL
RCU REMOTE CONTROLLER UNIT VV VALVE
RECIRC. RECIRCULATING WECS WARTSILA ENGINE CONTROL SYSTEM
REF REFRIGERATION WH WHEELHOUSE
REV REVERSE WO WASTE OIL
RIO REMOTE INPUT OUTPUT UNIT WS WORKSHOP
RM ROOM WU WARM UP
RPB REMOTE PUSH BUTTON X CROSS
RPM REVOLUTIONS PER MINUTE
S STARBOARD
S/T STERN TUBE
SAL SALINITY
SC SEA CHEST
SEC SECONDARY
SEL SELECT
SEQ SEQUENCE
SERV SERVICE
SETT SETTLING

IMO No. 9636711 / 1st Draft (2013.09.30) 8 Abbreviations

 CORCOVADO LNG Cargo Operating Manual
Part 1 : Design Concept of the Vessel 1.3.2q Arrangement of Transverse Corner ß < 90° (at Lower & Upper
1.1 Principal Particulars .................................................................... 1 - 1 Part of Longitudinal Bulkhead)....................................................... 1 - 26
1.1.1 Principal Particulars of the Ship ...................................... 1 - 1 1.3.3a Temperature and Hull Steel Grades ...................................... 1 - 27
1.1.2 Principal Particulars of Cargo Machinery ....................... 1 - 3 1.4a Hazardous Areas and Gas Dangerous Zone Plan .................... 1 - 29
1.1.3 General Arrangement ...................................................... 1 - 4 1.4b Hazardous Areas and Gas Dangerous Zone Plan .................... 1 - 30
1.1.4 Tank Location Plan .......................................................... 1 - 5
1.1.5 Tanks and Capacity Plan ................................................. 1 - 6
1.2 Classification, Rules and Regulations ........................................ 1 - 8
1.3 Design Concept of the Cargo System ....................................... 1 - 12
1.3.1 Cargo Containment System Principle............................ 1 - 12
1.3.2 Membrane Cargo Containment ..................................... 1 - 15
1.3.3 Deterioration or Failure ................................................. 1 - 28
1.4 Hazardous Areas and Gas Dangerous Zone .............................. 1 - 30

Illustrations
1.3.1a Cargo Tank Lining Reinforcement ........................................1 - 11
1.3.1b Cargo Tank General ............................................................. 1 - 13
1.3.2a Construction of Containment System– Securing of Insulation
Boxes .............................................................................................. 1 - 16
1.3.2b Construction of Containment System – Flat Area ............... 1 - 17
1.3.2c Arrangement of Transverse Corner (at Tank Bottom with
Draining)......................................................................................... 1 - 18
1.3.2d Arrangement of Transverse Corner (at Tank Bottom without
Draining)......................................................................................... 1 - 18
1.3.2e Arrangement of Transverse Corner (at Tank Top except Fore of
Tank 1) ............................................................................................ 1 - 19
1.3.2f Arrangement of Transverse Corner (at fore of Tank 1 Top) . 1 - 19
1.3.2g Arrangement of Transverse Corner (at Lower Slopes) ........ 1 - 20
1.3.2h Arrangement of Transverse Corner (at Lower Part of
Longitudinal Bulkhead) .................................................................. 1 - 20
1.3.2i Arrangement of Transverse Corner (at Upper Part of
Longitudinal Bulkhead) .................................................................. 1 - 21
1.3.2j Arrangement of Transverse Corner (at Upper Slope) ........... 1 - 21
1.3.2k Arrangement of Transverse Corner ß > 90° (at Low Part of
Upper Slope) ................................................................................... 1 - 22
1.3.2l Arrangement of Transverse Corner ß > 90° (at Upper Part of
Upper Slope) ................................................................................... 1 - 22
1.3.2m Arrangement of Transverse Corner ß > 90° (at Low Slope) 1 - 23
1.3.2n Arrangement of Transverse Corner ß > 90° (at Lower Part of
Longitudinal Bulkhead) .................................................................. 1 - 23
1.3.2o Arrangement of Transverse Corner ß > 90° (at Upper Part of
Longitudinal Bulkhead) .................................................................. 1 - 24 Part 1
1.3.2p Arrangement of Transverse Corner ß < 90° (at Upper & Lower
Slope).............................................................................................. 1 - 25 Design Concept of the Vessel
IMO No. 9636711 / 1st Draft (2013.09.30) Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Part 1 : Design Concept of the Vessel Electric Propulsion Motor Steering Gear
Maker: GE energy Maker: Flutek Ltd.
1.1 Principal Particulars Type: N3 HXC 1000 J8 Type: FE21-400-T050-45D/356 ton.m
No. of sets: 2 No. of sets: 1
1.1.1 Principal Particulars of the Ship Output: 13260 kW at 651 ~ 720 rpm Steering gear torque at max.
working pressure at 35 deg.: 3490 kN-m (356 t.m)
Shipbuilder: Daewoo Shipbuilding and Marine Engineering Main Generator Engine Max. working pressure: 208 bar
Co., Ltd. Okpo Shipyard, Republic of Korea Maker: Wartsila Safety valve design pressure: 260 bar
Yard Number: 2297
Type: 9L50DF
Ship Name: CORCOVADO LNG
No. of sets: 4 Main Cooling Sea Water Pump
Delivered: 2014.03.21
Output: 8775 kW at 514rpm Maker: Shinko Ind. Ltd.
Flag: VALLETTA
Generator: 9389.0 kVA Model: SVA300M
Call Sign: -
Voltage: AC 6600 V x 60Hz Type: Vertical, Centrifugal,
Inmarsat-C I.D.: -
Number of set: 4 Self-priming
IMO Number: 9636711
Type of Cargo: LNG Capacity: 740 m3/h x 25 MTH
Type of Ship: Segregated Ballast LNG Carrier Emergency Generator Engine Motor: 90 kW / 1800 rpm
Stem: Bulbous Bow and Raked Stem Maker: STX Engine Number of sets: 3
Stern: Transom Type: KTA38DMGE
Navigation: Foreign Going No. of sets: 1 No.1 Aux Cooling SW Pump
Classification: Det Norske Veritas Rated output: 900 kW Maker: Shinko Ind. Ind.
+1A1, Tanker for Liquefied Gas, Ship type 2G Model: SVA400MS
Rate voltage: AC 450 V
(-163 °C, 500 kg/m3, 0.35 bar), NAUTICUS
Speed: 1800 rpm Type: Vertical, Centrifugal
(Newbuilding), PLUS, COAT-PSPC(B), E0##,
NAUT-OC, CLEAN, TMON, BIS, GAS Frequency: 60 Hz Capacity: 1630 m3/h x 25 MTH
FUELLED, BWM-T, OPP-F, RECYCLABLE, Motor: 185 kW, 1200 rpm
COMF-V(3)C(3), F-AMC, ECA(SOX-A). No.1 & 2 Aux. Boilers Number of sets: 1
Length Overall: Approx. 294.2 m Maker: Alfa Laval
Length Between Perpendiculars: 283.2 m
Type: Aalborg OS Boiler No.2 Aux Cooling SW Pump
Breadth Moulded: 44.0 m Maker: Shinko Ind. Ind.
No. of sets: 2
Depth Moulded: 26.0 m
Steam output: 6500 kg/h Model: SVA400M
Design Draft: 11.5 m
Working pressure: 7.0 bar Type: Vertical, Centrifugal
Scantling Draft: 12.5 m
Max. working pressure: 9.0 bar Capacity: 1630 m3/h x 25 MTH
Free Board deck Sunken Deck
Cargo Tank Capacity: 159,760 m3 Burner type: KBO-E-R60M Motor: 185 kW, 1200 rpm
Cargo Tank Safety Valve: 250 mbar Number of sets: 1
Insulation Safety Valve: 10 mbar Gas Combustion Unit
Service Speed: 19.9 knots at design draft of Maker: Safran Aux Cooling FW Pump
11.5m on even keel with the Type: Cylindrical Maker: Shinko Ind. Ind.
propulsion power (at shaft) of Number of set: 1 Model: SVA400M
26,250 kW with 21% sea margin Maximum capacity: 4320 kg/h with 100 % CH4 , Type: Vertical, Centrifugal
Main Generator Engine Type: Wartsila 9L50DF x 4 sets or 4950 kg/h with 20 % to 35 % Capacity: 1500 m3/h x 25 MTH
Electric propulsion motor: Electric propulsion motor x 2 in mole of N2 (equivalent to Motor: 150 kW, 1200 rpm
sets 30 % to 50 % in mass of N2) Number of sets: 2
Propulsion Power (at shaft): 26,250 kW x approx. 86.9 rpm Maximum heat capacity: 63 MW
Complement: 48 Persons (incl. 4 Shore work &
6 Suez crews)

IMO No. 9636711 / 1st Draft (2013.09.30) 1-1 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Ballast Pump
Maker: Shinko Ind. Ltd.
Model: GVD500-3M
Type: Vertical, Centrifugal
Capacity: 3000 m3/h x 30 MTH
Motor: 400 kW / 1200 rpm
Number of sets: 3

Bilge, Fire & G/S Pump

Maker: Shinko Ind. Ltd.
Model: RVP200MS
Type: Vertical, Centrifugal
Capacity: 240/150 m3/h x 45/100 MTH
Motor: 110 kW / 1800 rpm
Number of sets: 2

Fire Pump
Maker: Shinko Ind. Ltd.
Model: RVP160-2M
Type: Vertical, Centrifugal
Capacity: 150 m3/h x 100 MTH
Motor: 75 kW / 1800 rpm
Number of sets: 1

Emergency Fire Pump

Maker: Shinko Ind. Ltd.
Model: GVD300-3MS
Type: Vertical, Centrifugal
Capacity: 600 m3/h x 100 MTH
Motor: 300 kW / 1800 rpm
Number of sets: 1

Water Spray Pumps

Maker: Shinko Ind. Ind.
Model: KV300K
Type: Vertical, Centrifugal
Capacity: 850 m3/h x 100 MTH
Motor: 400 kW / 1800 rpm
Number of sets: 1

IMO No. 9636711 / 1st Draft (2013.09.30) 1-2 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
1.1.2 Principal Particulars of Cargo Machinery Motor rating: 1000 kW Buffer Tank start/stop settings: 5/9 bar
Speed: 3580 rpm
Main Cargo Pump Inert Gas Generator
Maker / Model: Shinko Ind. Ltd. / SM350 LD Compressor (Four stage) Maker: Aalborg
Capacity: 1850 m3/h x 160 MTH Model: Cryostar / CM 4-200 Capacity: 16000 Nm3/h
Number of sets: 8 (2 per each cargo tank) Capacity (Design): 5120 m3/h x 6.5 bar Delivery pressure: 0.25 bar
Motor Number of sets: 2 Dew point after dryer: -45 °C (at atm. pressure)
Type: Centrifugal, Vertical Submerged Motor Number of sets: 1
Electric power source: AC 6600 V/60 Hz Electric source: 6600 V / 60 Hz
Motor rating & Current: 600 kW / 69 A Motor rating: 940 kW Safety Valve for Cargo Tank
Synchronous speed: 1800 rpm Speed: 3580 rpm Manufacturer: Fukui Seisakusho Co., Ltd.
Type: PSL-MD13-131-DS1(B) 10″ x 12″
Stripping/Spray Pump HD (BO/WU) Heater Number of sets: 8
Maker / Model: Shinko Ind. Ltd. / SM65 Maker / Model: Cryostar / 108-UT-38/34-3.8 Number per tank: 2
Capacity: 60 m3/h x 140 MTH Type: BEU Set pressure: 350 mbar
Number of sets: 4 (1 per each cargo tank) Capacity (Warm up): 45000 kg/h Closing pressure: 315 mbar
Motor Heating: Steam at 7 bar Required capacity: 21796 Nm3/h
Type: Centrifugal, Vertical Submerged Number of sets: 1 Relieving capacity: 34440 Nm3/h
Electric power source: AC 440 V/60 Hz
Motor rating & Current: 30 kW /60 A LNG Vaporiser Safety Valve for Insulation Spaces
Synchronous speed: 3600 rpm Maker / Model: Cryostar / 65-UT-38/34-5.9 Manufacturer: Fukui Seisakusho Co., Ltd.
Type: BEU Type: PSL-MD12-131-S1(B) 6″ X 6″
Fuel Gas Pump Capacity (Gas Fill): 10930 kg/h Number of units: 16
Maker / Model: Shinko Ind. Ltd. / SM50 Heating: Steam at 7 bar Number per tank: Primary Insulation Space: 2
Capacity: 12 m3/h x 150 MTH Number of sets: 1 Secondary Insulation Space: 2
Number of sets: 2 (No.3 & 4 cargo tank) Set Pressure: 10 mbar
Motor Forcing Vaporiser Closing pressure: 8 mbar
Type: Centrifugal, Vertical Submerged Maker / Model: Cryostar / 34-UT-25/21-3.2 Required capacity: 1035 Nm3/h
Electric power source: AC 440 V/60 Hz Type: BEU Relieving capacity: 2136 Nm3/h
Motor rating & Current: 15 kW / 31 A Capacity(Forcing): 4900 kg/h
Synchronous speed: 3600 rpm Heating: Steam at 7 bar
Number of sets: 1
Emergency Cargo Pump
Maker / Model: Shinko Ind. Ltd. / SMR200 Mist Separator
Capacity: 550 m3/h x 150 MTH Maker / Model: Cryostar / VMS-10/10-1100
Number of sets: 1 Capacity (Forced BO): 4900 kg/h
Motor Number of sets: 1
Type: Centrifugal, Retractable Submerged
Electric power source AC 440 V/60 Hz Nitrogen Generator
Motor rating & Current: 200 kW / 355 A Maker: Air Products As
Synchronous speed 3600 rpm Type: Membrane Separation of Nitrogen
from Air
HD Compressor Capacity: 150 Nm3/h each
Maker / Model: Cryostar / CM 400/55, Single stage N2 purity(N2+Argon): 97%
Capacity(Design): 35000 m3/h x 1.96 bar Dew point: -70 °C (at atm. pressure)
Number of sets: 2 Outlet pressure / temperature: max. 9 bar / max. 50 °C
Motor Number of sets: 2
Electric source: 6600 V / 60 Hz Buffer Tank: 26 m3 (1 set)

IMO No. 9636711 / 1st Draft (2013.09.30) 1-3 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
1.1.3 General Arrangement

Safe Working Load 10t

Safe Working
Load 5t
Elec.
Motor Cargo Comp. Room Cargo Gear Locker & Dry Powder Station
Dry Powder Station & Companion Way
Room
Trunk Space Trunk Space Trunk Space Trunk Space
Fan
RM for
GVU Side Light
Exh.
ace
E/R Sp
) Bosun Store
G/E LO G/E LO O k(S
MDTan
Sett. Stor.
Tank (S) Tank (S) rv. NO.4 Cargo Tank NO.3 Cargo Tank NO.2 Cargo Tank NO.1 Cargo Tank

KR
Se

&S)

)
)

)
(P&S

(C
(S
S)
S) Prop. Motor
nk(P S) S) S)
R/G LO

C/L
nk
C/D(S)
(P& Serv HFO

Sett. HFO

ank
(S )

LO Stor. Tank

Tank
Stor.Tank
(P& (P& (P& P&

Ta
S/G Room TK . Ta
TK

Cofferdam

Cofferdam

Cofferdam

Cofferdam

Cofferdam
k(

)
FW

O
W

)
nk nk nk

&S
FO T
MG

k( C
ain

a a a n
Dr

Emcy Gas

(P
(S
) ) T T T Ta

Tan
k( S BW
Fire nk
B WB B

nk
AP Tank

H
Pump Valve Ta an
Engine Room &S
)
.T W W B

Ta
tor
.4 .3 .2
Unit O

FWD
HF (P

FO
DLWL Space Room
nk OS
NO NO NO W DLWL

B
LS Ta MD
.1 Bow Void

DH
B

NO
W
Thr. &

ep
No.2
R
E/

FW
De
FWD
Pump

.1
Side Ta

FW
S/T ng ent Lin

No
SCL O
e Room
CW BW HS
Tank Tank(S
) S/L &
S

BW S/T LO Drain Tank(C) Drain

E/

BL Clean E/S BL
AP 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 FP
FR. SP. 800 mm FR. SP. 3440 mm FR. SP. 3360 mm FR. SP. 3360 mm FR. SP. 3360 mm FR. SP. 800 mm

2400 mm 2800 mm 2800 mm 2800 mm 2800 mm

Liferaft Accommodation Ladder (P)

21Px2 Side Light

Gangway
Platform Monitor
Station
High AC
Suez
RM
Vegetable

Fish
Dairy

Meat

Exp. CO2 Deck Crew

Foam Room Store O2 (6) Spare Anchor
Room RM No.2 Dry Powder Station
Lob. with Seat
Cargo Switch & Companion Way
Dry Board Room
Bowthruster Provision Store
Room
Eng. Elev. C.T
Chan. Liferaft (6P)
Room
CL CL
Fire
Engine Casing Control Cable
Room Trunk
Jettison
Nozzle
Air Cond.
Machinery Room
No.1
Cargo Switch
Elec. Cargo Comp. Room
Gabbage Board Room Motor Shore Gangway
Paint/
Incinerator Store Room
Lamp
Room
Store Chemical Spare Propeller with Seat
Store Monitor
Station

Liferaft Side Light

Accommodation Ladder (S)
21Px2

Principal Dimensions

Length Overall: 294.2 m

Trunk Space Length Between Perpendiculars: 283.2 m
Breadth Moulded: 44.0 m
Depth Moulded: 26.0 m
Draft Design: 11.5 m
Cargo Tank Scantling Draft: 12.5 m
DLWL DLWL

WB Tank PD WB Tank
CL

IMO No. 9636711 / 1st Draft (2013.09.30) 1-4 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
1.1.4 Tank Location Plan

Safe Working Load 10t

Safe Working
Load 5t
Elec.
Motor Cargo Comp. Room Cargo Gear Locker & Dry Powder Station
Dry Powder Station & Companion Way
Room
Trunk Space Trunk Space Trunk Space Trunk Space
Fan
RM for
GVU Side Light
Exh.
ace
E/R Sp
) Bosun Store
G/E LO G/E LO O (S
MDTank
Sett. Stor.
Tank (S) Tank (S) Se
rv. NO.4 Cargo Tank NO.3 Cargo Tank NO.2 Cargo Tank NO.1 Cargo Tank

KR
&S)

)
)

)
(P&S

(C
(S
S)
) Prop. Motor
nk(P S) S) S)
&S R/G LO

C/L
nk
C/D(S)
Serv HFO

Sett. HFO

ank
(P
(S )

LO Stor. Tank

Tank
Stor.Tank
(P& (P& (P& P&

Ta
S/G Room TK . Ta
TK

Cofferdam

Cofferdam

Cofferdam

Cofferdam

Cofferdam
k(
FW

)
O
W

)
nk nk nk

&S
FO T
MG

k(C
ain

a a a n
Dr

Emcy Gas

(P
(S
)
T T T Ta

Tan
( S) BW
Fire nk
B WB B

nk
AP Tank

H
k
Pump Valve Ta
Engine Room an
W W B

Ta
.T
.4 .3 .2
Unit O

FWD
HF tor

FO
DLWL Space Room
OS
NO NO NO W DLWL

B
LS MD
.1 Bow Void

DH
NO
Thr. &

ep
No.2
E/R WB Tank(P&S)

FW
De
FWD
Pump

.1
Side Ta

FW
S/T ng ent Lin

No
SCL O
e Room
CW BW HS
Tank Tank(S
) S/L &
Drain
S

BW S/T LO Drain Tank(C) E/S

E/

BL Clean BL
AP 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 FP
FR. SP. 800 mm FR. SP. 3440 mm FR. SP. 3360 mm FR. SP. 3360 mm FR. SP. 3360 mm FR. SP. 800 mm

2400 mm 2800 mm 2800 mm 2800 mm 2800 mm

Void (P) E/R WB Tank (P)

G/E LO G/E LO
Sett. ( P) LS MGO
Gray W. / Tank (P) Stor. T ank LS MGO
Serv. Tank
(P) (P) (P)
Tank (P)
Sewage HFO Tank (P)
(P)
k k k
Tan Tan Tan
FW Tank (P) Overf. Tank

(P)
Distil.
.C

B B B
W. Tank (P) HFO HFO BW
k
L.S

4W 3W 2W Tan
Serv. Sett.
Tank (P) Tank (P)
No. No. No. WB
FWD Deep
(P )

Engine Room Bilge

1
No.
W.Hold. WB Tank (P)
Ro o m

Tank (P) Bow Thr. &

FWD P/Room
nk

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

EMCY C/LKR
Cofferdam

Cofferdam

Cofferdam

Cofferdam

Cofferdam
Fire S/T LO Drain Clean DO
AP

Pump Tank (C) Drain Tank(S) Waste FO Overf.

Pipe Duct Void
CL Space Oil TK (P) Tank (P) No.2 FWDNo.1 FWDE/S & CL
BW

Waste FO Overf. HFO HFO S/L

10 20 40 60 70 80 90 100 110 120 150 160
(S)

AP Oil TK (S) Tank (S)

Tank (C) Tank (C) FP
Echo
Ro o m

(S) C/LKR
T ank Sounder
in
n Dra
S/G Room Clea
)
GVU

) ) (S) nk (S
MDO Stor.
Tank (S)
k (S k (S k B Ta
Ta n Ta n Tan
FWD Deep
MDO Serv.
1 W
HFO Tank (S)
4 WB 3 WB 2 WB No. WB Tank (S)
No. No. No.
Drink. Serv. HFO LSH FO
W. Tank (S) Tank (S) Sett. H.S.C
Tank (S) BW
Tank (S)
FW Tank (S) No.2 Sludge Tank No.1 Sludge Tank
Pro Motor G/E LO
LO Stor. Stor. MGO Tank
Tank Tank (S)
R/G LO Stor. Tank G/E LO Sett.
Tank (S) Void (S) E/R WB Tank (S)

Trunk Space

Cargo Tank
DLWL DLWL

WB Tank PD WB Tank
CL

IMO No. 9636711 / 1st Draft (2013.09.30) 1-5 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
1.1.5 Tanks and Capacity Plan

Liquefied Natural Gas Tanks Fresh Water Tanks S.G.=1.000

Capacities Centre of Gravity Capacities Centre of Gravity Max.

Location Location
Max. INERTIA.
Compartment Frame L.C.G. V.C.G. Compartment Frame Volume Weight L.C.G. V.C.G.
Volume Volume INERTIA.M M
Number from A.P from B.L Number 100% 100% from A.P from B.L
100% (m3) 98% (m3) (m4) (m4)
(M) (M) (m3) (MT) (M) (M)
DISTIL. W. TK (P) 15 - 19 41.2 41.2 13.663 23.719 6
No. 1 Cargo Tank 116 - 126 21957.0 21517.9 231.659 16.216 69522
DRINK W. TK (S) 9 - 15 56.1 56.1 9.608 18.771 6
No. 2 Cargo Tank 100 - 115 45588.8 44677.0 188.800 16.459 223497
F.W. TK (P) 7 - 15 211.1 211.1 8.971 18.879 245
No. 3 Cargo Tank 84 - 99 45588.8 44677.0 135.600 16.459 223498
F.W. TK (S) 7 - 15 155.0 155.0 8.741 18.918 134
No. 4 Cargo Tank 68 - 83 46698.1 45764.1 81.800 16.459 228936
Total 463.4 463.4
Total 159832.7 156636.0

Heavy Fuel Oil Tanks S.G.=0.980

Water Ballast Tanks S.G.=1.025
Capacities Centre of Gravity Max.
Location
Capacities Centre of Gravity Max. INERTIA.
Location Compartment Frame Volume Weight L.C.G. V.C.G.
INERTIA. M
Compartment Frame L.C.G. V.C.G. Number 100% 98% from A.P from B.L
Volume Weight M (m4)
Number from A.P from B.L (m3) (MT) (M) (M)
100% (m3) 100% (MT) (m4)
(M) (M) No.1 FWD HFO TK (C) 135 - 147 1632.7 1568.1 263.649 13.507 937
No.2 FWD HFO TK (C) 127 - 135 1853.4 1780.0 256.239 13.023 2328
FWD DEEP W.B.TK (P) 127 - 147 1156.0 1184.9 260.619 11.914 717 L.S. HFO TK (P) 44 - 54 298.7 286.9 39.768 16.949 45
FWD DEEP W.B.TK (S) 127 - 147 1156.0 1184.9 260.619 11.914 717 HFO TK (S) 40 - 52 388.9 373.5 36.084 17.431 54
No. 1 W.B. TK (P) 115 - 127 5416.5 5551.9 234.026 13.275 8184 HFO SETT. TK (P) 48 - 52 98.4 94.5 40.000 20.605 18
No. 1 W.B. TK (S) 115 - 127 5416.5 5551.9 234.026 13.275 8184 HFO SETT. TK (S) 48 - 52 98.4 94.5 40.000 20.605 18
No. 2 W.B. TK (P) 99 - 115 6854.9 7026.3 186.901 8.920 30825 HFO SERV. TK (P) 44 - 48 98.4 94.5 36.800 20.605 18
No. 2 W.B. TK (S) 99 - 115 6854.9 7026.3 186.901 8.920 30825 HFO SERV. TK (S) 44 - 48 98.4 94.5 36.800 20.605 18
No. 3 W.B. TK (P) 83 - 99 7032.2 7208.0 134.200 8.744 32704
No. 3 W.B. TK (S) 83 - 99 7032.2 7208.0 134.200 8.744 32704 Total 4567.3 4386.5
No. 4 W.B. TK (P) 67 - 83 6720.2 6888.2 81.641 9.167 29431
No. 4 W.B. TK (S) 67 - 83 6720.2 6888.2 81.641 9.167 29431
E/R W.B. TK (P) 44 - 67 954.5 978.4 46.270 13.490 341 Diesel Oil Tanks S.G.=0.900
E/R W.B. TK (S) 44 - 67 932.2 955.5 46.120 13.711 341
AP TK -6 - 15 1602.6 1642.7 4109 13.904 35736 Capacities Centre of Gravity Max.
Location
INERTIA.
Compartment Frame Volume Weight
L.C.G. from V.C.G. from M
Total 57848.9 59295.2 Number 100% 98%
A.P (M) B.L (M) (m4)
(m3) (MT)

MDO SERV. TK (S) 57 - 63 24.4 21.6 48.000 22.858 2

MDO STOR. TK (S) 55 - 67 307.0 270.8 47.868 15.192 54

Total 331.4 292.4

IMO No. 9636711 / 1st Draft (2013.09.30) 1-6 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual

Marine GAS Oil Tanks S.G.=0.850 Miscellaneous Tanks

Capacities Centre of Gravity Max. Capacities Centre of Gravity Max.

Location Location
INERTIA. INERTIA
Compartment Frame Volume Weight Compartment Frame Volume Weight L.C.G. V.C.G.
L.C.G. from V.C.G. from M .M
Number 100% 98% Number 100% 100% from A.P from B.L
A.P (M) B.L (M) (m4) (m4)
(m3) (MT) (m3) (m3) (M) (M)

L/S MGO SERV. TK (P) 62 - 67 51.5 42.9 51.600 22.858 23 No.1 MAIN G/E LO SUMP TK (S) 21 - 35 13.7 13.7 22.487 10.126 10
MGO TK (S) 57 - 67 205.8 171.4 50.285 20.346 36 No.2 MAIN G/E LO SUMP TK (S) 21 - 35 14.0 14.0 22.400 10.126 13
L/S MGO TK (P) 53 - 67 575.3 479.2 47.678 17.037 63 No.3 MAIN G/E LO SUMP TK (S) 21 - 35 14.0 14.0 22.400 10.126 13
MDO TK (P) No.4 MAIN G/E LO SUMP TK (S) 21 - 35 14.0 14.0 22.400 10.126 13
for EMCY G/E 15 – 19 8.2 6.8 13.600 31.500 0 No.1 SLUDGE TK (S) 32 - 40 14.6 14.6 28.800 15.855 8
No.2 SLUDGE TK (S) 23 - 32 16.4 16.4 22.000 15.855 8
Total 840.8 700.3 GRAY WATER
/SEWAGE OVERF.TK(P) 16 - 23 71.1 71.1 15.768 18.173 35
S/T CW. TK 7 - 15 57.0 57.0 10.082 3.735 13
S/T LO.DRAIN TK(C) 18 - 20 4.1 4.1 15.200 2.400 4
Lubricating Oil Tanks S.G.=0.900 FO OVERF. TK(P) 54 - 59 26.9 26.9 45.200 1.400 5
FO OVERF. TK(S) 54 - 59 26.9 26.9 45.200 1.400 5
Capacities Centre of Gravity Max.
Location CLEAN DO.DRAIN TK(S) 45 - 48 16.1 16.1 37.200 1.400 3
INERTIA. WASTE OIL TK(P) 49 - 54 26.9 26.9 41.200 1.400 5
Compartment Frame Weight L.C.G. V.C.G.
Volume M
Number 98% from A.P from B.L WASTE OIL TK(S) 49 - 54 26.9 26.9 41.200 1.400 5
100% (m3) (m4)
(MT) (M) (M) BILGE W. HOLD. TK(P) 40 - 59 134.2 134.2 41.659 1.811 393
CLEAN DRAIN TK(S) 40 - 59 232.4 232.4 40.852 1.657 904
G/E LO STOR. TK (P) 34 - 39 51.5 45.4 29.200 22.858 23 GLYCOL RESERVE TK(S) 71 - 71 7.7 7.7 65.520 38.800 15
G/E LO STOR. TK (S) 37 - 43 61.8 54.5 32.000 22.858 27
G/E LO SETT. TK (P) 30 - 34 41.2 36.3 25.600 22.858 18 Total 716.9 716.9
G/E LO SETT. TK (S) 34 - 37 30.9 27.3 28.400 22.858 14
R/G LO STOR. TK (S) 32 - 34 20.6 18.2 26.400 22.858 9
PRO. MOTOR
LO STOR. TK (S) 30 - 32 20.6 18.2 24.800 22.858 9

Total 226.6 199.9

IMO No. 9636711 / 1st Draft (2013.09.30) 1-7 Part 1 Design Concept of the Vessel
 CORCOVADO LNG
1.2 Classification, Rules and Regulations
1. Classification
The Vessel, including her hull, machinery, equipment and outfits shall be
constructed under the survey of Det Norske Veritas# (herein called the
"Classification Society"), and shall be distinguished in the register by the
symbols of :
+1A1, Tanker for Liquefied Gas, Ship type 2G (-163 °C, 500 kg/m3, 0.35
bar), NAUTICUS (Newbuilding), PLUS, COAT-PSPC(B), E0##, NAUT-
OC, CLEAN, TMON, BIS, GAS FUELLED, BWM-T, OPP-F,
RECYCLABLE, COMF-V(3)C(3), F-AMC, ECA(SOX-A).
# ABS Class with equivalent notations could be considered for the series
Vessels on MOU based mutual agreement between the Owner and the
Builder.
## Unmanned operation shall be considered at normal voyage with stable
engine load condition. In case of low load or sudden load variation
conditions, dual fuel mode shall be applied according to the engine
manufacturer’s recommendation. In gas only mode, the start of the forcing
vaporizer shall be done manually by operator after line-up and starting
preparation of forcing vaporizer. Once the forcing vaporizer is started and
reached the stable condition, the capacity of the forcing vaporizer shall be
automatically controlled by the IAS. The stop of forcing vaporizer shall be
automatically controlled without manual intervention during unmanned
operation.
2. Rules and Regulations
The Vessel shall be registered in a Port of Malta# and shall comply with the
following Rules and Regulations (edition and amendments officially
published and adopted/ratified at the date of signing the Contract and which
come into effect and become compulsorily applicable to the Vessel on or
before the date of delivery of the first Vessel of the series) :
# Female change room and Oilskin locker shall be exempted from the Flag
Authority by the Owner.
a) Maritime Rules and Regulations of the country of registry.
b) Maritime Rules and Regulations of the loading and discharging
ports.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
c) International Convention on Load Lines, 1966 with the Protocol of p) ILO Codes of Practice, Safety and Health in Dockwork, 1976 as
1988 up to Amendment 2008. amended in 1979.
d) International Convention for the Safety of Life at Sea, 1974 with the 3. Guidelines and Recommendations
Protocol of 1978/1988 and Amendments up to 2010 including
International Code for the Construction and Equipment of Ships The Vessel shall be built in compliance with the following Guidelines
Carrying Liquefied Gases in Bulk (IGC-code). and Recommendations:
e) International Convention for the Prevention of Pollution from Ships, a) IMO Resolution A.330(IX) "Safe Access to and Working in Large
1973 (Annex I, IV, V & VI), as modified by the Protocol 1978/1997 Ballast Space".
and Amendments up to 2010 (herein called "MARPOL 73/78").
b) IMO Resolution A.343(IX) "Recommendation on Methods of
f) Convention on the International Regulations for Preventing Measuring Noise Levels at Listening Posts".
Collisions at Sea, 1972 with the Amendments up to 2008, including
IMO Resolution A.464 (XII). c) IMO Resolution A.468(XII) "Code on Noise Levels on Board
Ships".
g) International Convention on Tonnage Measurement of Ships, 1969.
d) IMO Resolution A.601(15) "Provision and Display of
h) International Convention on the Control of Harmful Anti-fouling Manoeuvring Information on Board Ships".
Systems on Ships, 2001.
e) IMO Resolution A.830(19) "Code on Alarms and Indicators".
i) International Convention for the Control and Management of Ships'
Ballast Water and Sediments, 2004. f) IMO Resolution MSC.137(76) "Standards for Ship
Manoeuvrability".
j) International Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009. g) IMO MSC Circular 1053 "Explanatory Notes to the Standards for
Ship Manoeuvrability".
k) International Telecommunication Union(ITU) Radio Regulation,
2008. h) IMO Publication No.978 "Performance Standards for Navigational
Equipment (1997 Edition)".
l) Rules of Navigation of the Suez Canal Authority, including
Regulations for the Measurement of Tonnage. i) OCIMF "Standardization of Manifolds for Refrigerated Liquefied
Gas Carriers (LNG)".
m) Rules and Regulations of USCG for Foreign Vessels Operating in
the Navigable Waters of the United States (CFR title 33 - j) OCIMF "Mooring Equipment Guidelines, 3rd Edition (Compliance
Navigation and Navigable Waters, Part 155, 156, 159 and 164, CFR with the Guidelines shall be as specified in Group 4)".
title 46 - Shipping, Part 154 (except Alaska) with all Vessel
requirements for certification included, but without Certificate nor k) SIGTTO "Guidelines for the Alleviation of Excessive Surge
Inspection). Pressures on ESD, 1987".
n) ILO Convention Concerning Crew Accommodation on Board Ships l) SIGTTO "Recommendations and Guidelines for Linked Ship/Shore
(No. 92 and 133). Emergency Shutdown of Liquefied Gas Cargo Transfer".
o) Maritime Labour Convention 2006 (MLC 2006), Title 3, Regulation m) SIGTTO "Recommendations for the Installation of Cargo
Standard A 3.1 (without Certificate nor Inspection). Strainers".
1-8 Part 1 Design Concept of the Vessel
 CORCOVADO LNG
n) SIGTTO "Recommendations for the Installation of the Pressure
Relief Devices 1999".
o) SIGTTO "LNG Ship to Ship Transfer Guidelines, 2011".
p) SIGGTO "ESD arrangements and linked ship/shore systems for gas
carriers, 2009".
q) ICS "Guide to Helicopter/Ship Operations, 2008" (Winching Area
for Day Operation only).
r) ISO 484-1: 1981 "Shipbuilding-ship screw propellers-
manufacturing tolerances-part 1: propellers of diameter greater
than 2.5m".
s) ISO 2923 : 1996 "Acoustics – measurement of noise onboard
vessels"
t) ISO 6954 : 2000(E) "Mechanical vibration – Guidelines for the
Measurement, Reporting and Evaluation of Vibration with Regard
to Habitability on Passenger and Merchant Ships" (For the details,
refer to the Group I, Section 131)
u) ISO 7547:2002 (E) "Accommodation ventilation & air conditioning
(design conditions and basis of calculation) ".
v) ISO 8861:1998 "Shipbuilding - E/R ventilation in diesel engines
ships-design requirements and basis of calculation".
w) ISO 10816-1:1995 "Mechanical vibration - evaluation of Machine
vibration by measurements on rotating parts - part 1: general
guidelines".
x) ISO 10816-3: 2000 "Mechanical vibration - evaluation of machine
vibration by measurements on non-rotating parts - part 3:
Industrials machines with nominal power above 15kW and
nominal speeds between 120r/min and 15000r/min when
measured in situ".
y) ISO10816-6: 1995 "Mechanical vibration - evaluation of machine
vibration by measurements on non-rotating parts - Part 6:
reciprocating machines with power ratings above 100kW".
z) IMPA recommendation for Pilot Ladders.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
aa) BS 1807-1981 "Surface finish requirements for reduction gears".
bb) LRS Guidance notes for Gas Combustion Units (thermal
Oxidizers), Rev3, 2004.
cc) Council Directive 2005/33/EC as regards the sulphur content of
Marine Fuels. (Initial arrangement only as specified in Group 7)
dd) ExxonMobil Marine Environmental and Safety Criteria
2010(Rev.1)(for Industry Vessels in Affiliate Service).
- The items marked with "MUST" and "Strongly Preferred"
shall be applied.
- Ship operating policy/procedure including maintenance
procedure and rule publication, SEEMP and planned
maintenance system, and drug and alcohol policy shall be
prepared / provided by the Owner.
- Risk assessment for safety and security management at a
piracy-infested area shall be prepared / provided by the
Owner.
- Pollution control equipment i.e., sorbents, protective cloth,
portable pumps, etc. shall be provided by the Owner.
OCIMF, Ship to Ship Transfer Guide (Liquefied Gas)
required by the said criteria shall be applied based on the
provision of fixed fittings only for STBL as described in the
Specifications (Group 4).
- Necessary documentation which are required on board
such as procedures, manuals, plans, certificates, data
sheets, records, emergency response plans, etc. shall be
provided by the Owner.
- Lightering service in specific location (i.e., Gulf of Mexico,
etc.) shall not be considered.
- The item of S.2 not to be applied. (Owner will review and
discuss later on)
- The item of F.6, F20, K.8, K.16, and P.4 shall be discussed
further with the Owner.
4. Certificates
The Builder shall deliver the following certificates to the Owner at the
time of the Vessel's delivery in triplicate, one (1) original and two (2)
copies:
a) Builder's Certificate issued by the Builder.
b) Classification Certificate issued by the Classification Society.
c) Cargo Ship Safety Radio certificate issued by the Classification
Society or other assigned Authority.
d) Cargo Ship Safety Construction Certificate issued by the
1-9
Classification Society or other assigned Authority.
e) Cargo Ship Safety Equipment Certificate issued by the
Classification Society or the assigned Authority.
f) International Load Line Certificate issued by the Classification
Society.
g) International Tonnage Certificate issued by the Classification
Society or other assigned Authority.
h) International Certificate of Fitness for the Carriage of Liquefied
Gases in Bulk issued by the Classification Society or other
assigned Authority.
i) International Oil Pollution Prevention Certificate issued by the
Classification Society or other assigned Authority.
j) International Air Pollution Prevention Certificate issued by the
Classification Society or other assigned Authority.
k) International Sewage Pollution Prevention Certificate issued by
the Classification Society or other assigned Authority.
l) Certificate of International Convention on the Control of
Harmful AFS on Ships issued by the Classification Society or
other assigned authority.
m) Suez Canal special Tonnage Certificate issued by the
Classification Society or other assigned Authority.
n) Statement of compliance with USCG Rules and Regulations for
Foreign Vessels carrying liquefied gases in bulk issued by the
Classification Society.
o) Ship Sanitation Control Exemption Certificate issued by the
Korean Government.
p) Cargo gear Certificate corresponding to ILO forms issued by the
Classification Society for Provision Cranes and Deck Cranes.
q) Adjustment certificates for magnetic compass issued by the
Builder.
r) Crew Accommodation Certificate corresponding to ILO
Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Convention No.92 and 133 issued by the Classification Society
or other assigned Authority.

s) Statement of Compliance for Regulation Standard A 3.1 of MLC

2006 issued by the Classification Society.

t) Certificates for all Custody Transfer Instruments and Cargo

Tank Calibration Tables issued by Independent Society.

u) Statement of Compliance for IMO Resolution on Ship Recycling

Green Passport Part I issued by the Builder.

v) Deadweight Certificate issued by the Builder.

w) Test Certificates for lifting gear(above 5 tonnes) and strong

points of ETS issued by the Classification Society.

x) Certificate of personnel elevator issued by the Classification

Society.

y) Certificate of Pressure Vessel (Air receivers and boilers) issued

by the Classification Society.

z) Certificate for the FW tank coating issued by a third party

organization.

aa) Statement of compliance with MARPOL annex VI for

incinerator issued by the Classification Society.

bb) Minor Certificates including Manufacturers' Certificates and

Builder's Certificates which are normally issued for Machinery,
Equipment and Outfit of the Vessel.

Should the formal certificate(s) not be available at the time of the

Vessel's delivery, the Builder shall furnish the Owner with the provisional
certificate(s). In such case(s), the Builder shall deliver the formal
certificate(s) to the Owner as soon as available after the Vessel's delivery.

All certificates for equipment subject to annual testing and/or inspections

shall have validity of at least 10 months after ship's delivery.

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 10 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Illustration 1.3.1a Cargo Tank Lining Reinforcement

Void Area

Cofferdam

Ultra Reinforced Area, Reinforced Area

& Non-Reinforced Area

Non-Reinforced Area

Primary Membrane

Secondary Membrane

Ballast
Reinforced Area &
Void Non-Reinforced Area

Cofferdam
Primary Insulation Boxes
Pipe Duct

Non-Reinforced Area Secondary Insulation Boxes

Ultra Reinforced Area

Ballast Tank
Reinforced Area
Pipe Duct

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 11 Part 1 Design Concept of the Vessel
 CORCOVADO LNG
1.3 Design Concept of the Cargo System
General Description
The Cargo Containment System consists of four double insulated cargo
tanks encased within the inner hull and situated in-line from forward to
aft.
The spaces between the inner hull and outer hull are used for the ballast
and will also protect the tanks in the event of an emergency situation,
such as collision or grounding.
The cargo tanks are separated from other compartments, and from each
other by five transverse cofferdams which are all dry compartments.
The ballast spaces around the cargo tanks are divided into two double
bottom and two wing tanks port and starboard respectively. A ballast
main runs through the pipe duct with water ballast valves mounted on the
tank bulkheads. The double bottom tanks extend to the side of the cargo
tanks and as far up as the trunk-ways.
The LNG to be transported is stored in the four cargo tanks numbered 1
to 4 from forward to aft. All cargo tanks have an octagonal transverse
section matching the supporting inner hull.
Each tank between the two transverse bulkheads is composed of a prism
placed in a direction parallel to the keel plate.
The boundaries of the tanks are as follows:
1) One flat bottom parallel to the keel plate, raised along the ship’s
plating by two inclined plates, one on each side.
2) Two vertical walls each extended at their upper parts by an
inclined plate to limit the liquid free surface effect when the
tanks are full.
3) One flat top parallel to the trunk bottom.
Cargo tank No.1 is slightly different in shape owing to its position in the
ship. It has a polygonal section and the lengthwise walls are almost
parallel to the ship’s plating.
1.3.1 Cargo Containment System Principle
The cargo tanks are of double membrane, Gaz Transport NO96-LO3
System design.
The inner hull, i.e. the outer shell of each of the cargo tanks, is lined
internally with the GTT (GazTransport & Technigaz) integrated tank
containment and insulation system.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
This consists of a thin flexible membrane called the primary membrane - “Secondary panel” and “Secondary box” shall be unified by
which is in contact with the cargo, a layer of plywood boxes filled with staples.
Glass Wool called the Primary Insulation, a second flexible membrane
similar to the first one called the secondary membrane and a second layer - The insulation box shall be able to sustain the liquid pressure,
i.e. static and dynamic loads.
of boxes also filled with Glass Wool in contact with the inner hull called
the Secondary Insulation. The double membrane system meets the - The insulation space shall be arranged for filling with nitrogen
requirements of all relevant regulations on the Cargo Containment gas or maintaining under vacuum.
System to provide two separate barriers in order to prevent cargo leakage.
- A membrane called "Secondary barrier" consisting mainly of
Thus, the tank lining consists of two identical layers of membranes and 0.7 mm thick plate made of 36 % nickel-steel alloy shall be
insulation so that in the event of a leak in the primary barrier, the cargo supported by the secondary insulation, and fastened to it.
will be contained indefinitely by the secondary barrier. This system
ensures that the whole of the cargo hydrostatic loads are transmitted - A 230 mm thick insulating layer called "Primary insulation"
through the membranes and insulation to the inner hull plating of the ship. shall have the same nature as the secondary insulation and shall
be fastened to the hull.
The function of the membranes is to prevent leakage, whilst the
insulation supports and transmits the loads and minimises heat exchange - A second membrane called "Primary barrier" of the same alloy
between the cargo and the inner hull. The secondary membrane, as the secondary barrier shall be fastened to the primary
sandwiched between the two layers of insulation, not only provides a insulation.
safety barrier between the two layers of insulation but also reduces the
The loads due to the tank internal pressure shall be transmitted to the
convection currents within the insulation.
supporting hull through the insulation boxes, which shall have the
The primary and secondary insulation spaces are under a pressure necessary compressive strength.
controlled nitrogen atmosphere. The primary space’s pressure must never
exceed the cargo tank pressure in order to prevent the primary membrane The composition of the nickel-steel alloy (Invar) is as follows:
from collapsing inwards.
Ni 35 - 36.5 %
In normal operation, the pressure in the primary and secondary insulation C 0.04 %
spaces shall be maintained between 2.0 mbar and 4.0 mbar.
Si 0.25 %
Cargo Tank Construction Mn < 0.2 to 0.4 %
S < 0.0015 %
The cargo containment system shall consist of a primary and a secondary
P < 0.008 %
barrier supported by a primary insulation, a secondary insulation
Fe Remainder
(secondary box and secondary panel) respectively and shall be built as
follows, from the outside to the inside of the tanks:
The thermal expansion coefficient = (1.5±0.5) x 10-6 mm/°C between
0 °C and -180 °C (Less than approx. ten times for stainless steel AISI
- A 208 mm thick insulating layer called "Secondary panel" shall
304 type).
be fastened to the inner hull, which shall have a R-PUF panel
composed of top plate, bottom plate, and stiffener made of
Charpy Test at -196 °C, > 120 J/cm2
plywood, and R-PUF.
The coefficient of thermal expansion is low enough to enable flat rather
- A 92 mm thick insulating layer called "Secondary box" shall be
than corrugated sheets to be used. The entire surface area of the
fastened to the inner hull, which shall have a composite
membrane is thus in contact with the supporting insulation, so that the
structure made of plywood boxes provided with cells containing
load which the system is able to carry is limited only by the load bearing
fibre glass wool.
capacity of the insulation.
1 - 12 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Illustration 1.3.1b Cargo Tank General

Side Passage Way Hull

Inner Deck Secondary Insulation Box (300mm)

Secondary Barrier (INVAR : 0.7mm)

Inner Deck Primary Insulation Box (230mm)

Primary Barrier (INVAR : 0.7mm)

Liquid Dome

Vapour Dome

Tripod Mast

Emergency Filling Line

Pump Column
Discharge Line

Filling Line
Fuel Gas Pump
Stripping / Spray
Fuel Gas Pump Stripping / Spray Pump
Pump
Main Cargo Pump
Foot Valve
Main Cargo Pump Main Cargo Pump

Foot Valve

Ballast Tanks Pipe Duct

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 13 Part 1 Design Concept of the Vessel
 CORCOVADO LNG
The primary and secondary insulation spaces are made up of boxes
fabricated from plywood and filled with Glass Wool. This insulation
system allows free circulation of nitrogen and therefore permits gas
freeing or inerting to be carried out in the barrier spaces without
difficulty.
The insulation boxes shall be reinforced as follows:
- Ultra reinforced insulation boxes for the border areas of each
upper part (i.e., above the lower edge of upper chamfers), and
the parts adjacent to it in the transverse bulkhead
- Standard reinforced insulation boxes for the internal areas of
each upper part (i.e., above lower edge of upper chamfers), the
low edge parts of the longitudinal vertical bulkhead, and the
parts adjacent to it in the transverse bulkhead
- Non-reinforced insulation boxes for the all areas which aren’t
defined above
The primary and secondary barriers shall be secured mechanically to the
insulation boxes.
The secondary and primary boxes in the reinforced area are specially
built using thicker internal stiffeners to resist the impact that can be
created by the liquid sloshing inside the tanks. The primary reinforced
boxes have two 12 mm thick sloshing plywood covers stapled on them.
Primary ultra-reinforced has additional internal stiffeners.
The secondary insulation is 300 mm thick, whereas the primary
insulation is 230 mm thick. (The design daily boil-off rate of cargo
during laden voyage shall be less than 0.108 % of the full loaded cargo
when assuming the following conditions:
- Ambient air temperature = +45 °C
- SW temperature = +32 °C
- Cofferdams temperature maintained at +5 °C
- Cargo considered as pure methane (density: 425 kg/m3,
Vaporisation heat : 511 kJ/kg)
- Cargo piping empty)
Welding
The raised edges of the plates shall be welded together by automatic
electric seam welding machine in general.
The raised edges of the barriers around the tank corners shall be TIG
welded by automatic welding machines or by manual.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
The TIG welding shall also be applied to the repairs of seam welding.
Certified welders shall be engaged in TIG welding.
The welding and its tests shall be carried out in accordance with the
welding procedure recommended by GTT in compliance with the
requirements of the Classification Society.
Material
Plywood
The plywood for insulation boxes shall be made of birch, lauan apiton or
similar and shall have such properties as recommended by GTT.
Examination of the perlite at shop shall be surveyed periodically by the
GTT and Class in accordance with the Builder’s practice.
The phenolic glue shall be used for manufacturing the plywood panel and
shall be weatherproof and resistant to cryogenic temperature and boiling
water temperature.
The properties of glue materials shall be as per the GTT
recommendations.
The dimension and depositing of resin shall be surveyed by GTT and the
Class at the initial stage of each tank.
Primary and Secondary Barriers
The primary and secondary barriers shall be of Fe-36% nickel alloy
which have a low thermal expansion coefficient.
The chemical compositions and other properties of the alloy shall be in
accordance with the recommendation of GTT in compliance with the
Rules and Regulations concerned.
The thickness of plates shall be mainly 0.7 mm and the developed width
shall be 536 mm in general.
The plates shall be delivered in roll, of which length shall match the
length of cargo tanks.
R-PUF
The reinforced polyurethane foam (R-PUF) shall be used in
prefabrication of the secondary insulating panels, on membrane tanks of
LNG carriers.
The R-PUF shall be produced in a continuous way, using polyurethane
foam together with glass fibre Continuous Strand Mat (CSM) to increase
1 - 14
the resistance at cryogenic temperature to thermal and mechanical
stresses.
The R-PUF shall be manufactured and tested in compliance with the
recommendations of GTT.
Fibre Glass Wool
The fibre glass wool is used as insulating material for tanks designed to
contain LNG (at about -163 °C)
For this material, the ASTM C 553 standard is recommended.
The fibre glass wool shall be manufactured in compliance with the
recommendations of GTT.
Rigid Insulation
The material shall be of rigid polyurethane foam or PVC and shall
comply with the following technical requirements:
- Insensibility to the first aliphatic hydrocarbons for insulating
type
- Physical stability between + 80 °C and -163 °C
- Closed cells type
- No capillary type
Attachment set for Insulation Boxes
The attachment set shall be used for fixation of the secondary panels,
secondary boxes, and primary boxes and consist of coupler base socket,
rod, holding plate, spring washer, head of coupler, collar stud, self-locker
nut, etc.
The attachment set shall be made of mainly stainless steel 304 or 304L or
equivalent.
The coupler base socket shall be made of carbon steel for low
temperature service except socket installed to stainless steel inserts.
The coupler base socket to stainless steel inserts shall be made of
stainless steel 304.
The collar stud shall be welded to a membrane and form a joint between
the primary and secondary insulation.
The collar stud shall be made of stainless steel (SUS304L).
In case of hot forging, nickel, chromium and sulphur contents shall be in
accordance with the recommendation of GTT, and conform with the
ASTM standards A276 or A314.
Part 1 Design Concept of the Vessel
 CORCOVADO LNG
Staples
The staple shall be used for the assemblies of the plywood elements
among themselves and of a strip of thickness 0.5 mm in 36 % nickel
alloy on a plywood.
The staples shall be of stainless steel (SUS304) for insulation boxes and
galvanized steel shall be used for other purpose.
Other Materials
Other materials for the cargo containment system shall be in accordance
with the recommendations of GTT in compliance with the Rules and
Regulations concerned, which are suitable for the intended services of
the vessel with cryogenic temperature.
1.3.2 Membrane Cargo Containment
The plywood boxes forming the secondary insulation are laid on the
ship’s inner hull through the transition of a hard epoxy bearing product,
deposited on the box in the shape of ropes by means of an automatic
depositing machine. These ropes have adjustable thickness and
compensate for the flatness defects of the inner hull. The boxes are held
in position by stainless steel coupler rods that are anchored to the inner
hull through their welded sockets. To absorb the ship’s hull deformation,
each coupler is fitted with an elastic coupling made up of several spring
washers, which are tightened down on the setting plates for secondary
boxes by securing nuts (refer to Illustration 1.3.2a). The number of
spring washers used depends on the location of the box. Boxes on the
ballast boundaries have a higher number of spring washers (5) because
the hull deformation has the largest effect on this area, whereas other
boxes have only 3 washers.
A continuous Invar tongue is held in slots running along the whole length
of each secondary box cover. The secondary membrane strakes are
resistance seam welded with the continuous tongues in between.
The primary boxes are secured in position by collar studs. The collar
studs are screwed into the collar stud setting (clamp) plates linked to the
secondary box setting plate by two securing screws. A plywood wedge is
installed between the two setting plates to limit any thermal conduction
through the box fixations.
Each collar stud is fitted with a single spring washer and tightened down
on the setting plate for the primary boxes by securing nuts.
The primary insulation boxes have lipped Invar tongues stapled along
slots running lengthwise. Continuous Invar tongues are positioned in the
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
lip of the fixed tongues on the boxes. The primary membrane strakes are measure the distance to the cargo surface using a continuous radar signal.
resistance seam welded with these tongues in between.
The gauges have an electronic box that generates and processes the radar
Each primary and secondary membrane strake terminates on an Invar signal. The LNG radar tank gauge has a cone antenna inserted in the still
angle structure, 1.5 mm thick, fitted around the perimeter of each pipe. The radar waves use the still pipe as a wave guide to the surface.
transverse bulkhead and welded to it. At the transverse corners, where The two main cargo pumps are mounted on the base plate of the tripod
the longitudinal and transverse bulkheads intersect, the primary and mast, while the stripping/spray pump and fuel gas pump (No.3 & 4 tank
secondary membranes intersect forming a rectangle. The rectangle (invar only) are mounted on the pump tower support. An emergency pump
tube) is prefabricated to allow an easier erection process and it is column, a float gauge column and the filling line are also located in the
attached to the double hull by 4 anchoring bars. liquid dome.
With this system, the membranes are directly connected to the inner hull The four cargo tanks are connected to each other by the liquid, vapour
so that any membrane stress is directly and uniformly transferred to the and stripping/spray headers which are located on the trunk deck. The
ship’s structure. nitrogen mains supplying the primary and secondary insulation spaces
and other services directly associated with the cargo system are also
In the secondary and primary insulation spaces respectively, the gaps located on the trunk deck together with the fire main and deck spray
between the secondary boxes and the primary boxes are insulated with a main.
combination of rigid insulation and glass wool.
1. Cargo Tank Outfitting
A vapour dome is located near the geometrical centre of each cargo tank
ceiling. Each vapour dome is provided with the following:
1) A vapour supply/return line to supply vapour to the tank when
discharging, vent vapour from the tank whilst loading and also
vent the boil-off when the tank contains cargo.
2) Spray line arrangement for cooldown purposes.
3) Two pressure/vacuum relief valves set at 250 mbar and -10
mbar, venting to the nearest vent mast.
4) Pick-up for pressure sensors.
5) Liquid line safety valves exhaust.
In addition, each cargo tank has a liquid dome located near the ship’s
centre line at the aft part of the tank. The liquid dome supports a tripod
mast made of stainless steel (304L), suspended from the liquid dome and
held in position at the bottom of the tank by a pump tower base support
to allow for thermal expansion or contraction, depending on the tank
environment. The tripod mast consists of the main discharging pipes and
emergency pump well, in the form of a three-legged trellis structure, and
is used to support the tank access ladder and other piping and
instrumentation equipment.
The instrumentation includes temperature and level sensors, independent
high level alarm sensors and cargo pump electric cables. The gauges
1 - 15 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Illustration 1.3.2a Construction of Containment System– Securing of Insulation Boxes

Primary Membrane
Setting Plate For
Primary Box
Collar Stud

Setting Plate For

The Collar Stud

Perlite
Plywood Bridge

Stainless Steel Plate Primary Box

Spot Welded To Nut

Setting Plate For

Secondary Box

Spring Washer (3 or 5)

Secondary Membrane

Secondary Box
Insulating Material

Secondary Box

Stainless Steel
Coupler Rod

Wooden Reference Wedge

Bearing Product
Kraft Paper

Double Hull Plating

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 16 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Illustration 1.3.2b Construction of Containment System – Flat Area

Staples Type F or Nails

Plywood
Plug Primary Membrane
Primary Box
Rigid
Rigid Insulating
Material
Insulating
Material

PUF
Fiber
Glass Wool

Plywood
Wedge

Rigid
Insulating
Material

Reference Wedge

Glass Wool
Secondary Box

Secondary Membrane

Epoxy
Rope
Bearing
Product

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 17 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Illustration 1.3.2c Arrangement of Transverse Corner (at Tank Bottom with Draining) Illustration 1.3.2d Arrangement of Transverse Corner (at Tank Bottom without Draining)

Primary Box Primary Box

Secondary Box Secondary Box

Plywood Plywood
B D
Glass Wool Glass Wool
Flexible Foam Flexible Foam

Rigid Insulating Rigid Insulating

All Tanks All Tanks

Secondary Box Secondary Box Primary Box

Primary Box
Transverse
Bulkhead
B Transverse
Bulkhead
D

1B 3B 1B 3B

9B 7B 3B Primary Box 9B 7B A6B 3B Primary Box

8B A6B 8B

A5B Secondary Box A5B Secondary Box

1B 1B

Bearing Bearing
Product Product

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

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 18 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Illustration 1.3.2e Arrangement of Transverse Corner (at Tank Top except Fore of Tank 1) Illustration 1.3.2f Arrangement of Transverse Corner (at fore of Tank 1 Top)

Primary Box Primary Box

Secondary Box Secondary Box

D
Plywood Plywood
Glass Wool Glass Wool
Flexible Foam Flexible Foam
Rigid Insulating Rigid Insulating
All Tanks Tank 1
except Fore of Tank 1

Ultra Reinforced Modified

Ultra Reinforced Ultra Reinforced
Primary Box Ultra Reinforced
Secondary Box Primary Box
Transverse Secondary Box
Bulkhead
B or D
Transverse
Bulkhead
D

1B 3B
1B 3B

9B 7B 3B Ultra Reinforced Modified

8B A6B 9B 7B 3B Ultra Reinforced
Primary Box 8B A6B
Primary Box

A5B Ultra Reinforced

1B A5B Ultra Reinforced
Secondary Box 1B
Secondary Box

Bearing Bearing
Product Product

Ceiling A Bottom C
Anchoring Flat Bar : Carbon Steel for Low Anchoring Flat Bar : Carbon Steel for Low
Temperature Service (-40℃) Temperature Service (-40℃)

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 19 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Illustration 1.3.2g Arrangement of Transverse Corner (at Lower Slopes) Illustration 1.3.2h Arrangement of Transverse Corner (at Lower Part of Longitudinal Bulkhead)

Primary Box Primary Box

Secondary Box Secondary Box

Plywood Plywood
Glass Wool Glass Wool
Flexible Foam Flexible Foam

Rigid Insulating Rigid Insulating

Position of T ank 2,3,4 Position of T ank 2,3,4

Reinforced Reinforced
Secendary Box Reinforced Secendary Box Reinforced
Primary Box Primary Box
Transverse Transverse
Bulkhead Bulkhead
B or D B or D

1B 3B 1B 3B

9B 7B 3B Primary Box 9B 7B 3B Primary Box

8B 6B 8B 6B

7B 7B

5B 9B 5B 9B
Secendary Box Secendary Box
1B 1B

8B Bearing 8B Bearing
Product Product

Lower Slope G or K Lower Part of

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

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 20 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Illustration 1.3.2i Arrangement of Transverse Corner (at Upper Part of Longitudinal Bulkhead) Illustration 1.3.2j Arrangement of Transverse Corner (at Upper Slope)

Primary Box Primary Box

Secondary Box Secondary Box

Plywood Plywood
Glass Wool Glass Wool
Flexible Foam Flexible Foam
Rigid Insulating Rigid Insulating
Position of T ank 2,3,4 Position of T ank 2,3,4

Secendary Box Ultra Reinforced

Secendary Box Ultra Reinforced
Primary Box
Primary Box
Transverse Transverse
Bulkhead Bulkhead
B or D B or D

1B 3B
1B 3B

9B 7B 3B Primary Box
8B 6B 3B Ultra Reinforced
9B 7B 6B
8B Primary Box

7B
7B

5B 9B
Secendary Box 5B
1B 9B Ultra Reinforced
1B Secendary Box

8B Bearing
Product Bearing
8B
Product

Upper Part of
Anchoring Flat Bar : Carbon Steel for Low Longitudinal Bulkhead Upper Slope E, H
Temperature Service (-40℃) or Stainless Steel Anchoring Flat Bar : Carbon Steel for Low
Temperature Service (-40℃) or Stainless Steel

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 21 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Illustration 1.3.2k Arrangement of Transverse Corner ß > 90° (at Low Part of Upper Slope) Illustration 1.3.2l Arrangement of Transverse Corner ß > 90° (at Upper Part of Upper Slope)

Primary Box Primary Box

Secondary Box Secondary Box

Plywood Plywood
Glass Wool Glass Wool
Flexible Foam Flexible Foam

Rigid Insulating Rigid Insulating

Position of T ank 1 Position of T ank 1

Modified
Transverse Ultra Reinforced Transverse
Ultra Reinforced
Bulkhead Primary Box Bulkhead
Ultra Reinforced Ultra Reinforced Primary Box
D D
Secendary Box Secendary Box

1D 1D
3D 3D

8D 9D 8D 9D
7D 7D

6D 6D
3D 3D
Modified
Ultra Reinforced Ultra Reinforced
Primary Box Primary Box
7D 7D

5D 5D
9D 9D

1D 1D

8D 8D
Ultra Reinforced Ultra Reinforced
Secendary Box Secendary Box

Bearin Bearin
g g
Produ Produ
ct ct
Lower L ow e r
Pa Pa
Upper rt of Upper rt of
Slope Slope

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 22 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Illustration 1.3.2m Arrangement of Transverse Corner ß > 90° (at Low Slope) Illustration 1.3.2n Arrangement of Transverse Corner ß > 90° (at Lower Part of Longitudinal
Bulkhead)

Primary Box
Primary Box
Secondary Box
Secondary Box
Plywood
Glass Wool Plywood

Flexible Foam Glass Wool

Rigid Insulating Flexible Foam

Position of T ank 1 Rigid Insulating
Position of T ank 1

Transverse Reinforced Reinforced

Bulkhead Primary Box Reinforced Primary Box
D Reinforced Transverse
Secendary Box Bulkhead Secendary Box
D

1D 1F
3D 3F

8D 8F
9D 9F
7D
7F
6D
3D 6F

3F
Primary Box

7D Reinforced
7F Primary Box

5D 5F
9D
9F
1D
1F
8D
Secendary Box
8F
Reinforced
Secendary Box

Bearin
g
Produc
t
Lower
Slope G Bear
,K in
Lo Prod g
uct
Long wer Part
itudin o
al Bu f
lkhea
d

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 23 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Illustration 1.3.2o Arrangement of Transverse Corner ß > 90° (at Upper Part of Longitudinal
Bulkhead)

Primary Box

Secondary Box

Plywood
Glass Wool
Flexible Foam

Rigid Insulating
Position of T ank 1

Secendary Box Primary Box

Transverse
Bulkhead
D

1F
3F

8F
9F
7F

6F

3F

Primary Box
7F

5F

9F

1F

8F
Secendary Box

Bear
in
Up Prod g
uct
Long per Part
itudin o
al Bu f
lkhea
d

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 24 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual

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

Primary Box Primary Box

Secondary Box Secondary Box

Plywood Plywood
Glass Wool Glass Wool
Flexible Foam Flexible Foam

Rigid Insulating Rigid Insulating

Position of T ank 1 Position of T ank 1

Ultra Reinforced Reinforced

Primary Box Primary Box
Transverse Ultra Reinforced Transverse Reinforced
Bulkhead Secendary Box Bulkhead Secendary Box
B B

3C 3C
1C 1C

Ultra Reinforced
Primary Box Primary Box

3C 3C
6C 6C
7C 7C
9C 9C
8C 8C

Ultra Reinforced Secendary Box

7C Secendary Box 7C
Bearing Bearing
t t
Produc Produc
1C 1C
9C 9C

lope E, H lope G,
K
5C Upper S 5C Upper S

8C 8C

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 25 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Illustration 1.3.2q Arrangement of Transverse Corner ß < 90° (at Lower & Upper Part of Longitudinal Bulkhead)

Primary Box Primary Box

Secondary Box Secondary Box

Plywood Plywood
Glass Wool Glass Wool
Flexible Foam Flexible Foam

Rigid Insulating Rigid Insulating

Position of T ank 1 Position of T ank 1

Reinforced
Primary Box Primary Box

Transverse Reinforced Transverse

Secendary Box Secendary Box
Bulkhead Bulkhead
B B

3E 3E
1E 1E
Reinforced Primary Box
Primary Box

3E 3E

6E 6E
7E g 7E
Bearin t g
9E
Reinforced Produ
c 9E Bearin t
c
Secendary Box Secendary Box Produ
8E 8E

7E 7E

1E 1E
t of d t of d
r Par r Par
9E Lowe l Bulkhea 9E Lowe l Bulkhea
a udina
itudin ongit
Long L

5E 5E
8E 8E

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 26 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Illustration 1.3.3a Temperature and Hull Steel Grades

USCG Conditions IGC Conditions

External Air Temperatuer -18 ℃ External Air Temperatuer 5℃
Wind 5 knots Wind 0
Sea Water Tempreature 0℃ Sea Water Tempreature 0℃

LNG On Secondary Barrier Grade A

Steel Grade Selection LNG On Secondary Barrier Steel Grade Selection
Grade A

-22.9 Grade E Grade A

-5.3 Grade E Grade A
-19.3 -1.2
-19.2 Grade E Grade A
-0.7
Grade E
-27.8 -10.8 Grade A

Grade E Grade E
-19.5 -22.9 Grade E -0.8 -4.8 Insulation Thickness Grade E
-27.7 Insulation Thickness -10.3 Secondary = 0.3000 m
Grade E Grade E
Secondary = 0.3000 m Primary = 0.2300 m
Primary = 0.2300 m

Grade E Grade E
-22.8 -4.5
Cofferdam BHD LNG Cargo Temperature Cofferdam BHD
-19.6 Grade E Grade A -0.8
Grade E Grade A
Grade A Grade A
-26.3
LNG Cargo Temperature
-8.5
-163.0 ℃
-163.0 ℃
Air Inside Cofferdam
Grade D (3) Grade D (3)
-15.9 Air Inside Cofferdam Grade D (3) -0.6 5.0 ℃ Grade D (3)
-15.5 -8.2
5.0 ℃
-11.6
Grade D (3) -4.1
Grade D (3)
-1.0 -5.4
Grade B (2) -0.4 -5.4
Grade B (2)
-7.4 -7.4

Grade B (2) Grade A Grade B (2) Grade A

Grade B (2) Grade B (2)
-1.8 Grade -1.8 Grade
-0.2
A (1) -0.2
A (1)
-3.7 Grade A (1) -3.7 Grade A (1)
Grade D Grade D
Grade A Grade A
-0.3 -0.3

℃ Air Temperature Inside Compartment ℃ Air Temperature Inside Compartment

℃ Inner Hull Steel Plating Temperature ℃ Inner Hull Steel Plating Temperature

℃ Outer Hull Steel Plating Temperature ℃ Outer Hull Steel Plating Temperature

Double Hull & Compartment Temperatures & Steel Grade Selection

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

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 27 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
1.3.3 Deterioration or Failure The temperature of the engine room is assumed equal to: TER = Temperatures of Cofferdams
5 °C
The insulation system is designed to maintain the boil-off losses from the Cofferdam 1 Cofferdam 2
cargo at an acceptable level and to protect the inner hull steel from the The draught of the ship has been taken equal to 11.1 m (Full Temp. inside Temp. of Temp. inside Temp. of
effect of excessively low temperature. If the insulation efficiency should loaded, arrival conditions) Compartment inner hull Compartment inner hull
deteriorate for any reason, the effect may be a lowering of the inner hull
For these conditions Classification Societies require a steel grade USCG
steel temperature resulting in a cold spot and an increase in boil-off from -16.6 -20.7 -59.4 -62.3
distribution as shown in Illustration 1.3.3a, where from the tank upper Conditions
the affected tank. Increased boil-off gas may be vented to the atmosphere
via No.1 vent mast if the increase in boil-off cannot be handled by part, the middle of the longitudinal side wall are in grade ‘E’ steel, and IGC
-7.1 -11.4 -52.9 -56.0
burning in main generators and/or GCU. The inner hull steel temperature the remaining longitudinal steel work grade ‘D’ and ‘B’. Those grades Conditions
must, however, be maintained within acceptable limits to prevent have a minimum operating temperature of -30 °C, -20 °C and -10 °C With
5.0 0.3 5.0 0.3
possible brittle fracture. respectively. The transverse watertight bulkheads between cargo tanks Heating
are of steel grade ‘A’ and are equipped with a glycol water heating Cofferdam 3 & 4 Cofferdam 5
Thermocouples are distributed over the surface of the inner hull but, system. USCG
unless a cold spot occurs immediately adjacent to a sensor, these can only -59.4 -62.3 -7.3 -11.6
Conditions
serve as a general indication of steel temperature. To date, the only In addition to the failure of the membrane, local cold spots can occur due
IGC
reliable way of detecting cold spots is by visual inspections of the ballast to failure of the insulation. -52.9 -56.0 -5.4 -9.8
Conditions
spaces and other spaces bordering to the cargo tank on the loaded voyage.
Whilst the inner hull steel quality has been chosen to withstand the With
5.0 0.3 5.0 0.3
The grade of steel required for the inner hull of the vessel is governed by minimum temperature likely to occur in service, prolonged operation at Heating
the minimum temperature this steel will reach at minimum ambient steel temperatures below 0 °C will cause ice build-up on the plating,
temperature, assuming that the primary barrier has failed, if the LNG is which in turn will cause a further lowering of steel temperature due to the
in contact with the secondary membrane. insulating effect of the ice.

1) For the contiguous hull, environmental conditions are issued To avoid this, glycol heating coils are fitted in the cofferdam spaces, of
from the following USCG guidelines: sufficient capacity to maintain the inner hull steel temperature in the
cofferdams at 0 °C under the worst conditions.
 Air temperature: -18 °C
 Sea water temperature: 0 °C If a cold spot is detected either by the inner hull temperature
 Wind speed: 5 knots measurement system or by visual inspection, the extent and location of
 LNG in contact with the secondary barrier(TLNG = -163 °C). the ice formation should be recorded. Small local cold spots are to be
closely monitored and recorded to check for further deterioration and
Temperature of the fore deep tank has been calculated with the spreading of the ice formation. Further action, if any, is to be agreed to
above conditions: with Company shore organization and GTT.

WARNING
 TDT = -6.6 °C (Equilibrium temperature with heated
In the unlikely event that this remedy is insufficient and it is considered
cofferdams).
unsafe to delay discharge of cargo until arrival at the discharge port, the
2) For the outer hull, conditions are based on the following IMO final recourse will be to jettison the cargo via a spool piece fitted at the
guidelines: cargo liquid manifold, using a single main cargo pump. This course of
action should only be considered after full consultation with the Owners,
 Air temperature: 5 °C Charterers and relevant National Authorities.
 Sea water temperature: 0 °C
 No wind
 LNG in contact with the secondary barrier(TLNG = -163 °C).

Based on the above assumptions, the equilibrium temperature of

the fore deep tank becomes: TDT = 1.8 °C

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 28 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Illustration 1.4a Hazardous Areas and Gas Dangerous Zone Plan

Key

Area Classification As Zone 0

Area Classification As Zone 1

Area Classification As Zone 2

25 m from Air Inlet

Safe Working Load 10t

Safe Working
Load 5t
Elec.
Motor Cargo Comp. Room Cargo Gear Locker & Dry Powder Station
Dry Powder Station & Companion Way
Room
Trunk Space Trunk Space Trunk Space Trunk Space
Fan
RM for
GVU Side Light
Exh.
ace
E/R Sp
) Bosun Store
G/E LO G/E LO O k(S
MDTan
Sett. Stor.
Tank (S) Tank (S) Se
rv. NO.4 Cargo Tank NO.3 Cargo Tank NO.2 Cargo Tank NO.1 Cargo Tank

KR
&S)

)
)

)
(P&S

k(C
(S

S)
S) Prop. Motor
nk(P

S) S) S)
R/G LO

C/L
nk
C/D(S)
Serv HFO

(P&
Sett. HFO
(S )

LO Stor. Tank
Tank

Stor.Tank
(P& (P& (P& P&
Ta

S/G Room TK

Tan
. Ta
TK

Cofferdam

Cofferdam

Cofferdam

Cofferdam

Cofferdam
k(

S)
FW
O
W

(C)
k k k
MG
ain

Ta n Ta n Ta n

&
n
Dr

HFO
Emcy Gas

(P

k
)
Ta
(S ( S)

Tan
BW
Fire nk
B WB B

nk
AP Tank Pump Valve Ta Tan
k
Engine Room &S
)
W W B

Ta
tor.
.4 .3 .2
Unit O

FWD
HF (P

FO
DLWL Space Room
nk OS
NO NO NO W DLWL

B
LS Ta MD
.1 Bow Void

DH
B

NO
W
Thr. &

No.2

ep
R
E/

FW
De
FWD
Pump

.1
D
Side Ta

FW
S/T ng ent Lin

No
SCL O
e Room
CW BW HS
Tank Tank(S
) S/L &
Drain
S

BW S/T LO Drain Tank(C) E/S

E/

BL Clean BL
AP 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 FP
FR. SP. 800 mm FR. SP. 3440 mm FR. SP. 3360 mm FR. SP. 3360 mm FR. SP. 3360 mm FR. SP. 800 mm

2400 mm 2800 mm 2800 mm 2800 mm 2800 mm

Liferaft Accommodation Ladder (P)

21Px2 Side Light

Gangway
Platform Monitor
Station
High AC
Suez
Deck RM
Vegetable

Fish
Dairy

Meat

Exp. CO2 Crew

Foam Room Store O2 (6) Spare Anchor
Room RM No.2 Dry Powder Station
Lob. with Seat
Cargo Switch & Companion Way
Dry Board Room
Bowthruster Provision Store
Room
Eng. Elev. C.T
Chan. Liferaft (6P)
Room
CL CL
Fire
Engine Casing Control Cable
Room Trunk
Jettison
Nozzle
Air Cond.
Machinery Room
No.1
Cargo Switch
Elec. Cargo Comp. Room
Gabbage Board Room Motor Shore Gangway
Paint/ Store
Lamp Incinerator
Room
Room
Store Chemical Spare Propeller with Seat
Store Monitor
Station

Liferaft Side Light

Accommodation Ladder (S)
21Px2

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 29 Part 1 Design Concept of the Vessel
 CORCOVADO LNG
1.4 Hazardous Areas and Gas Dangerous Zone
(See Illustration 1.4a, 1.4b)
Under the IMO code for the Construction and Equipment of Ships
Carrying Gases in Bulk, the following are regarded as hazardous areas:
Cargo Operating Manual
4.2. A hold space where cargo is carried in a cargo containment system
not requiring a secondary barrier;
5. A space separated from a hold space described in 4.1 above by a Gas-
tight steel boundary;
6. A cargo pump room and cargo compressor room;
Ⅳ. IACS E12
The Paint Deck store within a 3m radius of exhaust mechanical
ventilation outlet, within a 1m radius of natural inlet & exhaust
ventilation openings and access door

Gas dangerous spaces or zones are zones on the open deck within 3.0 m
of any cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo
valve and entrances and ventilation openings to the cargo compressor
house. They also include the open deck over the cargo area and 3 m
forward and aft of the cargo area on the open deck up to a height of 2.4
m above the weather deck, and a zone within 2.4 m of the outer space of
the cargo containment system where such spaces are exposed to the
weather.
The entire cargo piping system and cargo tanks are also considered gas
dangerous.
In addition to the above zones, the Code defines other gas-dangerous
spaces.
7. A zone on the open deck, or semi-enclosed space on the open deck,
within 3 m of any cargo tank outlet, gas or vapour outlet, cargo pipe
flange or cargo valve or of entrances and ventilation openings to cargo
pump rooms and cargo compressor rooms;
8. The open deck over the cargo area and 3 m forward and aft of the
cargo area on the open deck up to a height of 2.4 m above the weather
deck;
9. A zone within 2.4 m of the outer surface of a cargo containment
system where such surface is exposed to the weather;
10. An enclosed or semi-enclosed space in which pipes containing
products are located. A space which contains gas detection equipment
complying with 13.6.5 and a space utilizing boil-off gas as fuel and
complying with Chapter 16 are not considered gas-dangerous spaces
in this context;
Ⅴ. GAS DANGEROUS ZONE PLAN (DNV Rule Parts.5, Chap.5
Sec.1)
- Within 3 m of cargo tank openings, cargo pipe flanges, cargo valves or
of opening to gas- dangerous spaces containing gas sources, e.g. cargo
pipe flanges, cargo valves, cargo pumps or compressors.
- Within 3 m of ventilation exhaust openings from cargo pump rooms and
compressor rooms.
- Within 9m of cargo tanks pressure relief exhaust exits.
Illustration 1.4b Hazardous Areas and Gas Dangerous Zone
Plan

The area around the air swept trunking, in which the gas fuel line to the 11. A compartment for cargo hoses; or
engine room is situated, is not considered a gas dangerous zone under the 12. An enclosed or semi-enclosed space having a direct opening into any
above Code. gas-dangerous space or zone.

All electrical equipment used in these zones, whether a fixed installation
or portable, is certified ‘safe type equipment’. This includes intrinsically
safe electrical equipment, flame-proof type equipment and pressurised
enclosure type equipment. Exceptions to this requirement apply when the
zones have been certified gas free, e.g. during refit.
GENERAL NOTE (IGC CODE)
I. GAS DANGEROUS SPACE OR ZONE (IGC Code - 1.3.17)
1. A space in the cargo area which is not arranged or equipped in an
approved manner to ensure that its atmosphere is at all times
maintained in a gas-safe condition ;
2. An enclosed space outside the cargo area through which any piping
containing liquid or gaseous products passes, or within which such
piping terminates, unless approved arrangements are installed to
prevent any escape of product vapour into the atmosphere of that
space ;
3. A cargo containment system and cargo piping;
4.1. A hold space where cargo is carried in a cargo containment system
requiring a secondary barrier;
II. CARGO TANK VENT SYSTEM (IGC Code - 8.2.10)
A. Cargo tank pressure relief valve vent exits should be arranged at a
distance at least equal to B or 25m whichever is less from the nearest
air intake or opening to accommodation spaces, service spaces and
control stations, or other gas safe spaces,
B. All other vent exits connected to the cargo containment system
should be arranged at a distance of at least 10m from the nearest air Trunk Space
intake or opening to accommodation spaces, services spaces and
control stations, or other gas safe spaces.
C. The Height of cargo tank pressure relief valve vent exits should be
not less than B/3 or 6m, whichever is the greater, above the weather
deck and 6m above the working area and cargo lines and the fore and
aft gangway. Cargo Tank
DLWL DLWL
III. MECHANICAL VENTILATION IN THE CARGO AREA
(IGC Code 12.1.6)
Ventilation exhaust ducts from gas dangerous spaces should discharge
upwards in locations at least 10m in the horizontal direction from WB Tank PD WB Tank
ventilation intakes and opening to accommodation spaces, service spaces CL
and control stations and other gas safe spaces.

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 30 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 1 - 31 Part 1 Design Concept of the Vessel
 CORCOVADO LNG Cargo Operating Manual
Part 2 : Properties of Gases
2.1 Characteristics of LNG ................................................................2 - 2
2.1.1 Physical Properties and Composition of LNG .................2 - 2
2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures ....
...................................................................................................2 - 5
2.1.3 Supplementary Characteristics of LNG............................2 - 6
2.1.4 Avoidance of Cold Shock to Metal ...................................2 - 9
2.2 Properties of Nitrogen and Inert Gas ......................................... 2 - 10
2.3 Hazards, Safety and First Aid .................................................... 2 - 10
2.3.1 Rollover of Cargo ........................................................... 2 - 10
2.3.2 Potential Hazards of LNG to Human Beings ................. 2 - 11
2.3.3 Protective Clothing and Equipment................................ 2 - 11
2.3.4 Cryogenic / Freeze Burns ............................................... 2 - 11
2.3.5 Treatment of Cryogenic Burns ....................................... 2 - 11
2.3.6 LNG Asphyxiation ......................................................... 2 - 12
2.3.7 Cardiopulmonary Resuscitation ..................................... 2 - 12
2.3.8 Treatment for Shock ....................................................... 2 - 13

Illustrations
2.1.1a Density Ratio Methane/Ambient Air versus Temperature ......2 - 1
2.1.1b Boiling Point of Methane in Relation to Pressure ..................2 - 3
2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures ....2 - 5
2.1.3a Temperature and Steel Grades ................................................2 - 7
2.1.4a Structural Steel Ductile to Brittle Transition Curve ................2 - 9
2.3.7a CAB of Resuscitation ........................................................... 2 - 14

Part 2
Properties of Gases
IMO No. 9636711 / 1st Draft (2013.09.30) Part 2 Properties of Gases
 CORCOVADO LNG Cargo Operating Manual
Illustration 2.1.1a Density Ratio Methane/Ambient Air versus Temperature

+20

0
Lighter than air
- 20

- 40

Methane vapour - 60
temperature
- 80

-100
-112.5
-120
Heavier than air
-140

-160

1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5

Density of Methane Vapour

Ratio =
Density of Air

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

IMO No. 9636711 / 1st Draft (2013.09.30) 2–1 Part 2 Properties of Gases
 CORCOVADO LNG Cargo Operating Manual
Part 2 : Properties of Gases cloud as a result of the condensation of the moisture in the ambient air as Table 2 Examples of Typical LNG Composition
it mixes with the cold vapour. Ras Das Standa
Bonny Yemen
2.1 Characteristics of LNG Laffan Islands rd
NOTE Methane (mol %) 84.5 90.28 90.53 89.63 93.12
2.1.1 Physical Properties and Composition of LNG The flammable range of vented LNG vapour-air mixture will most Ethane (mol %) 12.9 6.33 4.94 6.32 5.89
likely not extend significantly far beyond the perimeter of the white Propane (mol %) 1.5 2.49 2.89 2.16 0.84
The main constituents of natural gas are a mixture of hydrocarbons and cloud which forms.
Butane (mol %) 0.5 0.49 0.85 1.20 0.07
nitrogen. When these are liquefied into LNG, they form a clear, odourless
and colourless liquid. LNG is usually stored and transported in a Additionally, the auto-ignition temperature of methane is 595°C. This is Iso-Butane (mol %) 0.00 0.00 0.68 0.00 0.05
cryogenic state at approximately -160°C; which is very near its boiling the highest temperature to which the gas needs to be heated, in order to Pentane (mol %) 0.00 0.02 0.07 0.00 0.00
point at atmospheric pressure. result in self-sustained combustion without ignition by a flame or spark.
Iso-Pentane(mol %) 0.00 0.00 0.00 0.00 0.00

The composition of LNG from a typical loading terminal is given in Nitrogen (mol %) 0.6 0.41 0.07 0.69 0.03
Methane in air (21% oxygen) has a flammability range of approximately
Table 2, with the major constituent gases and physical properties of the 5.3 to 14% (by volume). To reduce the flammability range, the air within Average Molecular
17.88 18.56 18.24 18.12 17.28
LNG from each source given in Table 1. Weight
the cargo containment system is displaced with inert gas from the inert
Boiling Point at
gas generators until the oxygen content is reduced to 2%. This is done
Atmospheric -160.8 -161.0 -159.4 -160.C -160.8
Depending on the source and liquefaction process, the actual LNG prior to gassing up after dry docking. In theory, an explosion of the Pressure (°C)
composition of each loading terminal will vary, but the main constituent methane and air mixture cannot occur if the O2 content is below 13%. Density (g/cm3) 0.461 0.456 0.459 0.459 0.445
of each source is always methane. Ethane, propane, butane and pentane This is regardless of the percentage of methane. However for safety
Lower Heating
constitute a small percentage of heavier hydrocarbons found within the reasons, purging continues until the O2 content is below 2% by volume. 49.347 49.561 49.705 49.394 49.461
Value (MJ/kg)
LNG. A very small percentage of nitrogen is usually contained within the
LNG as well. NBO (Natural Boil-Off) Composition
Nitrogen content (mol %) 0.74%
Prior to custody transfer, accurate calculations of the density and heating
Methane content (mol %) 99.23%
value of the LNG will be required. At this time, the specific properties of
the LNG (based on actual component analysis) must be used for the Ethane content (mol %) 0.03%
calculations. With most other engineering calculations (e.g., pressure Lower Heating Valve (MJ/kg) 49.672
losses in piping), the physical properties of pure methane can be assumed
to represent those of LNG. Table 1 Physical Properties of LNG
Methane Ethane Propane Butane Pentane Nitrogen
Vaporisation (known as boil-off) of part of the cargo, occurs during CH4 C2H6 C3H8 i-C4H10 n- C4H10 i-C5H12 n-C5H12 N2
normal sea voyages, when heat is transferred to the LNG cargo through Molecular Weight - 16.042 30.068 44.094 58.120 58.120 72.150 72.150 28.016
the cargo tank insulation. As a result of this boil-off, the composition of Boiling Point at 1 bar absolute °C -161.5 -88.6 -42.5 -11.7 -0.5 28 36.1 -196°C
the LNG changes as the lighter constituents within it (which have lower Liquid Density at Boiling Point kg/m3 426.0 544.1 580.7 593.4 601.4 624 626 808.6
boiling points at atmospheric pressure) vaporise first. As the methane and Vapour SG at 15 °C and 1 bar absolute - 0.554 1.046 1.540 2.51 2.52 2.49 2.49 0.97
nitrogen boil-off before the heavier gases, the discharged LNG generally Gas volume/liquid volume Ratio at
- 630 413 311 236 239 205 207 649
has slightly higher percentages of ethane, propane and butane, and lower Boiling Point and 1 bar absolute
percentages of nitrogen and methane content than the LNG that was 5.3 to 3 to 1.8 to 1.8 to 1.4 to 1.5 to Non-
Flammable Limits in air by Volume % 2.1 to 9.5
loaded. 14 12.5 8.4 8.4 7.6 7.8 flammable
Auto-Ignition Temperature °C 537 472 450 460 365 420 309 --
As is shown in illustration 2.1.1a, depending on the LNG’s composition, Lower Heating Value (LHV) MJ/kg 50.009 47.794 46.357 45.613 45.752 45.241 45.357 -
at vapour temperatures of -112.5°C or higher, the boil-off vapour from Vaporisation Heat at Boiling Point kJ/kg 510.4 489.9 426.2 385.2 385.2 357.5 357.5 199.3
the LNG is lighter than air. For this reason, if in emergency vapour is Critical Temperature °C -82.5 32.3 96.7 135.0 152.0 187.0 160.6 -146.9
vented to atmosphere, it tends to be rapidly dispersed as it rises above the Critical Pressure bar(a) 43 48.2 41.0 36.5 38 33.4 31.6 34
vent outlet. The vapour-air mixture will then appear as a visible white

IMO No. 9636711 / 1st Draft (2013.09.30) 2–2 Part 2 Properties of Gases
 CORCOVADO LNG Cargo Operating Manual
Illustration 2.1.1b Boiling Point of Methane in Relation to Pressure

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

50

40

30

20

Propane
2mol% Ethane PRESSURE
bar(absolute)
10
9
8
7
Methane Ethylene Ethane Propylene Propane
6

4
Butadrene
1.3
3
N. Butane

1
0.9
0.8
0.7

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

TEMPERATURE( 0 C)

IMO No. 9636711 / 1st Draft (2013.09.30) 2–3 Part 2 Properties of Gases
 CORCOVADO LNG Cargo Operating Manual
Variation in Boiling Point of Methane in Relation to Pressure
(See Illustration 2.1.1b)

As pressure increases, the boiling point of methane increases. This

variation can be shown in the diagram over the normal range of pressures
for pure methane. The relationship between the pressure of LNG and its
boiling point will follow a line approximately parallel to the one shown for
100% methane.

NOTE
Heavier components present in the LNG will increase the boiling point
of the cargo for a given pressure.

IMO No. 9636711 / 1st Draft (2013.09.30) 2–4 Part 2 Properties of Gases
 CORCOVADO LNG Cargo Operating Manual
Illustration 2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures 2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures

WARNING
B Area EDFE A flammable mixture of methane and air must be avoided at all times.
21 flammable
E
20 The vessel must be operated in a manner which prevents the formation of a
19 Caution flammable mixture of methane. A diagram is therefore used to illustrate and
F This diagram assumes complete mixing help conceptualize the relationship between flammability and gas/air
18 which, in practice, may not occur. composition for all possible mixtures of methane, air and nitrogen
17 (Illustration 2.1.2.a).
Y
16 In the diagram, vertical axis A-B illustrates oxygen-nitrogen mixtures with
M
15 no methane present. These range from 0% oxygen (100% nitrogen at point
N Mixtures of air and methane A), to 21% oxygen (79% nitrogen at point B). The composition of
14
G X cannot be produced above atmospheric air is represented by the latter point.
13 line BEFC
D Horizontal axis A-C illustrates methane-nitrogen mixtures with no oxygen
12
present. These range from 0% methane (100% nitrogen at point A), to
11 100% methane (0% nitrogen at point C).
%
10
At any single point on the diagram within the ABC triangle, a mixture of all
O 9 three components (oxygen, methane, and nitrogen), can be represented. The
x
8 total volume is made up of a specific proportion of each, and from a single
y
point on the diagram, the proportions of each of the three constituents
g 7
e illustrated can be read.
n 6
Point D for example, would be read:
5
 Oxygen: 12.2% (read on axis A-B)
4 Area HDFC
capable of forming flammable  Methane: 6.0% (read on axis A-C)
3 mixtures with air, but containing  Nitrogen: 81.8% (remainder)
2 too much methane to explode

1 There are three main sectors of the diagram:

Z C 1) The Flammable Zone; Area EDF: Any mixture represented by a

A 0 10 H 20 30 40 50 60 70 80 90 100 point within this area is flammable.
Methane % 2) Area HDFC: Any mixture represented by a point within this area is
Area ABEDH
capable of forming a flammable mixture when mixed with air;
not capable of forming
however the methane content is too high to ignite.
flammable mixture
with air 3) Area ABEDH: Any mixture represented by a point that lies within
this area is not capable of forming a flammable mixture when
mixed with air.

IMO No. 9636711 / 1st Draft (2013.09.30) 2–5 Part 2 Properties of Gases
 CORCOVADO LNG
How to Use Diagram 2.1.2a
It should be assumed that point Y on the oxygen-nitrogen axis is joined
by a straight line to point Z on the methane-nitrogen axis. If an 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.
When relating this to the process of inerting a cargo tank prior to gassing
up and cool down, it should be assumed that at point B, the tank is
initially full of air. At point G, the oxygen content is reduced to 13% by
the addition of nitrogen. With the addition of methane, the composition
of the mixture will change along line GDC (which it should be noted,
does not pass through the flammable zone), but is tangential to it at point
D. Before the addition of methane, if the oxygen content is decreased
further to any point between 0% and 13% (i.e. between points A and G),
with the addition of methane the change in composition will not pass
through the flammable zone.
In theory, when inerting, it is therefore only necessary to add nitrogen to
air until the oxygen content is reduced to 13%. However, for added safety,
the oxygen content is reduced to 2% during inerting because a complete
and thorough mixing of air and nitrogen may not always take place in
practice.
A procedure similar to this is followed when inerting a full tank of
methane gas with nitrogen, prior to aeration. At point C, assume that
nitrogen is added to the tank containing methane, until at point H, the
methane content is reduced to approximately 14%. The composition
mixture will change along line HDB as air is added, and again, this is
tangential at D to the flammable zone, but does not pass through it. When
inerting a tank containing methane (for the same reasons as when
inerting a tank containing air), the tank should be brought well below the
theoretical level of 14% methane content. This is because a complete and
thorough mixing of methane and nitrogen may not always take place in
practice.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
Avoiding Flammable Mixtures in Cargo Tanks and Piping
The following summarizes the procedures for avoiding flammable
mixtures in cargo tanks and piping:
NOTE
Portable analyzers used for measuring methane content by oxidizing a
sample over a heated platinum wire and then measuring the increased
temperature from this combustion will not work with methane-nitrogen
mixtures that do not contain oxygen. Check to ensure that the portable
instruments supplied are of the infrared type which have been specially
developed to work with methane-nitrogen mixtures that do not contain
oxygen.
1) Prior to admitting methane at ambient temperature, all tanks and
piping containing air are to be inerted with inert gas or nitrogen.
Continue until all sampling points indicate that the dew point is
less than -40°C, and the oxygen content is 2.0% by volume or
less.
2) Before admitting any air, all tanks and piping containing
methane are to be inerted with inert gas or nitrogen. Continue
until all sampling points indicate that the dew point is less than
-40°C, and the methane content is 2.0% by volume.
2.1.3 Supplementary Characteristics of LNG
1. Reactivity
Because at high concentrations, methane tends to dilute the quantity of
oxygen in the air to less than that needed to sustain life, it is considered
an asphysxiant. It is also a greenhouse gas and as such is considered a
pollutant in the upper atmosphere. (See Rules and Regulations e) on page
1-8.) However because of its inactivity, insolubility and volatility it is not
considered a pollutant in water.
2. Cryogenic Temperatures
Both LNG itself, and any materials that are chilled to temperatures of
approximately-160°C, are potentially dangerous, and any physical
contact with them may cause severe damage to living tissue. With the
exception of specially formulated alloys, designed specifically to
withstand cryogenic temperatures, the majority of metals will lose their
ductility at cryogenic temperatures. This means that LNG liquid can very
likely cause the brittle fracture of most metals and other many materials.
2–6
In a worse case scenario, if LNG liquid were to spill freely on the
vessel’s deck, the restricted possibilities for the plating to contract, and
the high thermal stresses generated would likely result in brittle fracture
of the steel. Illustrations 1.3.3a and 2.1.3a show a typical ship section and
the various parts of the structure with their minimum acceptable
temperatures of steel grades selected.
3. Behaviour of LNG in the Cargo Tanks
The basic properties of LNG, for example its density, heating value and
boiling point, tend to increase during a laden voyage.
LNG is comprised of a mixture of several constituents. Each of these has
different physical properties, and in particular, different vaporisation
rates. The more volatile portions of the cargo vaporises at a faster rate
than the less volatile portions. The boiling of the cargo produces vapour
that contains higher concentrations of the more volatile portions than
those of the LNG.
Within the cargo tanks, the containment system maintains the pressure of
the LNG vapour relatively constant at just slightly above atmospheric
pressure.
Any external heat which passes through the tank insulation produces
convection currents within the cargo, and the heated LNG rises to the
surface and vaporises, or boils. This is commonly referred to as boil-off.
The vaporisation of the LNG is a result of heat leaking into the cargo
tanks from the outer environment through the cargo tank insulation. The
LNG will remain at its boiling temperature as long as the vapour
produced is continuously removed by maintaining the pressure
substantially constant.
The LNG temperature will decrease if the vapour pressure drops as a
result of removing more vapour than is generated. Therefore to reduce
the pressure to a level corresponding to the equilibrium with its
temperature, LNG vaporisation is accelerated. The result is increased
heat transfer from the LNG to the vapour.
Part 2 Properties of Gases
 CORCOVADO LNG Cargo Operating Manual
Illustration 2.1.3a Temperature and Steel Grades

USCG Conditions IGC Conditions

External Air Temperatuer -18 ℃ External Air Temperatuer 5℃
Wind 5 knots Wind 0
Sea Water Tempreature 0℃ Sea Water Tempreature 0℃

LNG On Secondary Barrier Grade A

Steel Grade Selection LNG On Secondary Barrier Steel Grade Selection
Grade A

-22.9 Grade E Grade A

-5.3 Grade E Grade A
-19.3 -1.2
-19.2 Grade E Grade A
-0.7
Grade E
-27.8 -10.8 Grade A

Grade E Grade E
-19.5 -22.9 Grade E -0.8 -4.8 Insulation Thickness Grade E
-27.7 Insulation Thickness -10.3 Secondary = 0.3000 m
Grade E Grade E
Secondary = 0.3000 m Primary = 0.2300 m
Primary = 0.2300 m

Grade E Grade E
-22.8 -4.5
Cofferdam BHD LNG Cargo Temperature Cofferdam BHD
-19.6 Grade E Grade A -0.8
Grade E Grade A
Grade A Grade A
-26.3
LNG Cargo Temperature
-8.5
-163.0 ℃
-163.0 ℃
Air Inside Cofferdam
Grade D (3) Grade D (3)
-15.9 Air Inside Cofferdam Grade D (3) -0.6 5.0 ℃ Grade D (3)
-15.5 -8.2
5.0 ℃
-11.6
Grade D (3) -4.1
Grade D (3)
-1.0 -5.4
Grade B (2) -0.4 -5.4
Grade B (2)
-7.4 -7.4

Grade B (2) Grade A Grade B (2) Grade A

Grade B (2) Grade B (2)
-1.8 Grade -1.8 Grade
-0.2
A (1) -0.2
A (1)
-3.7 Grade A (1) -3.7 Grade A (1)
Grade D Grade D
Grade A Grade A
-0.3 -0.3

℃ Air Temperature Inside Compartment ℃ Air Temperature Inside Compartment

℃ Inner Hull Steel Plating Temperature ℃ Inner Hull Steel Plating Temperature

℃ Outer Hull Steel Plating Temperature ℃ Outer Hull Steel Plating Temperature

Double Hull & Compartment Temperatures & Steel Grade Selection

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

IMO No. 9636711 / 1st Draft (2013.09.30) 2–7 Part 2 Properties of Gases
 CORCOVADO LNG
4. LNG Spills on Water
When LNG comes into contact with water, its boiling rate is extremely
rapid as a result of the considerable temperature difference between the
water and LNG. It will continue to spread over an area indefinitely large,
resulting in its rate of evaporation magnifying until it has completely
vaporized, and no comprehensible ice layer will form on the water. The
cloud of flammable LNG and air mixture may extend downward
(towards sea level) for large distances. This is because the lack of
topographical features at sea level reduces the effect of turbulent mixing.
Only when the methane is warmer than -100°C, will it lighter than air.
When LNG strikes water, the possibility for flameless explosions exists
(under special circumstances) if the methane content is below 40%. This
can result from a phenomenon where the LNG can become locally
superheated to a maximum limit, and whereby a rapid boiling then
occurs. However, as commercial methane is far richer in methane content
than 40%, it would require a lengthy storage time before its methane
would age to below that concentration.
5. LNG Liquid Agitated by Water
In the event that LNG liquid has been found accumulated in a drip tray or
the like (as the result of some leakage), the LNG should be allowed to
boil-off naturally or the drip tray slowly warmed by spraying water at its
base or sides. Do not direct the water jet directly into the tray.
WARNING
Never direct a water jet at any LNG liquid that has collected in a drip
tray or the like, as this will result in a severe eruption from the rapid
expansion and boiling of the LNG liquid, and a blasting outward of
potentially damaging or dangerous ice-particles.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
6. Vapour Clouds
A vapour cloud of LNG may form if there is no immediate ignition of an
LNG spill. This cloud is generally long, thin, and somewhat “cigar
shaped”. Under certain conditions, it may travel a considerable distance
before its concentration falls below the lower flammable limit. As this
cloud may ignite and then burn with the flame moving back towards the
source, this concentration is very important. Initially, as the cold vapour
is denser than air, it tends to hug the surface. Weather conditions will
likely determine the cloud dilution rate, and any thermal inversion will
greatly lengthen the distance the cloud travels before it becomes non-
flammable.
The major and most immediate danger of an LNG vapour cloud occurs if
it is ignited. Just the heat from such a fire is extremely dangerous, and
would probably be fatal to anyone within the cloud itself. Although it
may not be a major threat to anyone beyond the cloud itself, the potential
for thermal radiation burns would still exist.
2–8 Part 2 Properties of Gases
 CORCOVADO LNG Cargo Operating Manual
2.1.4 Avoidance of Cold Shock to Metal  Fire hoses are always laid out at each liquid dome to deal with WARNING
any small leakages that may develop at valves and flanges. In the event of a major leakage or spillage, cargo operations must be
At low or cryogenic temperatures, structural steels are subject to brittle stopped immediately, the general alarm sounded and the emergency deck
 During any type of cargo transfer and particularly while loading
fractures. With brittle steel, very little energy is required for a fracture to water spray system put into operation.
and discharging, constant patrolling is conducted on deck to
extend once it has been initiated. As such, these fractures are therefore
potentially catastrophic. Conversely, the energy needed to extend a ensure that no leakages have developed.
fracture in a tougher material is inadequate to continue to propagate the  In the event of a spillage or leakage, water spray is to be
fracture when it runs into an appropriately stronger material. directed at the spillage to disperse and evaporate the liquid and
to protect the steelwork. The leak must be stopped and cargo
Structural steels of plain carbon generally have a brittle to ductile operations suspended if necessary.
behavior transition occurring in the range of -50°C to +30°C. As the
carriage temperature of LNG is -162°C, the use of plain carbon steels as
LNG materials is effectively not possible. As is shown in the illustration Illustration 2.1.4a Structural Steel Ductile to Brittle Transition
2.1.4a Structural Steel Ductile to Brittle Transition Curve (which is a Curve
typical transition curve for plain carbon steels), the effect can be
analyzed by measuring the energy absorbed in breaking a notched bar
and monitoring it against a transition curve.
Brittle Fracture transition Ductile
Materials which therefore do not have such high transition from ductile fracture range (mixed fracture fracture
to brittle fracture as the temperature is lowered, have for this reason appearance)
found useful applications in cryogenic systems in general and Notched
particularly in LNG carriers. Some examples of these materials are: Invar bar test
(which is comprised of a 36% nickel-iron alloy), austenitic stainless steel, Energy
9% nickel steel and some aluminum alloys such as 5083 alloy. absorbed
With regards to the materials used in construction of the cargo tanks and
containment system, the chance of an unstable brittle fracture
For a typical mild steel:
propagating, even if the materials used were overloaded, is negligible as T1 might be -30°C
all of these materials behave in a ductile manner at -162°C. T2 might be +15°C
Although this depends
Careful measures must however be taken to ensure that LNG and liquid on composition, heat
nitrogen do not come into contact with the steel structure of the vessel treatment etc. the curve
itself, in order to avoid brittle fracture occurring. can shift to left or right.
For this reason, the following special equipment is provided and
procedures followed to effectively deal with any leakages that may
occur:

 The manifold areas are equipped with stainless steel drip trays
which collect any LNG spillage and drain it overboard.
 Permanent drip trays are also fitted underneath any areas that T1 T2
are most likely to cause problems in the event leakages.
 The vessel (by way of the manifolds), is provided with a water Temperature
curtain that is supplied by the deck fire main.
 The fire main is always pressurized and the manifold water
curtain in operation when undertaking any cargo operations.

IMO No. 9636711 / 1st Draft (2013.09.30) 2–9 Part 2 Properties of Gases
 CORCOVADO LNG Cargo Operating Manual
2.2 Properties of Nitrogen and Inert Gas WARNING 2.3 Hazards, Safety and First Aid
Due to the absence of oxygen, nitrogen is an asphyxiant and will not
1. Nitrogen
maintain life. 2.3.1 Rollover of Cargo
Nitrogen on the vessel is produced either by the nitrogen generators on
2. Inert Gas A phenomenon known as “rollover” can cause a loss of containment and
board that separate air into nitrogen and oxygen based on a hollow fibre
lead to the formation of LNG liquid pools. Caused by stratification
membrane principle, or by the vaporisation of liquid nitrogen supplied
from shore. The inert gas on board the vessel is produced using an inert gas generator. within a storage tank, LNG “rollover” refers to a rapid release of LNG
The inert gas generator burns low sulphur content gas oil, and produces vapours from a tank. When two separate layers of different densities (as a
The nitrogen is used on board for: inert gas at 16,000 Nm3/h, with a -45°C dew point. The plant is also able result of different LNG compositions) exist in a tank, the possibility of
to produce dry air at 16,000 Nm3/h, with a -45°C dew point. rollover arises.
 Purging of cargo pipe lines
 Purging the heaters In order to prevent any dangerous air/CH4 mixture prior to aeration, and Fig.1 Stratification within an LNG Cargo Tank
after warm up, inert gas is used to reduce the oxygen content in the cargo
 Purging the boiler gas lines
containment system, tanks, piping and compressors. It is also used before
 Pressurisation of the insulation spaces refit or repairs, and prior to the gassing up operation after refit and before
Boil off
 Sealing of the gas compressors cooling down.

 Fire extinguishing in the vent masts Inert gas weighs; 1.35 kg/m3 at 20°C (inert gas is slightly denser than air).
Heat Lighter layer gets denser Heat
Nitrogen is both an odorless and colorless gas at room temperature, and WARNING
under standard conditions its density is near that of air; 1.25 kg/m3. As Due to the absence of oxygen, inert gas is an asphyxiant and will not
nitrogen represents 79% by volume of the Earth’s atmosphere, it is the maintain life.
most common gas found in nature.
Heat Denser layer gets lighter Heat
When nitrogen is cooled to a temperature of -196°C under atmospheric Inert Gas Composition
pressure, it changes to a liquid state, with a density of 810 kg/m3, and a
vaporisation heat of 199 kJ/kg.
Oxygen < 1% in vol. Heat Heat
Chemical and Physical Properties of Nitrogen Carbon dioxide < 14% in vol.
Carbon monoxide < 100 ppm by vol.
Molecular weight 28.016 The mechanism behind “rollover” is that basically, in the top layer, the
Sulphur oxides (SOx) < 1 ppm by vol. liquid becomes warmer as a result of heat leaking into the tank and rises
Boiling point at 1 bar absolute (0.1MPaA) –196°C
Nitrogen oxides (NOx): < 75 ppm by vol. up to the surface, where it then evaporates.
Liquid Density at boiling point 808.6
Nitrogen balance
Vapour SG at 15°C and 1 bar absolute (0.1MPaA) 0.97 As the lighter gases are preferentially evaporated, the liquid in the upper
Dew point < -45°C
Gas volume/liquid volume ratio at –196°C 649 layer becomes denser. In the bottom layer, the warmed liquid rises
Soot (on Bacharach scale) 0 (complete absence) towards the interface by free convection but does not evaporate due to
Non-
Flammable limits the hydrostatic head exerted by the top layer. In this way, the lower layer
flammable
Dew point of 100% pure N2 < –80°C becomes warmer and less dense.

Nitrogen is considered an inert gas; being non-flammable and without The two layers mix rapidly, as the densities of two layers approach each
chemical affinity. At high temperatures, it can be combined with other other. The lower layer (which has been superheated) gives off large
gases and metals. amounts of vapour as it rises to the surface of the tank. This phenomenon
is termed “rollover”.
Due to its extremely low temperature in liquid state, liquid nitrogen is
potentially dangerous, and any physical contact with it may cause severe
damage to living tissue. Additionally, any spillage of liquid nitrogen on the A rapid release of large quantities of vapour, leading to potentially
decks of the vessel can result in damage or even fractures to the decks hazardous situations is the greatest risk arising from a rollover accident.
having the same consequence as if LNG is spilled on the decks. In addition, the tank pressure relief system may not be able to handle the

IMO No. 9636711 / 1st Draft (2013.09.30) 2 – 10 Part 2 Properties of Gases

 CORCOVADO LNG
rapid boil off rates, which could result in tank failure, leading to the rapid
release of large amounts of liquid LNG then forming into a liquid pool.
Rollover can be effectively avoided by carefully monitoring the
composition of all LNG streams added to the tanks, and by keeping the
tank contents well-mixed using mechanical means such as pumps to
circulate the liquid. It should also be noted that the phenomenon of
rollover only happens rarely, and typically only if two different cargos
have been loaded together in the same tank.
Stratification can also be prevented by measuring the density of the cargo
while unloading an LNG vessel and, if necessary, adjusting the unloading
procedures accordingly. Additionally, the LNG storage tanks have
rollover protection systems which include pump-around mixing systems
and distributed temperature sensors.
2.3.2 Potential Hazards of LNG to Human Beings
The general scale of the potential hazards of a large LNG spill over water,
were provided by using existing experimental data that was evaluated
and analyzed to assess several potential spill hazards including:
asphyxiation, cryogenic burns and cryogenic damage to the ship from
very cold LNG, dispersion, fires, and explosions.
When LNG is spilled from a tank onto water, it forms a pool of liquid on
the water. A fog like vapour cloud then forms close to the water as the
liquid warms and changes into natural gas vapour. Ambient air mixes
with the cloud as it continues to warm up, and eventually the natural gas
vapour disperses into the atmosphere. This cloud could however drift
into populated areas before completely dispersing under certain
atmospheric conditions.
Any persons who come into contact with an LNG vapour cloud could
potentially be asphyxiated, as an LNG vapour cloud displaces the oxygen
in the air. Additionally, depending on the conditions, LNG vapours can
be flammable. If the LNG vapour cloud ignites, the resulting fire will,
depending on available oxygen, burn back through the vapour cloud
toward the initial spill. It will continue to burn above the LNG that has
pooled on the surface resulting in what is known as a pool fire.
Experimental data for small scale LNG fires have shown that LNG fires
burn hotter than oil fires of the same size. Both the high temperatures of
an LNG fire and the cold temperatures of the spilled LNG, have the
potential to seriously damage the tanker and result in a cascading failure
of the vessel. A cascading failure could also greatly escalate the severity
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
of the original incident.
2.3.3 Protective Clothing and Equipment
Cryogenic liquids flow very freely and can penetrate woven or other porous
clothing much faster than water. The wearing of appropriate protective
clothing can greatly reduce the risk of cryogenic burns through
accidental exposure to LNG liquid.
Protection can range from loose fitting fire resistant gloves (usually made
from leather or PVC) and full face shields, to special extra protection
multi-layer clothing, depending upon the risk of exposure.
All personnel must therefore wear gloves, face masks and other
protective clothing as a protection from freezing liquids when entering
and working in potentially hazardous areas.
The following types of protective clothing are recommended:
 Eye/Face Protection:
Safety goggles or glasses as appropriate for the job
A full face shield when handling any cryogenic material
 Skin Protection:
Protective gloves of any material appropriate for the job. Loose
fitting insulated gloves are recommended for cryogenic
materials. They must be loose so that they can be thrown off
quickly if liquid spills into them (non-porous, full body
cryogenic suit).
 Respiratory Protection:
Positive pressure air line with full-face mask and escape bottle
or self-contained breathing apparatus should be available for
emergency use.
 Other/General Protection:
Safety boots high enough to be covered by a cryogenic suit
with out-cuffs.
2.3.4 Cryogenic / Freeze Burns
Cryogenic burns can occur from direct body contact with cryogenic
liquids, metals, and cold gas. LNG itself or materials that have been
chilled to its temperature of approximately -160 °C are extremely
dangerous and will damage living tissue they come in contact with.
Cryogenic burns will injure personnel and others who come in contact
2 – 11
with cryogenic materials resulting in serious injury and even death.
Direct contact with metal at cryogenic temperatures, or exposure to LNG
can damage skin tissue much more rapidly than exposure to LNG vapour.
It may also be possible for personnel to physically quickly move away
from cold LNG vapour before they are injured by it.
2.3.5 Treatment of Cryogenic Burns
In the event of contact with LNG liquid or cryogenic materials, first flush
the affected area with lukewarm water. Do not use a forceful flow of
water as this could cause tissue damage. Do not apply direct heat. Move
the injured to a warm location (approximately 22 °C; 70 °F) and treat for
shock. Seek immediate medical attention.
While waiting for medical attention:
 Continue to flush the affected area of the skin with lukewarm
water
 Loosen the injured clothing and remove any tight jewellery
 Keep the patient warm and at rest
 Do not allow the injured to smoke and do not offer hot
beverages.
Other Specifics:
 Eye
Do not wash the eyes with hot or lukewarm water. Never
introduce oil or ointment into the eyes without first receiving
medical advice. Open eyelids wide to allow any liquid that has
entered to evaporate. If the injured cannot tolerate light, protect
the eyes with a light bandage or handkerchief. Treat for shock.
Seek immediate medical attention.
 Skin
Remove any contaminated clothing and flush the affected area
with cold water and soap. Do not use hot water. A physician
should see the patient promptly if the cryogenic "burn" has
resulted in blistering of the skin or deep tissue freezing or if
frostbite has occurred. The "burn" should be treated in a similar
manner as a thermal burn. Treat for shock. Seek immediate
medical attention.
Part 2 Properties of Gases
 CORCOVADO LNG
 Ingestion
Do not give fluids, water or food. Do not induce vomiting.
Keep injured comfortable in a warm location (approximately
22°C; 70°F). Treat for shock. Seek immediate medical attention.
2.3.6 LNG Asphyxiation
Although LNG is not in and of itself poisonous, exposure at the centre of
an LNG vapour cloud could result in asphyxiation as a result of the
absence of oxygen. If the vaporizing LNG does not ignite, the possibility
exists that the LNG vapour concentrations in the air may be high enough
to present an asphyxiation hazard to the vessel’s crew, emergency
response personnel, pilot boat crews, or any others that may be exposed
to the LNG vapour cloud.
2.3.7 Cardiopulmonary Resuscitation
Cardiopulmonary resuscitation (CPR) is an emergency procedure,
performed in an effort to manually preserve intact brain function until
further measures are taken to restore spontaneous blood circulation and
breathing in a person in cardiac arrest. It is indicated in those who are
unresponsive with no breathing or abnormal breathing, for example,
agonal respirations.
CPR involves chest compressions at least 5 cm (2 in) deep and at a rate
of at least 100 per minute in an effort to create artificial circulation by
manually pumping blood through the heart. In addition, the rescuer may
provide breaths by either exhaling into the subject's mouth or nose or
utilizing a device that pushes air into the subject's lungs. This process of
externally providing ventilation is termed artificial respiration.
CPR alone is unlikely to restart the heart; its main purpose is to restore
partial flow of oxygenated blood to the brain and heart. The objective is
to delay tissue death and to extend the brief window of opportunity for a
successful resuscitation without permanent brain damage.
CPR may succeed in inducing a heart rhythm which may be shockable.
CPR is generally continued until the patient has a return of spontaneous
circulation (ROSC) or is declared dead.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
To perform CPR, proceed as follows:
1) Cardiac compressions:
 Place the heel of one hand on the lower half of the person’s
breastbone.
 Place the other hand on top of the first hand and interlock
your fingers.
 Press down firmly and smoothly (compressing to 1/3 of
chest depth) 30 times.
 Administer 2 breaths as described below in mouth-to-
mouth, step 2).
 The ratio of 30 chest compressions followed by 2 breaths is
the same, whether CPR is being performed alone or with
the assistance of a second person.
 Aim for a compression rate of 100 per minute.
Effective chest compressions will be tiring. It is important to get
help from others if possible, to allow changeover for rest and to
keep the compressions effective.
2) Mouth-to-Mouth.
If the person is not breathing normally, make sure they are lying
on their back on a firm surface and:
 Open the airway by tilting the head back and lifting their
chin.
 Close their nostrils with your finger and thumb.
 Put your mouth over the person’s mouth and blow into their
mouth.
 Give 2 full breaths to the person (this is called ‘rescue
breathing’). Make sure there is no air leak and the chest is
rising and falling. If their chest does not rise and fall, check
that you’re pinching their nostrils tightly and sealing your
mouth to theirs. If still no luck, check their airway again for
any obstruction.
 Continue CPR, repeating the cycle of 30 compressions then
2 breaths until professional help arrives. This can be tiring
– ask if anyone else knows CPR and can help you.
Establishing compressions is the clear priority. If a rescuer
cannot coordinate the breathing or finds it too time-consuming
or too unpleasant, effective chest compressions alone will still
be of benefit. It is important not to avoid all resuscitation effort
because of the mouth-to-mouth component.
2 – 12
3) Attach automated external defibrillator (AED)
An AED is a small, portable electronic device that is used to
deliver an electric shock in an attempt to disrupt or stop
abnormal electrical activity in the heart. Abnormal electrical
activity correlates with an abnormal heart rhythm, and a
continual abnormal rhythm is not sufficient to pump blood and
deliver oxygen through the body.
An AED shock cannot restart a dead heart; the heart must have a
rhythm (even though the rhythm is abnormal). The AED will
automatically diagnose any cardiac arrhythmia when attached
by leads to an unconscious person.
When you see one of these lethal rhythms, you can then treat the
person with the AED electrical therapy or a shock
(defibrillation) that may interrupt the arrhythmia and allow the
heart to re-establish a normal and effective rhythm
Using an Automated External Defibrillator
Before using an AED, check for puddles or water near the
person who is unconscious. Move him or her to a dry area, and
stay away from wetness when delivering shocks (water
conducts electricity).
Turn on the AED's power. The device will give you step-by-step
instructions. You'll hear voice prompts and see prompts on a
screen.
Expose the person's chest. If the person's chest is wet, dry it.
AEDs have sticky pads with sensors called electrodes. Apply
the pads to the person's chest as pictured on the AED's
instructions.
Place one pad on the right center of the person's chest above the
nipple. Place the other pad slightly below the other nipple and to
the left of the ribcage.
The image shows a typical setup using an automated external
defibrillator (AED). The AED has step-by-step instructions and
voice prompts that enable an untrained bystander to correctly
use the machine.
Part 2 Properties of Gases
 CORCOVADO LNG Cargo Operating Manual
Check that the wires from the electrodes are connected to the 2) If there are no head or chest injuries and there is no difficulty in
AED. Make sure no one is touching the person, and then press breathing, elevate the lower body (the legs from the buttocks to
the AED's "analyse" button. Stay clear while the machine the feet) 25~30 cm (8"~12"). If the victim complains of pain
checks the person's heart rhythm. because of this movement, discontinue and return them to a
comfortable position.
If a shock is needed, the AED will let you know when to deliver
it. Stand clear of the person and make sure others are clear 3) Loosen any tight clothing, particularly about the neck.
before you push the AED's "shock" button.
4) Keep the victim warm (to prevent loss of body heat) but avoid
Start or resume CPR until emergency medical help arrives or bring on a sweat.
until the person begins to move. Stay with the person until
medical help arrives, and report all of the information you know 5) Speak soothingly and reassuringly to the victim. Give them a
about what has happened. feeling of confidence in you and in their own recovery. Speak
calmly and matter-of-factly about what you are doing as you
 Only use an adult AED on any person over the age of eight begin to do it. This will help to orient them. Do not disturb the
years, who is unresponsive and not breathing normally. For victim with unnecessary questioning, movement, noise, or
children under the age of eight, ideally, a paediatric AED commotion. Do not discuss other patients or any negative
and pads should be used. Devices differ and instructions situations near the patient if possible. For all medical
should be followed in each instance. emergencies shore assistance or advice should be requested.
Make sure the sticky pads have good connection with the skin.
 CPR must be continued until the AED is turned on and the
If the connection isn't good, the machine may repeat the phrase
pads are attached. 6) Gently stroke the head of the victim (if there are no head
"check electrodes."
injures) or lightly and rhythmically massage else-where to sooth
2.3.8 Treatment for Shock to them. Hold the hands or feet in a warm and reassuring way,
If the person has a lot of chest hair, you may have to trim it.
as this can help a person to hold on or to bring them back.
(AEDs usually come with a kit that includes scissors and/or a
In any serious injury, it is important to treat the victim promptly for
razor.) If the person is wearing a medication patch that's in the
shock (along with any other treatment required). The more serious the 7) Do not give water if the victim is unconscious or nauseated.
way, remove it and clean the medicine from the skin before
injury is the greater the danger from shock. Treat for shock even though Also, do not give water if medical care will arrive within
applying the sticky pads.
the victim exhibits few or no signs of shock. An accident victim may 30 minutes. If medical care will be delayed longer than this,
suddenly collapse after at first seeming to appear normal and alert. The then give only small sips and not enough to cause nausea.
Remove metal necklaces and underwire bras. The metal may
treatment is quite simple and cannot do any harm if not needed.
conduct electricity and cause burns. You can cut the centre of
8) Do not give any alcohol.
the bra and pull it away from the skin.
Symptoms
9) If it is necessary to transport victim, try to transport them in a
Check the person for implanted medical devices, such as a
Pale, cold, and clammy skin; shallow and irregular breathing; weak and prone position and in a stretcher if possible
pacemakerorimplantable cardioverter defibrillator. (The outline
rapid pulse; dilated pupils; possibly beads of perspiration; a feeling of
of these devices is visible under the skin on the chest or
weakness and thirst; (or none of these).
abdomen, and the person may be wearing a medical alert
bracelet.) Also check for body piercings.
Treatment

Move the defibrillator pads at least 1 inch away from implanted

1) Have the victim lie down flat. (This places less demand on the
devices or piercings so the electric current can flow freely
body than sitting or standing.) In case of vomiting, turn the head
between the pads.
to one side so the vomit will go outside of the victim's mouth.

IMO No. 9636711 / 1st Draft (2013.09.30) 2 – 13 Part 2 Properties of Gases

 CORCOVADO LNG Cargo Operating Manual
Illustration 2.3.7a CAB of Resuscitation

C’ Compressions ‘A’ Airway ‘‘B’ for Breath

- Place both hands firmly in the center of the chest (sternum) and begin
immediate chest compressions.
- Give 30 compressions at a rate of at least 100 compressions per minute,
and at a depth of at least 2 inches (5 cm).
- Allow complete recoil of the chest between compressions.
- After 30 compressions, open the airway by lifting the chin with two fingers - With your thumb and forefinger, pinch the nostrils shut.
and pressing on the forehead to tilt the head back. - Place your mouth over the casualty’s mouth or nose and give 2 breaths.
- Ensure the airway is open and clear from any obstructions such as food - Each breath should take 1 second. Limit interruptions to 10 seconds.
residues or loose dentures. Remove any obstruction from the mouth. - Continue with 30 compressions and 2 breaths until help arrives.

Mouth to Mouth

Chest Compressions
Mouth to Nose

Airway Blocked Airway Open

IMO No. 9636711 / 1st Draft (2013.09.30) 2 – 14 Part 2 Properties of Gases

 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 2 – 15 Part 2 Properties of Gases

 CORCOVADO LNG Cargo Operating Manual
Part 3: Integrated Automation System (IAS)
3.1 General Principles of the IAS ..................................................... 3 - 3
3.1.1 General ............................................................................ 3 - 3
3.1.2 IAS System Lay-Out ....................................................... 3 - 3
3.1.3 Alarm Control and Monitoring System ........................... 3 - 5
3.2 Extension Alarm System............................................................. 3 - 9

Illustrations
3.1.1a IAS Overview ........................................................................ 3 - 1
3.1.3a Navigation Panel Lay-out ...................................................... 3 - 7
3.2a Extension Alarm System (1/2) .................................................. 3 - 9
3.2b Extension Alarm System (2/2) .................................................. 3 - 9
3.2c Transfer to Bridge Watch Mode .............................................. 3 - 10
3.2d Personnel Alarm System ......................................................... 3 - 11

Part 3
Integrated Automation System (IAS)
IMO No. 9636711 / 1st Draft (2013.09.30) Part 3 Integrated Automation System (IAS)
 CORCOVADO LNG Cargo Operating Manual
Illustration 3.1.1a IAS Overview

PS VDU : Porttable Station VDU Gas Comp. SystemCompressor No. 1 To

S
NDU : Network Distribution Unit To MS
Sat
HS : History / Trending Station elit Printer 2, Colour Laser Wh
e
FS : Field Station HD Heater LV HD 1 LD 1
Com eel
UPS : Uninteruptable Power Supply Ho
SVC OS 51 use
R1 : Reduntant Processors (Built in) 23.1
PDU : Power Distribution Unit 2 x Profibus DIS ”
PLA
Y
Battery
SVC OS 51 Room
Compressor No. 2 2
Printer 1, Alarm (Built in) No. 1
No.
27”

Disp
lay

FV HD 2 LD 2 27”

Disp
lay SVC OS 52
2 x Profibus 27”
 (Built in)
Disp
lay
CCR
E.D
ist. 27”

SVC OS 53
R
Disp

oo m
lay

23.1
”
(Built in)
Disp 
FS 4 lay
00 I
S F 24”
FS 3 S 40 Disp

0 IS lay
3- 1
FS 3
SVC OS 54
1- 1 (Built in)
NDU EE
2x
B1/
C FS
400
R 24”
Disp
lay
Extended Alarm Panel System RB P DU
2- 2
C- R
1FS4
u s 00C
Touch Screen x 21 FS 3
5 - R1F
S40
FS 3 0C-
2x R 1FS History Station HS3000
Pro 2 x P
E SD 4 400
S FS 3 C- R
E AP fib r 3 1FS (CCC)
us ofibu
400
Lan 2x FS 3
2
C- R
1 ND
to S RB s FS 3 UA
VC us 1 1 F
S40
P DU 0C-R
OS 1-1 1
41 RIO Units FS 3
9
Net B 2LV CSBD RIO Units
CTS Air
C UPS No.1
Printer 4, Colour Laser 2HV CSBD o nt
Net C No rol (15 kVA)
.2 CS
RIO Units Pan
el (EER)
1LHV CSBD
BD RIO Units 2x
Roo RB
u
m 1LV CSBD s 2x
No RB
u
.1 CS
RIO s UPS No.2
Printer 3, Alarm
BD Cabinet
(15 kVA)
Roo No.1 for RIO
(EER)
27”
Disp

lay m VRC Ballast Cabinet

No No.2 for RIO

.1 MS
27”
Disp
 SVC OS 41 VRC Ballast Cabinet
BD
lay
(Built in) for
Ro VRC VRC Cargo
Patrol Alarm System om ECR S
2 x Start / Stop yst
RIO Units em
1 LV MSBD
RIO Units
1 HV MSBD Mo 27”

d
Disp

M o bu s t
lay

2x SVC OS 42
RB dbu o T 27”

s to CP W (Built in)
Disp
u s
lay
Net A
TC E
Mo P W CS 1
d E CS SVC OS 32
NDU
ECR M o b us T 2 No (PS VDU)
A2 dbu CP .2
P DU
FS 4
00C sT to
W MS SVC OS 33
1- 2 - R1F
S 40
0C-
CP
to ECS 3
BD
FS 4
1 R 1FS
400 WE Roo (PS VDU)
FS 4
2
C- R
1FS4 CS m
FS 4
3
00C
-R 1F
S 40
4
FS 4 0C- RIO Units
4 R1FS
400 2 LV MSBD
FS 4 C- R
5 1FS RIO Units
FS 4 400
C- R
6 1 ND
FS 4 UB
2 2x 2 HV MSBD
7 RB
P DU
2- 1 u s
Connection Box
for PS VDU x 5

IMO No. 9636711 / 1st Draft (2013.09.30) 3-1 Part 3 Integrated Automation System (IAS)
 CORCOVADO LNG Cargo Operating Manual
Part 3: Integrated Automation System (IAS) IAS Integrated Automation System
IGC code International Code for the Construction and
Definitions/Abbreviations Equipment of Ships carrying
Liquefied Gases in Bulk.
ASC Anti Surge Control IGV Inlet Guide Vane
ASV Anti Surge Valve KM Kongsberg Maritime
AVR Automatic Voltage Regulation LC Load Calculator
BOG Boil Off Gas LD Low Duty
CBPC Compressor Boiler Gas Header Pressure Control LNG Liquefied Natural Gas
CCR Cargo Control Room LO Lubrication oil
CTS Custody Transfer System LR Lloyds Register
DFE Dual Fuel Engine LT Low temperature
DG Diesel generator LV Low Voltage (440V / 220 V systems)
DGV Diffuser Guide Vane MCC Motor Control Centre
DO Diesel Oil MCR Maximum Continuous Rate
DP Differential Pressure MDO Marine Diesel Oil
ER Engine room MG Main Generator
ECR Engine Control Room MGE Main Generator Engine
EGE Exhaust Gas Economizer MGO Marine Gas Oil
ELA Electric Load Analyses NDU Net Distribution Unit
EOP Emergency Operator Panel NCR Normal Continuous Rate
EOT Engine Order Telegraph OS Operator Station
ESD Emergency Shutdown PM Propulsion Motor
ESDS Emergency Shutdown System PMS Power Management System
F&G Fire and Gas PP Pump
FDS Functional Design Specification PV Process Variable
FO Fuel oil RCS Remote Control System
FS Field Station (Cabinet with controller and/or RIO RCU Remote Controller Unit
modules) RIO Remote Input Output Unit
FVPC Forcing Vaporizer Pressure Control
RPB Remote Push Button
FW Fresh water
SG Steering Gear
GMS Gas Management System
SP Set Point
GCU Gas Combustion Unit
SVC Simrad Vessel Control
GVU Gas Valve Unit
SW Sea water
HD High Duty
TG Turbine Generator
HFO Heavy Fuel Oil
UVR Under Voltage Release
HS Hand Switch
UVT Under Voltage Trip
HT High Temperature
VCB Vacuum Circuit Breaker
HV High voltage
VDU Video Display Unit
I/O Input / output
VFD Variable Frequency Driver

IMO No. 9636711 / 1st Draft (2013.09.30) 3-2 Part 3 Integrated Automation System (IAS)
 CORCOVADO LNG Cargo Operating Manual
3.1 General Principles of the IAS  Gas handling (compressors – heaters – vaporisers) Field Stations

 Engine room alarm and monitoring

3.1.1 General Eleven Field Stations (FS) are installed in the system. All logic with
 Cargo system alarm and monitoring respect to safety, control and monitoring is located in the field stations.
The Integrated Automation System (IAS) is a distributed monitoring and
control system, which due to its flexibility and modular architecture, is  Alarm / event recording
S/ Type Redun-
extended to cover a wide range of applications on board this vessel. FS Location RCU Remark
 Alarm extension / patrol man system Line PS dancy

Dual Profibus to Passage way

The IAS system is built from a full range of hardware and software  Power management system FS400C-
modules to form an optimum solution to any requirement. Normal cabinet’s starboard side (FS31-1)
E/E Rm
 Ballast control system 31 - R1 NON Dual CPU
configuration of the IAS system includes machinery control and Cab #1 + Connected to RIO Cabinet For
IS
monitoring, propulsion/thruster control and monitoring as well as cargo  Trend function VRC Cargo
and ballast control and monitoring integrated in the same equipment. All
connected equipment can be controlled from any operator station  Rapport function - Connected to RIO modules

throughout the vessel. located in LV CSBD1, HV

FS400C
E/E Rm
3.1.2 IAS System Lay-Out 32 2x -R1 Dual CPU CSBD1
All operator stations and field stations are self-contained units and Cab #2
NON IS - Serial line communication with
independent of the other units, i.e. a failure in one station will not cause
Operator Stations CTS and FLG
any other station to break down. All process logic including equipment
safety and control functions are contained in the respective field station - Dual Profibus to Passage way
Seven Operator Stations (OS) are installed in the system. Additionally
controller.
there are two laptop computers that can be connected to various points in cabinets port side (FS33-1) +
the machinery space and accommodation area. The laptop computers are Connected to RIO Cabinet No.1/2
Each operator station contains a hard disc with all system configurations FS400C
only intended for monitoring. E/E Rm
and acts as backup for each other during system start-up. System 33 3x -R1 Dual CPU For VRC Ballast
Cab #3
configuration/update can be done on-line without the need of any NON IS - Serial line communication with
HS /
additional equipment. OS Location Type Screen Printer Remark VDR, Master Clock, Gas Det.
WCI
Cent. Panel
A sophisticated login/password system protects the system against mal- 31 - WH Built-in Single - -
operation. Alarm - Connected to RIO modules
41 ECR Built-in Dual Installed in ECR console
Printer located in LV CSBD2, HV CSBD2
The IAS supports trend facilities and alarm/event recording. Process FS400C
42 ECR Built-in Dual - Installed in ECR console - Serial line communication with
events and alarms are stored on hard discs and can be recalled on request. E/E Rm
34 5x -R1 Dual CPU
Alarm Cab #4 Fire Det. Central Panel, IGG, No.1
51 - CCR Built-in Dual Installed in ECR console NON IS
Redundant networks based on the Ethernet principle are installed as Printer N2 unit, No.2 N2 unit, IGG and

standard. The two nets are installed in different cable paths as far as 52 - CCR Built-in Dual Installed in ECR console Loading Computer
possible. Each unit is interfaced to both nets and if a failure on one net is
Alarm
detected, the system will automatically use the healthy net. 53 - CCR Built-in Single CTS FS400C
Printer
E/E Rm -R1
35 - Dual CPU - ESDS Cabinet
54 - CCR Built-in Single CTS Cab #5 NON IS
The main tasks of the IAS system as delivered on this vessel are as
follows: / IS
97 HS CCC NA NA- -

 Cargo control system

 Propulsion monitoring

IMO No. 9636711 / 1st Draft (2013.09.30) 3-3 Part 3 Integrated Automation System (IAS)
 CORCOVADO LNG Cargo Operating Manual

S/ Type Redun- S/ Type Redun- Type Colour

FS Location RCU Remark FS Location RCU Remark Printer S / Line Location Printer Remark
Line PS dancy Line PS dancy Printer /Matrix

- Connected to RIO modules STBD 1 OS41 ECR. OKI ML280 Matrix Alarm/Event -

located in HV MSBD1 and LV Passage

Default for
HP Hard copy
MSBD1. Way FS400 2 - ECR Colour OS41 and
31-1 - Includes Stahl remote IS modules LaserJet (Network)
- Serial line communication with Remote IS OS42
ECR IAS FS400C
41 4x -R1 Dual CPU UCP 1 and UCP 2. This is IS Cab 3 OS51 CCR OKI ML280 Matrix Alarm/Event -
Cab #1
NON IS connected to PS48. #1
Default for
- Serial line communication with HP Hard copy OS51,
PORT 4 - CCR. Colour
No.1 Aux Boiler and No.2 Aux LaserJet (Network) OS52 and
Passage
OS31
Boiler.
Way FS400
33-3 - Includes Stahl remote IS modules
Remote IS
ECR IAS FS400C - Serial line communication with For the Matrix line printer it is possible to print Alarm, Events or both
42 1x -R1 Dual CPU IS Cab Alarm and Events by changing the printer filter.
Cab #2 Ship Performance system
NON IS
#2
Extension Alarm Panels
ECR IAS FS400C - Serial line communication with
E/E
43 1x -R1 Dual CPU
Cab #3 OMD System
NON IS
Room PS (22) Extension Alarm Panels (EAP), for unmanned engine room
Compres FS400C For LD1/HD1/MV/HT1 No1. applications are installed in the system.
- Connected to RIO modules NDU
- sor1 -R1 Dual CPU Network A and Power distribution
located in HV MSBD2 and LV A1 Refer to 3.2.1 Alarm Extension System Overview.
NON IS E/E cabinets
NDU
MSBD2
FS400C A1/PDU
ECR IAS - Serial line communication with E/R Personnel Alarm System
44 3x -R1 Dual CPU A1
Cab #4 UCP 3 and UCP 4. This is
NON IS E/E Only two start panels are supplied from Kongsberg Marine (KM). A
connected to PS49.
Room PS For LD2/HD2/FV/HT2 No2. software start panel is also available on the VDUs. Reset panels are
FS400C
- Serial line communication with NDU located around the machinery space area.
- Compres -R1 Dual CPU Network B/C and Power
GCU B1/C
sor2 NON IS distribution E/E cabinets
FS400C DMA Panel Interfaced to FS Location Type Panel Remark
ECR IAS NDU B1
45 - -R1 Dual CPU -
Cab #5 1 44 ECR Console Start / Stop -
NON IS
Printers Accommodation
FS400C 2 44 Start / Stop -
- Serial line communication with Upper Deck
ECR IAS
46 2x -R1 Dual CPU
Cab #6 FC1 and FC2 (Propulsion) Four printers are installed in the system. Two of them are alarm printers
NON IS
and two of them are hard copy printers. Operator Panel Relay Kit
FS400C
ECR IAS
47 - -R1 Dual CPU Four printers are installed in the system. Two of them are alarm printers All operator stations have the installed a relay kit used for activation of
Cab #7
NON IS and two of them are hard copy printers. The alarm printers will be ‘alarm columns’. The relays are triggered in parallel with the panel alarm
connected to an operator station through a standard parallel port and buzzers. Electrically the relays are interfaced to one of the field stations
serial line while the hard copy printers will be connected to operator which again are interfaced to alarm columns.
stations through the IAS administrative network (C-net).

IMO No. 9636711 / 1st Draft (2013.09.30) 3-4 Part 3 Integrated Automation System (IAS)
 CORCOVADO LNG
3.1.3 Alarm Control and Monitoring System
1. Alarm & Monitoring
The Alarm and Monitoring system is an integrated function within the
IAS system. All alarms from the different sub-systems, such as cargo
systems, power management, engine room auxiliaries, etc. are pooled via
the redundant network to form a uniform alarm system for the vessel.
Alarms are indicated on the video display units of the IAS operator
stations. They will also activate the buzzer in the IAS keyboard.
Cargo Operating Manual
different user groups are part of the access and security system.
filters for alarming, configure time series, initiate backup of the PS files,
and adjust the time.
The access rights and security levels for the various user groups can be
changed by authorised personnel.
Idle Timeout
It is possible to configure every user group with Idle Timeout. This
means that if there is no activity on the OS for the preset Idle Timeout
time, the user will automatically switch to default user. (Operator)

Alarms and events (e.g. pump start/stop, valve open/closed) are logged By default, the following user groups are defined: 3. User group access permissions
by the system and can be printed on an alarm/event printer. Such
information is also stored in the history station and can be recalled on Members of a specific users group are granted access to a set of
User Group Description
request. permissions. The following security permissions are defined for the
Guests Members can only monitor the system. different groups.
The alarm system supports three priority levels, which are marked with Users Members can monitor and operate the system.
different colours. User Groups
Gate
Members can monitor, operate and change Permissions Description Power Admini-
Power Users ID Guests Users
The alarm priority/colour coding is: parameters. Users strators

Global
HS_Operation Enable HS Operation. X X
Administrators Members have full access to the system. _HS
Low priority alarms  With yellow colour Global AlarmShelving_ Permission to shelve or
System For Kongsberg Maritime internal use only. X X X
High priority alarms  With red colour _OS ProcessAlarms unshelve process alarms

Critical priority alarms  With magenta colour Alarm Shelving_ Permission to shelve or
X
By default, the following users are created: ProcessAlarms unshelve process alarms
Users without this
Low Priority High Priority Critical Priority permission cannot have
OSKCmdCtrl
Alarms Alarms Alarms User Member of user group command control. In the X X X
Acquire
sense of Command Control
Number 1 2 3 Guest Guests the OS is regarded as dead.

Colour Yellow Red Magenta Operator Users OSKCmdCtr_

ManuallyOverride X
Alarms that will
Fire alarms and Captain Power Users CommandControll
lead to shutdown Users without this
“Normal” alarms system related Chief Power Users OSKCmdCtrl_
/ slowdown of permission cannot take X X X
Used for cargo and alarms like TakeForced
command controlled forced.
equipment MaranGas Power Users
for machinery network error, In order to configure
(Shutdown and
systems. IO-device failure Administrator Administrators OSKEquipment_
equipment system, the user
shutdown must have this permission X
etc. Configure
causes) and the OS must be in
When starting the operator station the user is Operator by default. configuration mode.

Password is by default the same as user name. This can be changed by OSKOS_ Needed to be allowed to set
2. Log-In and Access System X
Configure the OS in configure mode.
members of “Administrators”, and additional users and user groups can
Will disable the Logoff
When logging on to the IAS operator stations, a user name and password be added. OSKOS_
button in the Change User X
DisableLogOff
must be entered in order to access the system. Each user is a member of a dialog.

user group, where access rights and user privileges are defined. The The main difference between Users and Power Users is that the power
following table illustrates how users belong to user groups and the user can change parameters, delete and add alarms, change various SW

IMO No. 9636711 / 1st Draft (2013.09.30) 3-5 Part 3 Integrated Automation System (IAS)
 CORCOVADO LNG Cargo Operating Manual
User Groups User Groups User Groups
Gate Gate Gate
Permissions Description Power Admini-
Permissions Description Power Admini- Permissions Description Power Admini-
ID Guests Users ID Guests Users ID Guests Users
Users strators Users strators Users strators

Users without this VersionControl_ Restore and import files ModuleOperation

Read free parameters in
OSKOS_Exit permission cannot exit the X X X RestoreImport from the PCU configuration X _ReadParameter X X X
module parameter view.
OS. PCU archive. Free

Needed to be allowed to set VersionControl_ ModuleOperation

OSKOS_Test X Permission to view Read limited parameters in
the OS in test mode. ViewConfiguration X X X _ReadParameter X X X
configuration events dialog. module parameter view.
Events Limited
User without this permission
OSKTrend_ ModuleOperation
cannot create and edit User X Permission to change
UserDefined WatchCall_ Read restricted parameters
Defined Trend images. attributes and qualifications X X _ReadParameter X X X
Configure in module parameter view.
of officers. Restricted
Needed to add, modify and
OskAccess_ ModuleOperation
remove gates and which X Permission to add and
ConfigureGates WatchCall_ Permission to view module
permissions they control. delete panels, and allocate X X _ReadTerminal X X X
ManagePanels terminal view dialog.
panels to officers. View
Needed to modify the local
OskAccess_ ModuleOperation
access control settings for X WatchCall_ Permission to operate the
ConfigureOSes X X Write free parameters in
each OS. Operate watch call system. _WriteParameter X X
module parameter view.
Basic operation on IO system Free
OskAccess_
Needed to add, modify and Global
IO_BasicOperation X ModuleOperation
Configure X Write limited parameters in
remove permissions. _PCU for loop checking purposes.
Permisions _WriteParameter X X
module parameter view.
IO_ExtendedOper Extended operations on IO for Limited
OskAccess_ Needed to add, modify and
Configure remove usergroups and X X ModuleOperation
ation parameter change purpose. Write restricted parameters
Usergroups their relationships to gates. _WriteParameter X X
in module parameter view.
Operations on IO system Restricted
Needed to add, modify and
OskAccess_ IO_Operation
remove users and their X that do not affect process X ModuleOperation
ConfigureUsers Write terminal values in
relationships to usergroups. control. _WriteTerminal X X
module terminal view dialog.
Service operations on IO View
OskAccess_
Needed to inspect the
Observe X IO_Service system that may affect X ModuleOperation
access control configuration. Permission to view the
Configuration process control. _ReadModule X X X
Module Modes dialog.
PCU_Backup Mode
A user needs this Permission to backup PCU X X
OskEvent_ ModuleOperation Permission to write changes
permission in order to ack a X X X
AckProcessAlarm PCU_SetPCU
process alarm. Permission to set PCU _WriteModule from the Module Modes X X
Configuration X X
configuration mode. Mode dialog.
A user needs this
OskEvent_ Mode
permission in order to ack a X X X User without this permission
AckSystemAlarm Permission to toggle OSKOS_Exit X X
system alarm. cannot exit the OS.
PCU_TogglePCU between the different
A user needs this X A user needs this
OskEvent_ Modes exceptional modes in the OskEvent_Select
permission in order to X X permission in order to select X X X
ChangeFilter PCU Operation dialog. Filter
change a filter. a filter.
Redundancy_ Permission to overrule error
A user needs this X
OverruleObjects objects.
OskEvent_ permission in order to
X Permission to switch Master
Configure configure the event image Redundancy_
PCU in the Redundant X X
grid. SwitchMaster
Stations dialog.
A user needs this
OskEvent_ Module
permission in order to select X X X AlarmLimits_ Edit access to the Alarm
SelectFilter Gate X
a filter. EditAlarmConfig Limit dialog.
000
A user needs this
OskEvent_ AlarmLimits_ Permission to view the
permission in order to X X X
UserLockFilter ReadAlarmLimits Alarm Limits dialog.
change a filter.
AlarmLimits_Write Permission to change LH
Create Time series with X X
TS_Configure X X AlarmLH Alarm Limits.
limited life span.
AlarmLimits_Write Permission to change LLHH
TimeSystem_Set Needed to be allowed to X X
X X AlarmLLHH Alarm Limits.
Time change system time.
ModuleOperation Write access to Module
TimeSystem_Set Needed to be allowed to X X X
X X X _Operate Operation dialogs.
TimeZone change time zone.

IMO No. 9636711 / 1st Draft (2013.09.30) 3-6 Part 3 Integrated Automation System (IAS)
 CORCOVADO LNG Cargo Operating Manual
4. System Navigation This system will be set up with the following command groups: O - Display Command Groups

Illustration 3.1.3a Navigation Panel Lay-out 0. Common The Command Group will be displayed in the command control
1. Power overview dialog box.
2. Propulsion Id
3. Machinery
4. Ballast The Command Group will be given an internal identifier just to
5. Cargo separate the different command groups. That is, these identifiers are
6. Bilge only for internal purposes and are not required to understand this
7. Fire & Gas system.
8. ESDS
9. System Shared
10. Fire Pumps
11. N2 Generator The Command Group is available for several OS Groups at the same
12. HD Compressor Heat time.
13. FO Transfer
The operator panel comprises 28 navigation buttons for quick access to the 14. Gas Handling When a command transfer is done, this will be indicated on all operator
most commonly used mimics. The mimics will normally have hotspots for 15. IG Generator stations in the ‘Message Manager’ box.
further navigation to related views or sub-views. Each navigation button has 16. GCU
an alarm indicator lamp. The lamp will start to blink if an alarm occurs at the 17. Navigation Table showing relations between OS Groups and Command Groups:
mimic linked to the navigation button or to one of the related views. An 18. CTS
acknowledged, but still active alarm will cause a steady light. OS group Bridge CCR ECR CTS
Each OS group is defined with a set of command group rights. The Command
Id Shared D T D D A A D T A D T A
5. OS Group/Command Group following definitions define these rights: groups
Common 0 True X X X X X X X X X
The operator stations are defined in operator station groups. For this D - Default Control Power 1 False - - X X X - - - - - - -
system, four OS groups will be defined and they will be set up with Propulsion 2 False - - X X X X - - - - - -
command control rights. The OS groups are as follows: The Command Group will by default be given to this OS Group Machinery 3 False - - X X X - - - - - - -
when powering on the system. If two operator stations are defined in Ballast 4 False - - - - X - X X X - - -
 CCR (OS051, OS052, OS53, OS54) an OS Group and one of the operator stations is powered off, the Cargo 5 False - - - - - - X X X - - -
 ECR (OS041, OS042) command control will be decided by the remaining operator station. Blige 6 False - - - - X X X X - - -
 Bridge (OS031) That is, if the command control is transferred to another location Fire & Gas 7 False X X - - - X - - X - - -
 VDU (Only for monitoring purpose) (OS Group) and the second operator station is powered on again, ESDS 8 False X X - - X X - - X - - -
nothing will be done regarding control location of the transferred System 9 False X X X X X X X X X - - -
To form a sensible way of operating the different systems onboard, command group. Fire pumps 10 True X X X X X X X X X - - -
“command groups” are defined for giving the operators access to N2 generator 11 False - - - - X - X X X - - -
different systems where control is defined to be available. A command T - Take-able Control HD Comp
12 False - - - - X - X X X - - -
group can be controlled from one OS group exclusively or it can be heat

shared between several OS groups. The Command Group can be taken directly when this is initiated FO transfer 13 False - - X X X - - - X - - -
Gas
from an OS Group granted such privilege. 14 False - - - - X X X X X - - -
Handling
A command group can also be transferred between OS groups. Only the
IG generator 15 False - - - - X - X X X - - -
OS group in command is granted access to operate equipment and A - Acquirable Control
GCU 16 False - - X X X - - - X - - -
acknowledge alarms that might occur within a command group.
Navigation 17 False X X - - X X - - X - - -
The Command Group is available for the actual OS Group, but not
CTS 18 False - - - - - - - - - X X X
without acceptance from the OS Group in command.

IMO No. 9636711 / 1st Draft (2013.09.30) 3-7 Part 3 Integrated Automation System (IAS)
 CORCOVADO LNG Cargo Operating Manual
D – Default Control Executable file Load 12. Trend Pictures
RCU Number Std File Load
T – Takeable Control (RCU Servers)
A – Acquirable Control The IAS trend system enables the operator to observe the development of
All OS 31, 41, and 51 OS31 to OS52
process variables and components states over time. The trend system is
If all operator stations within an OS group are “offline”, i.e. stopped easy configurable and other trend could be made by the operators after
8. Event System
application or without net communication, the system will report an ship delivery. For all control loops there is a predefined trend view with
alarm specifying that a command group is without command control. The the appropriate time series (historical) defined
Event and alarm history will be stored in a database at operator stations
system will not automatically transfer the command control to a different
set up to run the “Event Store” application. Event history can however be
OS group. This must be done manually by the operator by simply taking
retrieved from any OS. If the OS does not have event history database
the control via the command control dialog boxes.
stored locally at the hard disk, it will be set up with a remote connection
to database stored elsewhere.
6. RCU Redundancy

Database Location OS with Remote net Connection

All Field stations have redundant set of RCU’s. There is one main
HS97 OS31, OS41, OS42, OS51, OS52
controller (master) with a hot backup controller (Slave). Both computers
read the same input from the I/O cards, but only the active one can set
9. History Station
output signals. The slave controller is continuously updated with the
same data as the master controller (I/O, network, operation and parameter
History station HS3000 (HS97) is in CCC.
changes). If the master controller fails, the slave controller will
automatically take over as the active controller without any disturbance
10. Report System
of the process.

The report system has possibilities for the following types of reports:
All redundant field stations have dual power supply. Two 230 V feeders
(from UPS) are fed to two (100 %) 24 V DC power supplies. During
Daily report
normal conditions, the power supply units shares the load. In case one of
the UPS supplies or a power supply fails, the remaining power supply
This report uses dynamic process variables from the field station. It can
will take the whole load. The status of the power supplies and the 230 V
be printed either cyclic or on request.
UPS supply is monitored and the alarm is read digital input RIO modules.

Hour count reports

Each RCU has double net interface. One single failure of the network
will not affect the network for the RCU pair.
This report is used to show running hours on equipment. It accumulates
the running hours.
7. RCU Servers

Following Measurements included:

When a RCU is powered up or reset, it will have to load a set of files
before it’s able to start process control. First the RCU will load the std-
• Electrically driven equipment controlled from IAS
file (operative system), and next the executable files (.ps and .io files).
• Generators
The std-file can be loaded from any OS available in the system.
Executable files are loaded from operator stations set up as RCU servers.
There will be four prepared reports:
When doing online configuration changes on a RCU, changes are saved
by saving the executable files on the same RCU server’s hard disk
• Ballast Report
• Cargo Log Noon
• ER Log Noon
• Running Hours

IMO No. 9636711 / 1st Draft (2013.09.30) 3-8 Part 3 Integrated Automation System (IAS)
 CORCOVADO LNG Cargo Operating Manual
3.2 Extension Alarm System Can/ Type LCD Managing 3 Cargo Critical (*3, 31, 32)
EAP Location Remark
Bus EAP Type Group 4 Cargo Non-Critical (*4)
1. Extension Alarm System Overview
Chief Engineer’s Watch 5 Fire Alarm (*5)
9 Yes Yes - Public panel type setup
The following illustration shows the principles of the alarm extension Office (306) Cabin 6 Personnel Alarm (*6)
system. Captain’s Office Watch 7 *Repeat Alarm
10 Yes Yes - Public panel type setup
(305) Cabin 8 Unit Fail
Illustration 3.2a Extension Alarm System (1/2)
Conference Watch
11 Yes Yes - Public panel type setup *1 = Machinery Critical *2 = Machinery Non Critical
Room (304) Cabin
*3 = Cargo Critical *4 = Cargo Non Critical
Ships Office / *5 = Fire *6 = Personnel Alarm
Watch
12 Yes Admin. Office Yes - Public panel type setup *31 = HD 1 Alarm *32 = HD 2 Alarm
Cabin
(302) *33 = LD 1 Alarm *34 = LD 2 Alarm
Spare Office (F) Watch *Repeat Alarm Indicate only at WBU
13 Yes Yes - Public panel type setup
(322) Cabin
Illustration 3.2b Extension Alarm System (2/2)
Spare Office (E) Watch
14 Yes Yes - Public panel type setup
(318) Cabin

3rd Engineer (B) Watch

15 Yes Yes ECR Cabin panel type setup
(324) Cabin

Cargo Engineer Watch

The below are alarm extension panel details: 16 Yes Yes - Public panel type setup
(320) Cabin

Electric Engineer Watch

Can/ Type LCD Managing 17 Yes Yes ECR Cabin panel type setup
EAP Location Remark (308) Cabin
Bus EAP Type Group
Coffee Bar / Duty
Watch Watch
1 Yes Wheelhouse Yes - Main Panel 18 Yes Mess Room Yes - Public panel type setup
Bridge Cabin
(119)
Chief Officer Watch
2 Yes Dayroom (410) Yes CCR Cabin panel type setup Officer’s
Cabin Watch
19 Yes Recreation Yes - Public panel type setup
Cabin
2nd Engineer Watch Room (105)
3 Yes Dayroom (405) Yes ECR Cabin panel type setup 2. Functional Description
Cabin
Crew’s
Watch
Chief Engineer Watch 20 Yes Recreation Yes - Public panel type setup The Extension Alarm System (EAS) is a Monitoring- and Officer Call
4 Yes Yes - Public panel type setup Cabin
Dayroom (401) Cabin Room (101) system for Engine - and Cargo Alarms which allows for unmanned
Control Rooms (CR) during normal operation.
3rd Watch Crew Mess Watch
5 Yes Yes ECR Cabin panel type setup 21 Yes Yes - Public panel type setup
Engineer(A)(429) Cabin Room (110) Cabin
Unmanned CRs are obtained through the use of distributed Extended
Watch Officer’s Mess Watch Alarm Panels (EAP) as each of these displays alarms and information
6 Yes 3rd Officer (427) Yes CCR Cabin panel type setup 22 Yes Yes - Public panel type setup
Cabin Room (106) Cabin about the condition for each qualification (i.e. Engine- and Cargo), hence
2nd Officer’s Day Watch the EAS system is an extension of the KChief 700’s Alarm & Event
7 Yes Yes CCR Cabin panel type setup
Room (418) Cabin Extension panel Systemwhich performs all signal handling and initiation of alarms, and
Panel text
alarm indicator combined with an officer call facility.
Watch
8 Yes CBT Room (338) Yes - Public panel type setup 1 Machinery Critical (*1, 33, 34)
Cabin
2 Machinery Non-Critical (*2)

IMO No. 9636711 / 1st Draft (2013.09.30) 3-9 Part 3 Integrated Automation System (IAS)
 CORCOVADO LNG Cargo Operating Manual
Bridge  By pressing the Silence button on the front of a Public panel Illustration 3.2c Transfer to Bridge Watch Mode
EAP-
Cabin Cabin turns OFF the sound only on the panel operated. The alarm
Main
EAP- EAP- indicator continues to flicker until alarm is acknowledged, and
Duty Duty
then change to a steady light. When the alarm condition is no
longer present, the indicator will switch OFF.

EAS Local Area Network ( Single or Dual )

OS-ECR
 By pressing the Silence button on the front of the On-duty
engineers Duty panel turns OFF the sound on the duty panel and
public panels. The Main panel on the Bridge must be silenced
OS-ECR
separately. The alarm indicator continues to flicker until alarm is
Engin e Contro l Room
acknowledged, and then change to a steady light. When the
EAP- EAP- EAP-
alarm condition is no longer present, the indicator will switch
Public Public Duty
OFF.
Publi c area Publi c area Cabin
Loca l Area Network
A- and B-Net  By operating the Ack function on the K-Chief OS in ECR (for
EAP Configure d as Duty Pane l (Duty ) or Public
EAP
Pane l (Public)
machinery alarms) or the K-Chief OS in CCR (for cargo alarms),
OS-ECR Operato r Station – Engin e Contro l Room silences all panels and give a steady alarm indication. When the
EAP EAP Configure d for Bridg e Unit (Main)
alarm condition is no longer present, the indicator will switch 2) Select the On duty officer. The duty indicator for the selected
OFF. officer(s) is indicated in green on both the OS and the EAPs.
<EAS Layout>

The EAS system can use either single- or redundant TCP/IP networks for
interfacing the system units. In a redundant alarm network, all EAP
panels are interfacing the OS in a star topology whereas it in a single
alarm network, the panels are connected in series as shown in “EAS
Layout”. The EAP panels are typically located in officer cabins, public
spaces and on the navigation Bridge.
The EAS is designed to meet the international convention for the Safety
of Life at Sea (SOLAS) and all major classification society’s
requirements for periodically unattended machinery areas is adhered.
3. Operation
Alarm Acknowledge when in ECR/CCR Watch Mode
When in ECR/CCR Watch mode, by default, the EAP panels display the
alarm status but no sound device is set off. However the following
alterations are available:
3)
 For the Main- and Duty panels, the operator can choose whether
or not the alarm status is to be shown when No people are On-
duty. These settings are done through the UI on the K-Chief OS
in ECR (for engine machinery alarms) and CCR (for cargo
alarms).
Selection of On-Duty Officer/Engineer
Transfer watch responsibility from ECR, CCR or NCR to the
Bridge by selecting the Watch button and the To Bridge in the
Watch Transfer dialog box. The qualifications indicator for
Bridge turns green. While in Bridge Watch mode, deselecting
the qualification On-duty officer is not allowed. In order to
change the On-duty officer (Chief Engineer in), another Officer
in the qualification must first be selected, before removing the
initial On-duty officer.

Alarm Acknowledge when in Wheelhouse Watch Mode

When in Wheelhouse Watch mode, the initial alarm sounds on the Main
panel on the Bridge, the On-duty engineers Duty panel and on the Public
panels. The following happens when acknowledging the alarm at the
different locations:
 By pressing the Silence button on the front of the Main panel
turns OFF the sound only on the Bridge panel. The alarm
indicator continues to flicker until alarm is acknowledged, and
then change to a steady light. When the alarm condition is no
longer present, the indicator will switch OFF.
Bridge Watch Mode 4) If an EAS alarm is activated, the alarm is announced on the
Bridge, the On-duty officers EAP and all Public EAPs in the
In order to transfer watch responsibility from the ECR, CCR or NCR to the qualification.
Bridge (Bridge Watch mode), please follow the steps below:
1) From the EAS UI on the K-Chief OS in the ECR, CCR or NCR,
verify that an officer is set to On duty in the Officers page. If no
officer in the qualification has watch responsibility as shown in
Illustration 3.2c, at least one must be appointed.

IMO No. 9636711 / 1st Draft (2013.09.30) 3 - 10 Part 3 Integrated Automation System (IAS)
 CORCOVADO LNG Cargo Operating Manual
Harbour Watch Mode If the On duty engineer fails to acknowledge the alarm within the Repeat Illustration 3.2d Personnel Alarm System
Alarm II limit, normally three minutes (LIMIT 2 – adjustable), all
engineers with the qualification are called upon on all EAPs. Machinery
In order to enter Harbour Watch mode), proceed as follows: Alarm,
System ON
Brigde Watch
ON
 Select an On duty engineer from the EAP, but do not transfer
watch responsibility to the Bridge. All alarms are now routed to
the On duty engineers panel as well as public panels. Repeat
alarms and Personal alarms are activated as normal during when OFAS alarm
Start/Reset timer
in Harbour Watch mode.
When an OFAS alarm is activated, all officers within the qualification are
Engineer/Officer Call from ECR/CCR/WH called. The Public panels also call for the officers.

The EAS supports two types of Call functions; Call Duty and Call All as Reset button
activated?
described in the sections hereafter.
NO

Call Duty

Timer>13 NO
The Call Duty function activates the buzzer/panel on the designated On- minutes?
4. Operator Fitness System
duty engineers panel and the on public panels.
YES
The Personnel alarm system can be activated in three different ways.
 By acknowledging the call on the designated On-duty engineer
panel, silences all panels. Set warming light
1) From one of two start panels located at the ECR console and in machinery area
accommodation upper deck. In this case, the stop function can
 By acknowledging the call on a public panel, silences that panel
be activated from the start panel or from the VDU software
only and indicators continues to flicker on all panels.
panel.
Call All` Reset button
2) From one of the reset panels (yard supply), located around the activated?
machinery space. As above, the stop function can be activated NO
The Call All function is normally used only for emergency situations and
from the start panel or from the VDU software panel.
activates the buzzer/panel on all EAPs installed on the vessel.

3) Automatically when a machinery alarm occurs at extension Timer>15 NO

 By acknowledging the call, silences that specific panel only minutes?
panels during bridge watch. In this case, the alarm must be
regardless of whether it is a Duty panel or a Public panel.
silenced at operator station before stop can be activated from YES
start panel or VDU software panel.
Repeat Alarm
Activate
Personnel alarm will be set off 15 minutes after activation. A pre-warning Personnel
A Repeat alarm I is triggered in the Operation page on all EAPs if an Alarm
will be activated at 13 minutes. A pre-warning signal is interfaced to the
active EAS group alarm has not been acknowledged from an OS within a
alarm column which will start flashing the pre-warning lamps.
pre-defined time. By default, the pre- defined time is set to three minutes
(LIMIT 1 - adjustable).
See the flowchart below for more details.
Activate Extention
Alarm system,
If the system is switched off before the pre-warning or personnel alarm is Personnel Alarm

initiated, the sequence will terminate and switch off the system on lamp.

IMO No. 9636711 / 1st Draft (2013.09.30) 3 - 11 Part 3 Integrated Automation System (IAS)
 CORCOVADO LNG
Part 4 : Cargo System
4.1 Cargo Piping System ...................................................................4 - 2
4.1.1 Cargo Piping Systems ......................................................4 - 2
4.2 Cargo Tank Pressure Control System ..........................................4 - 4
4.2.1 Gas Management System .................................................4 - 4
4.2.2 Cargo Tank Pressure Control ...........................................4 - 4
4.2.3 Operation Modes ..............................................................4 - 6
4.2.4 GCU Control .................................................................... 4 - 8
4.2.5 Forcing Vaporiser Control................................................4 - 9
4.2.6 Cargo Tank Vent Control .................................................4 - 9
4.3 Cargo Pumps ............................................................................. 4 - 12
4.3.1 Main Cargo Pumps ......................................................... 4 - 12
4.3.2 Stripping/Spray Pumps ................................................... 4 - 22
4.3.3 Fuel Gas Pump ............................................................... 4 - 30
4.3.4 Emergency Cargo Pump ................................................. 4 - 38
4.4. Compressor ............................................................................... 4 - 44
4.4.1 HD Compressors ............................................................ 4 - 44
4.4.2. LD Compressors ............................................................ 4 - 51
4.5 HD Heater .................................................................................. 4 - 60
4.6 LNG Vaporiser........................................................................... 4 - 64
4.7 Forcing Vaporiser ...................................................................... 4 - 68
4.8 In-Line Mixer and Mist Separator ............................................. 4 - 72
4.9 Vacuum Pumps .......................................................................... 4 - 76
4.10 Custody Transfer System ......................................................... 4 - 80
4.10.1 Custody Transfer System ............................................. 4 - 80
4.10.2 Float Level Gauge ........................................................ 4 - 92
4.10.3 Trim/List Indicator ....................................................... 4 - 98
4.10 Nitrogen Production System.................................................. 4 - 102
4.11 Inert Gas and Dry Air System ................................................ 4 - 108
4.12 Gas Detection System............................................................ 4 - 118
4.13 Cargo and Ballast Valve Control ........................................... 4 - 126
4.13.1 Cargo Valve Control System ...................................... 4 - 126
4.13.2 Ballast Valve Remote Control System ....................... 4 - 130
4.15 Emergency Shutdown System ............................................... 4 - 134
4.15.1 Main Components and System Interface .................... 4 - 134
4.15.2 Operator Interface....................................................... 4 - 136
4.15.3 Failure Handling ......................................................... 4 - 138
4.16 Ship Shore Communication System ...................................... 4 - 140
4.16.1 Ship Shore Link .......................................................... 4 - 140
4.15.2 Mooring Load Monitoring System ............................. 4 - 146
4.17 Relief Systems ....................................................................... 4 - 149
4.17.1 Cargo Tank Relief Valves .......................................... 4 - 149
4.17.2 Insulation Space Relief Valves................................... 4 - 150
4.17.3 Cargo Tank and Insulation Space Relief Valves Operating
Principle ................................................................................ 4 - 151
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
4.17.4 Pipe Relief Valves ..................................................... 4 - 153 4.17.2a Insulation Space Relief Valves ......................................... 4 - 150
4.17.4a Cargo Pipe Relief Valve (REC131-S1(E))........................ 4 - 153
Illustrations 4.17.4b Cargo Pipe Relief Valve (REC131-S1(N)) ....................... 4 - 153
4.1a Cargo Piping System ................................................................. 4 - 1
4.2.2a Pressure Table for Vapour Header Pressure ........................... 4 - 4
4.3.1a Main Cargo Pump ................................................................ 4 - 11
4.3.1b Characteristic Curve of Cargo Pumps .................................. 4 - 13
4.3.2a Stripping/Spray Pump .......................................................... 4 - 21
4.3.2b Characteristic Curve of Stripping/Spray Pumps .................. 4 - 23
4.3.3a Fuel Gas Pump ..................................................................... 4 - 29
4.3.3b Characteristic Curve of Fuel Gas Pumps ............................. 4 - 31
4.3.3c Fuel Gas Pump Load and Pressure Control ......................... 4 - 33
4.3.4a Emergency Cargo Pump....................................................... 4 - 37
4.3.4b Characteristic Curve of Emergency Cargo Pump ................ 4 - 39
4.4.1a HD Compressor.................................................................... 4 - 43
4.4.1b HD Compressor Performance Curve ................................... 4 - 45
4.4.2a LD Compressor - Four Stage (1/2) ....................................... 4 - 49
4.4.2b LD Compressor - Four Stage (2/2) ...................................... 4 - 50
4.4.2c LD Compressor Performance Curve .................................... 4 - 52
4.5a HD Heater ............................................................................... 4 - 59
4.6a LNG Vaporiser ........................................................................ 4 - 63
4.7a Forcing Vaporiser .................................................................... 4 - 67
4.8a Mist Separator ......................................................................... 4 - 71
4.9a Vacuum Pumps ........................................................................ 4 - 75
4.9b Notice for Drain ...................................................................... 4 - 78
4.10.1a Custody Transfer System ................................................... 4 - 79
4.10.1b Cargo Tank Level & Temperature ...................................... 4 - 81
4.10.1d CTS Flow Diagrams .......................................................... 4 - 89
4.10.2a Float Level Gauge System ................................................. 4 - 91
4.10.2b Float Level Gauge .............................................................. 4 - 95
4.10.3a Trim/List Indicator System (1/2) ........................................ 4 - 97
4.10.3b Trim/List Indicator System (2/2)........................................ 4 - 99
4.10a Nitrogen Generator ............................................................. 4 - 101
4.11a Inert Gas and Dry Air System (1/2)..................................... 4 - 107
4.11b Inert Gas and Dry Air System (2/2) .................................... 4 - 109
4.11c Oxygen Analyser ................................................................. 4 - 112
4.12a Cargo Area Gas Detection System ...................................... 4 - 117
4.12b Gas Detection System (1/2) ................................................ 4 - 119
4.12c Gas Detection System (2/2) ................................................ 4 - 121
4.12d E/R Gas Detection System .................................................. 4 - 123
4.13.1a Cargo Valve Hydraulic Lines ........................................... 4 - 125
4.13.2a Ballast Valve Hydraulic Lines .......................................... 4 - 129 Part 4
4.15a Emergency Shutdown System............................................. 4 - 133
4.16.1a Ship-Shore Link ............................................................... 4 - 139
4.17.1a Cargo Tank Relief Valves ................................................. 4 - 149
Cargo System
Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Illustration 4.1a Cargo Piping System

Key
Cargo Compressor Room CG510 LNG Liquid/

(600)
A
(300) (400) Stripping/Spray Line
(450)
CG509
CG511 CG512
CG519 H LNG Vapour Line

(400)

(400)

(400)

(400)

(400)
(500) (600) (700)
A 1 FM (25)
(250)
CG514 Nitrogen Line

CG801

CG802
CS811 CS812

CS808 CS809

CS805 CS806

CS802 CS803
CL808 CL804

CL807 CL803

CL806 CL802

CL805 CL801
H #
H #

H #

H #

H #
HD Compressor A
CG518 CG517 SP-8

(300)

CG002
H *
(300) (400)
Fro m Ine rt IG022 IG023 CG527 CG520 A H CG513
(700)

Gas Sys t e m
(600) HD (500) CG515 CG516 H Cargo Equipment Capacity
Heater (500)
2 CG553
( E/ R) (400) FM
CG410

(200)
CG521 P
(250)
(200) - Cargo Pump : 1,850 m3/h

(80)
CG534 CG502 CG551 CG552 Inter CLR - Stripping/Spray Pump

FM
A A P CG503 (80) (80)
(80) CS807 CS804 : 60 m3/h
CG636 CG538 CG501

(200)
To Gas H # CG536 CG504 H - Fuel Gas Pump : 12 m3/h

(700)
H * (600)
(250) (300) (250)
C o m b us t i o n FM 1 FM
(550) - High Duty Compressor

(200)
Un i t ( GCU) (200)
CG563
CG407
A *

AFT Water Cooler P : 35,000 m3/h

(80)

(700)

(100)

(600)
(200)
LD Compressor (4-stage)
(200) CG506 CG561 CG562 Inter CLR - Low Duty Compressor
CG507

CG529

CG535
A A P
(80) : 5,120 m3/h
CG406

CG505
A *

(80)

CG405 CG508 - LNG Vaporiser : 4,100 kW

Strip./Spray
H

Crossover

Crossover

Crossover

Crossover
(300) (250)
H #

Vapour
2

Liquid

Liquid
CS506 FM FM
(200)
A
(200) (250) - Forcing Vaporiser : 810 kW
(25) (25)
AFT Water Cooler Mist - HD Heater : 3,700 kW
To D / F CS504 CS505 In-line Separator
Engi ne H A CG532 CG540 Mixer
CG415 (40) Forcing (250)
H # Vaporiser

(25)
In-line SP-7
CS503 Mixer

CG542
A To N2 System

(700)

(100)

(700)
CS521

CS525

CS524
(80) (80)
(40) for Insul. Space CS707 CS704

A
CS501 CS502 CN588
CG530 H CN589

(80)
H A
LNG

CS712 CS711

CS709 CS708

CS706 CS705

CS703 CS702
CL704 CL708

CL703 CL707

CL702 CL706

CL701 CL705
(50) (25)
FM N2 Purge Drain Pot
Vaporiser

CG528
In-line

CS523

CS530
(25)
CS533 CS532

(400)
(25)
FM

Mixer

FM
H

A
CS520

CG701

CG702
CS528 A CS529

(65)

(25)

H *
CG001
#H

#H

#H

#H
#H
(40)
CS531 CS532
(80)

(400)

(400)

(400)

(400)

(400)
(300)
SP-6

CS003
(600) (550)

CG605

CG603

CG604
CG601

CG602

CL602
(200) (300) (300) Gas Header
CS601
(80)
(400) (600) (600) (500) Vapour Header (400)
(200)

(400)

CS004 CS002 CS001

Strip./Spray Header
CL601

(80) (80) (65) (40)

(40)

(80)
(450) (600) (600) (750) (600) (450) Liquid Header (400)

CG107
CS603
(450)

CL107

(450)

(200)

(400)

(450)
(65)

(65)
(200)

(400)
(200)

SP-5
(65)

(40)

(65)

(40)

CG105
CG106
CL410

CL310

CL210

CL110
CS415

CS315

H *
H *

H *

H *

H *
CS405

CS305

CS205

CS105
CS409 H *

CS313 H *

CS213 H *

CS109 H *
CS416 H

CS316 H

CS408 CS308 CS208 CS108

(40) (40) (40) (40)

CG102
CS404 CS304 CS204 CS104
CG402

CG302

CG202
No.4 No.3 No.2 No.1
H * H * H * H *
Vent Mast Vent Mast Vent Mast Vent Mast
CS414

CS314

(300) (300) (300) (300)

FM
(80)

(80)

(80)

(80)
(200) CS419 (200) CS319 (200) (200)
(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H * H *
CL406

CL306

CL206

CL106
(40)

(40)

(40)

(40)
SP-1
SP-4 SP-3 SP-2

CG101
CF401 CF301 CF201 CF101
CG401

CG301

CG201
H * CS402

H * CS418

H * CS302

H * CS318

H * CS202

H * CS102
CL405

CL305

CL205

CL105
CL402

CL302

CL202

CL102
CL401

CL400

CL301

CL300

CL201

CL200

CL101

CL100
H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

CS107
CS407

CS406

CS307

CS306

CS207

CS206

CS106
CS401

CS417

CS301

CS317

CS201

CS101
(25) (25) (25) (25)
(65) (25) (65) (25) (65) (25) (65) (25)

CF402 CF302 CF202 CF102

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)
Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

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

(3

(3

(3

(3

(3

(3

(3
50

50

50

50

50

50

50

50
)

)
(65)

(40)

(65)

(40)

(65)

(65)
CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
C1 No.1 Cargo Pump
(80)

(65)

(80)

(65)

(80)

(80)
C2 No.2 Cargo Pump
Filling Line

Filling Line

Filling Line

Filling Line
C1 C2 S Strip./Spray Pump C1 C2 C1 C2 C1 C2
S F S F S S
F FG Pump

IMO No. 9636711 / 1st Draft (2013.09.30) 4-1 Part 4 Cargo System
 CORCOVADO LNG
Part 4 : Cargo System
4.1 Cargo Piping System
Description
The cargo piping system is illustrated in a simplified drawing showing
only the principal features of the system (see illustration 4.1a).
Liquid cargo is loaded and discharged via the two crossover lines at
midships and is delivered to and from each cargo tank liquid dome via
the liquid header which runs fore and aft along the trunk deck. Each
crossover line at midships separates into two loading/discharging
connections, port and starboard, making a total of four loading/discharge
connections on each side of the ship.
The cargo tank vapour domes are maintained in communication with
each other by the vapour header running fore and aft along the trunk deck.
The vapour header also has a cross connection at the midship manifold
for use in regulating tank pressures when loading and discharging. The
vapour header connects the vapour domes on each tank for directing the
boil-off gas to the engine room for gas burning, via the LD compressors
and heater.
In an emergency vapour header is used to vent the excess boil-off to the
atmosphere via the No.1 LNG vent mast.
When loading, the vapour header and crossover, together with the HD
compressors, are used to return the displaced gas from the tanks back to
the shore installation. When discharging, the vapour header is used in
conjunction with either the vapour crossover, or a vaporiser, to supply
gas to the tanks to replace the outgoing liquid cargo.
The stripping/spray line can be connected to the liquid crossover lines
and can be used to drain LNG via stripping/spray header and sprayers
after completion of loading or to cool down each cargo tank, to produce
vapour through LNG vaporiser and to cool down liquid header.
The vapour header and stripping/spray headers are both connected to the
vapour dome of each tank. The vapour domes also house the tank safety
valves, gas detector, press transmitter, pressure pick up and five sample
points. The spray line on each tank consists of two spray assemblies
inside the tank at the top to distribute the incoming liquid into several
spray nozzles. These spray assemblies assist in evaporation and thus
achieve a better cooldown rate.
The stripping/spray, liquid and vapour headers have branches to and
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
from the cargo compressor room with connections to the compressors,
heaters and vaporiser for various auxiliary functions. Removable bends
(spool pieces) are supplied for fitting where necessary to allow 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 boil-off gas from the cargo tanks when at sea. In normal circumstances
this is done by leading the boil-off gas to the engine room as fuel for the
main generator engine or burn in the GCU. In emergency situations the
boil-off gas can be vented to the atmosphere via the forward vent mast
riser.
The inert gas and dry air system, located in the engine room, are used to
supply inert gas or dry air to the cargo tanks via piping which connects
with the main cargo system through the double non-return swing valves.
These valves avoid gas returning to the engine room.
All of the cargo liquid piping is welded to reduce the possibility of joint
leakage.
Both liquid and vapour systems have been designed in such a way that
expansion and contraction are absorbed in the piping configuration. This
is done by means of expansion loops and bellows on liquid and vapour
piping respectively. Fixed and sliding pipe supports and guides are
provided to ensure that pipe stresses are kept within acceptable limits.
All sections of liquid piping that can be isolated, and thus possibly
trapping liquid between closed valves, are provided with safety valves
which relieve excess pressure to the nearest vapour dome. This is a safety
measure, although normal working practice is to allow any remaining
liquid to warm up and boil off before closing any such valves.
All major valves such as the midships port and starboard manifold valves
(also called ESD Manifold Valves) and individual tank loading and
discharge valves, are remotely power operated from the IAS. This allows
all normal cargo operations to be carried out from the Cargo Control
Room (CCR).
When an ESD is activated the manifold valves are closed, discontinuing
loading or unloading operations.
A non-return valve is fitted at the discharge flange of each cargo pump.
A 6 mm hole is drilled in the valve disc to allow the tank discharge lines
to drain down and be gas freed. Non-return valves are also fitted at the
discharge flange of the compressors. The stripping/spray pump, fuel
pump and emergency cargo pump discharge lines have non-return valves
4-2
located directly after the hydraulically operated discharge valves.
A small 6 mm diameter spray nozzle is also fitted at the top of each cargo
pump discharge line inside the tank to cool down the pump tower leg in
order to maintain a cold temperature through the complete discharge.
4.1.1 Cargo Piping Systems
To facilitate inerting and aeration of the system during a refit, blank
flanges and sample points have been fitted at certain points along the
liquid line.
Outside of the cargo tanks, all sections of the liquid line are insulated
with rigid polyurethane foam and covered with moulded Glass-Fibre
Reinforced Polyester (GRP) which acts as a resilient, water and vapour
tight barrier.
1. Liquid Lines
The system comprises a 700/600/450/400/300A butt welded, cryogenic
stainless steel pipeline connecting each of the four cargo tanks to the
loading/discharge manifolds at the ship’s side by means of a common
line.
At each tank liquid dome there is a manifold which connects to the
loading and discharge lines from the cargo tank to allow for the loading
and discharge of cargo. This manifold connects to the tank discharge
lines from the port and starboard cargo pumps, the loading line,
emergency pump well and the spray line.
2. Vapour Lines
The system comprises a 600/550/500/400A cryogenic stainless steel
pipeline connecting each of the four cargo tanks by means of a common
line to the ship side vapour manifold, the compressor room and the
forward vent mast.
The line to the cargo compressor room allows for the vapour to be used
in the following manner:
 During cargo loading, the vapour to be sent to shore by means
of the HD compressors in order to control pressure in the cargo
tanks.
 During ballast/loaded voyages, boil-off gas to be sent to the
engine room via the LD compressors and heater for use as fuel
Part 4 Cargo System
 CORCOVADO LNG
gas in the main generator engines.
 Before repair periods to circulate warm gas from HD
compressors and HD heaters to vaporise any remaining heel
and warm the tank structure to ambient temperatures before
inerting and aerating.
The line to the forward vent mast acts as the emergency tank pressure
control during normal operations. As methane is a pollutant this should
be avoided if at all possible.
3. Stripping/Spray Lines
The system comprises a 100/80/65/40A butt welded, cryogenic stainless
steel pipeline connecting the stripping/spray pump to the stripping/spray
header to serve the following functions by supplying LNG to:
 Two spray rails in each tank, used for tank cooldown and gas
generation
 Supply of LNG to vaporisers for gas generation to compressors
and heaters
4. Gas Lines (One Tank Operation)
The system comprises a 300/200A pipeline which can be connected to
the vapour line and the forward vent mast for use when ‘One Tank
Operation’ is required.
The use of this line enables a single tank to be isolated and repair work
carried out without having to warm up and inert the remaining cargo
tanks.
Connection to each individual tank is by means of a spool piece between
the 200A blank flanges situated at each vapour dome on the vapour and
gas header.
During single tank operations it is possible to connect to the inert gas
generator by means of a blind flange valve.
Spectacle flanges are provided as shown in the cargo piping diagram in
order to give physical segregation for one-tank operation.
5. Fuel Gas Lines
During transportation of LNG at sea, gas vapour is produced due to the
transfer of heat from the outside sea and air through the cargo tank
insulation; energy is also absorbed from the cargo motion due to the
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
vessel’s movement. Under normal conditions the boil-off gas is used as a
means of fuel in the ship’s main generator engines.
The gas vapour is taken from the vapour header and passed through the
mist separator and then on to the LD Compressors. It then passes through
the after water cooler before going to the ship’s main generator engines
where it is burnt as fuel. The fuel gas pipe to the engine room is 200A
and is fitted with the fuel gas master valve (CG405/CG415).
6. Vent Lines
During normal operations the pressure in the tank is controlled by the use
of the boil-off gas in the main generator engines as fuel, or in the gas
combustion unit. As a last resort the pressure control system in the
common vent line to the forward vent mast will control the tank pressure.
Each cargo tank is also fitted with an independent means of venting,
comprising two 250A lines from the vapour dome into their own pilot
operated relief valves. From here the gas passes through a 300A and
450A line into its own vent mast where it is vented to atmosphere. All
vent masts are protected by the N2 purge fire smothering system
(CP178/284/384/484).
7. Inerting/Aeration Lines
The system comprises a 450A flanged line which supplies inert gas or
dry air to the cargo tanks and pipelines for inerting and drying during
refit periods.
The inert gas or dry air is supplied from the inert gas generator situated
in the engine room.
The line is connected to the gas header and the liquid header by means of
a blind flange valve and spool piece.
By selective the use of the spool pieces and spectacle flanges, it is
possible to inert/aerate all or any single cargo tank.
The vapour return line and the cargo compressor room lines can also be
purged with air or inert gas using a spool piece and isolation valve on the
line. The compressor room can also be inerted using its own inert gas
supply line with a fixed elbow and two isolation valves.
Additionally, the ballast spaces can also be connected to the inert gas
system via an isolation valve and spool piece to the ballast main.
4-3 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
4.2 Cargo Tank Pressure Control System  Fuel supply control to GCU according to tank pressure 2) Under Pressurizing
 Vent control
4.2.1 Gas Management System To protect the cargo tanks from being under pressurized the DF
 Forcing vaporiser control
engines will at certain point be switched to FO mode.
1. General Description Forcing vaporiser will be started before fuel mode is changed to FO
Inter Cooler mode.
GCU
The Gas Management System will try to keep the cargo tank pressure within
In-Line Mist
normal operation limits. It also includes safety function if tank pressure Mix Seperator
After
Cooler
Illustration 4.2.2a Pressure Table for Vapour Header Pressure

CG636
becomes outside of the normal operation limits. An optimal operation M

CG407
function is included. The system allows flexible selections on NBO/FBO, LD Compressor
No.1 Pressure Setting Table in LNGC Mode

CG551
fuel mix/gas only modes, and GCU/DFE mode of compressors. Vapour Header Pressure

CG406
Inter Cooler

Forcing Vaporiser
DFE 1-2
CG405
The cargo tank pressure is controlled by calculating the NBO by means of 350 mbar Safety Relief Vent Open (by Safety Valve)
After DFE 3-4
the “tank pressure controller”, in principle realized with a PI controller. The Cooler CG415

M
PI controller working in a direct mode, meaning that if the tank pressure is
LD Compressor 330 mbar Vent Valve Open (by IAS)
higher than set point, the output will increase. When the PV is below the set No.2 CG001
320 mbar Safety Relief Vent Close (by Safety Valve)
point the controller output will be reduced.
310 mbar Vent Valve Close (by IAS)

The calculated NBO signal is used to calculate the DF engines gas loading. PAHH 300 mbar Close LNGInlet Control Valves of
Key LNG&Forcing Vaporizers
Vapor Line
In program mode the electric propulsion load is calculated depending on Cargo
Tank 4
Cargo
Tank 3
Cargo
Tank 2
Cargo
Tank 1 Cargo Line 290 mbar GCU Start (by IAS, Adjustableby Operator)
SP for High Cargo Tank Press Controller
tank pressure.
<General Arrangement>
1290 mbar A 270 mbar Forcing Vaporiser StopRequest Alarm
The LD compressors are controlled to keep the fuel gas pressure for DF
The above shows the arrangement of the main equipment controlled by
engines constant. The overpressure valve (return to cargo tank) is used by
GMS.
the GMS to protect the DF engine fuel gas supply plant from high pressures
during huge load reductions.
4.2.2 Cargo Tank Pressure Control

The forcing vaporiser is used to generate FBO. This may be used in case 220 mbar Tank Press Control SP (by IAS) Laden Mode
1. General Description Normal Range
“gas only mode” is required, or in case operator wants to obtain more 210 mbar GCU Tank Pressure Control SP
suitable gas loading for the DF engines.
1) Over Pressurizing
190 mbar GCU Stopby IAS (Adjustableby Operator)
The GCU is used as a help to control the tank pressure if for some reason
To protect the cargo tanks from being over pressurized due to
pressure should be above normal range.
natural boil off, the gas has to be consumed by the DF engines,
burned by the GCU or vented to atmosphere. The LD compressors
A final tank pressure control is to open the vent valve to mast. This
will supply the natural boil-off gas to the DF engines and GCU as 1063 mbar A
control is also included within the GMS. 50 mbar GCU StopRequest Alarm (Manual)
fuel gas to keep the vapour header pressure stable.
40 mbar Forcing Vaporiser StartRequest Alarm
(Manual) / GCU Stop
2. Main Tasks
If the DF engines require less fuel gas than what is naturally 30 mbar DFE Sequental Changeover to MDO Mode.
(Local) SlowInterval ( 5 min delay) + Low Alarm
boiling off, the vapour header pressure will increase. To prevent an
The main tasks for the Gas Management System are follows: 20 mbar DFE Sequental Changeover to MDO Mode. (Local)
Fast Interval ( 30 sec. Del
ay)+ LowLow Alarm
increase in the pressure the GCU must be activated to burn the
remaining NBO. 5 mbar TPS1
0
 Tank pressure control
-10 mbar Safety Valve Open (Local)
 Overall Fuel mode controls
 Fuel supply control to DF engines according to demand

IMO No. 9636711 / 1st Draft (2013.09.30) 4-4 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Vapour HDR Vapour HDR
Note: LD compressor is always used to keep the Fuel Gas pressure constant for the Press barG Press barA
DF engines or GCU. This means that tank pressure controller output is sent PT
PT PT
• GCU auto start: to PMS for load sharing control. xxx
xxx xxx

GCU start set pressure is 5 mbar (default, but adjustable) below

than cargo tank pressure high. 2. Telegraph Operation

• GCU auto stop: The tank pressure controller calculates the NBO which is the Op Sel
Output of high cargo tank pressure is zero and tank pressure is “recommended Gas Load” for the DF engines in gas mode. Op Sel Ballast
Laden
lower than (SP of GCU start set pressure -5 mbar, but Abs
adjustable) The recommended gas load will be shared symmetrically between the
Master 120mbar, Setpoint Ballast
gas mode engines, the remaining load will be shared between FO engines. (slow) PV
70mbar, Setpoint Laden
PIC SP
• FV auto start: Minimum load reference for the engines in FO is limited to 15 %. If
xxx 1083mbar, Setpoint Laden Abs
Tank pressure is lower than SP of low cargo tank pressure electrical load is reduced when FO engines are at minimum, the gas Out
controller. mode engines will reduce while the FO mode engines will remain at 0-10000kg/h

Max Load for Gas Engines

15 % load i.e. tank pressure controller is bypassed (tank pressure

Total Power Consumtion

• FV auto stop: increased). Step value 200kg/h

DFE1 Connected

DFE2 Connected

DFE3 Connected

DFE4 Connected
Output of low cargo tank pressure is zero and tank pressure is

DFE1 Gas mode

DFE2 Gas mode

DFE3 Gas mode

DFE4 Gas mode

Recommended BOG
higher than (SP of low cargo tank pressure controller +10 Maximum load reference for the FO mode engines is limited to 100 %. If
mbarg) load is increased when FO mode engines are at 100 %, the gas mode Gas Heating Value
Calc
engines will be increase while the FO mode engines will remain at 100 % Gas Mode Engine Efficiency

• Vent Valve (When Vent Mode is Selected) load i.e. tank pressure controller is bypassed (tank pressure decreased). Recommended BOG (kW)
Open:
Tank pressure is greater than (SP of high cargo tank pressure Recomended gas Load is
controller +10 mbarg) (laden/ballast) shared between engines in
gas mode, limited to “Max
load for gas engines” (90%).
FO engines share the
Close remaining load.
Laden: Tank pressure is less than SP of high cargo tank pressure In case FO engines are at
100% load, the remaining
controller. load is added to gas mode
engines.

The tank pressure controller is equipped with 3 different modes: In gas only mode all power
is shared between gas engines.
 Ballast gauge
 Laden gauge (Controller is using the gauge pressure transmitter)
 Laden absolute (Controller is using the absolute pressure DFE1 DFE2 DFE3 DFE4
load load load load
transmitter) SP SP SP SP

In ballast voyage the controller compares the vapour header pressure in mbar <Tank Pressure controller>
with the operator set point.
3. Tank Pressure Control Mode
In laden voyage the operator can select between absolute sensor or gauge
sensor. The controller compares the measured pressure and set point and In Tank Pressure Control Mode vessel speed can be adjusted by a corrective
calculates the output. signal. This selection is only available in Gas Only mode.

IMO No. 9636711 / 1st Draft (2013.09.30) 4-5 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Gas Only Mode 4.2.3 Operation Modes Fuel Mix NBO

Tank Press Controller Recommended

The vessel speed will be adjusted in order to keep electrical load in The considered modes are follows: Variable
5.4 bar
Recommended
BOG Calc
DG Loadn (Kw) PMS
Loadsharing
Calc
Logic
accordance with the “recommended gas load”. This function can be SP dF
wd
DFE
Efficiency
Heat
Value
Gas Firing DFE
Actual Load (Kw)
F ee
PIC
selected/deselected from the bridge console.  Gas Only, NBO + FBO PIC
XXX
XXX PV
Inter Cooler Out
 Gas Only, NBO
The function will be deactivated when the set point for the Telegraph is  Fuel Mix, NBO
Govemor
In-Line Mist After PT
changed.  Fuel Mix, NBO + FBO Mix Seperator Cooler XXX
Control

M DFE

Load
Gas Mode Engines Actual

Recomended Gas Load(kW)

LD Compressor
In addition to these overall operational modes the use of GCU and Venting No.1

CG551

CG406
PIC
Inter Cooler Logic
XXX
will affect the operation within each mode. Recycle
Valve

After
1. MDO/HFO Cooler
M
LD Compressor
MDO/HFO mode means that no engines are using gas mode. In addition No.2 CG001

Lo Gas Mode Eng MDO mode will be the result in case of a gas supply trip.
Sel Nominal Power

MGE 1 Fuel Gas Mode

Key

Cargo Cargo Cargo Cargo Vapor Line

Tank 4 Tank 3 Tank 2 Tank 1 Cargo Line
- MGE 2 Fuel Gas Mode
& MDO / HFO Mode
MGE 3 Fuel Gas Mode <Control Principle Fuel mix NBO>
Tank Pressure Control
Available to EPS DB
+/-200kW MGE 4 Fuel Gas Mode
PV The basic configuration for mixed arrangement the NBO will be consumed
TrcSe SP by the engine(s) on fuel gas. The tank pressure controller will give a set
Gas Only Mode PID 0
Program Mode Select & XXX Lim <MDO Mode Detection Logic> point and this value will be converted to a kW demand signal based on
From EPS H
Out Lim
L
Max Power Correction
composition (heating value) and efficiency, for the PMS. The LD
Min Power Correction 2. Fuel Mix compressor will operate in discharge pressure control de-coupled from the
tank pressure controller. The feed forward function from the engine load
In this configuration at least one engine is supplied with fuel gas and at least should still apply since the engines are operating in speed droop and a big
Step value 25 kW one engine is supplied with fuel oil. Then the number of engines on each fuel load change will change the load on all engines (independent of fuel mode).
0
can be selected or be based on predefined modes.
NOTE
MGE 1 Gas Mode
Heating value of the Gas and efficiency is manually input from the
MGE 2 Gas Mode
OR operator.
MGE 3 Gas Mode

Logic MGE 4 Gas Mode

All remaining engine(s) will operate on fuel oil (MDO or HFO) and
& Fuel Mix Mode consume all load variations in the power system.
MGE 1 MDO/HFO
kW kW Mode
Corrective Signal for MGE 2 MDO/HFO NOTE
EPS 1 & EPS 2
Mode The GCU is not shown in the figure, but the GCU control may be activated
OR
MGE 3 MDO/HFO in case of tank pressure high.
<Tank Pressure Control Mode> Mode
MGE 4 MDO/HFO
Mode

<Fuel Mix Mode Detection Logic>

IMO No. 9636711 / 1st Draft (2013.09.30) 4-6 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Fuel Mix NBO+FBO 3. Gas Only DFE in gas only mode supplied by the LD compressor should normally be
used together with tank pressure control Mode and telegraph mode. Because
Tank Press Variable Wanted DG Recommended DG Load (kW) PMS
Calc
PV
5.4 bar Load in % Calc
DFE Actual Load (kW) Loadsharing
Logic
Gas only means that all connected DFE’s are running on gas supply. LD compressor is controlling DFE fuel gas pressure and the electrical load
SP PIC SP
XXX
Out
PIC
PIC
XXX
Feed Fwd cannot be transferred to/from FO engines. The only way to control cargo
XXX PV

PV FIC
SP Inter Cooler Out MGE 1 Gas Mode tank pressure is then to control the PM speed.
XXX OR
Out MGE 1 CB Connected
In-Line Mist PT Govemor
Mix Seperator
After
Cooler XXX
Control Decreasing tank pressure will finally lead to tank protection controller
M DFE activation. At this point GMS sends a signal to the PMS to change one of the
MGE 2 Gas Mode
LD Compressor
No.1 OR engines to MDO mode.

CG551

CG406
PIC
Inter Cooler MGE 2 CB Connected
Forcing Vaporiser

Logic
XXX
Recycle
Valve

After
Increasing tank pressure will at certain point lead to GCU start or opening of
Cooler MGE 3 Gas Mode & Gas Only Mode
OR
vent valve.
M
MGE 3 CB Connected
LD Compressor
No.2 CG001
NBO – Speed Control (Cruise Control)
MGE 4 Gas Mode
OR Vapour Hdr Vapour Hdr
MGE 4 CB Connected Press barG Press barA
Key

Cargo Cargo Cargo Cargo

Vapor Line
Cargo Line
PT PT
Tank 4 Tank 3 Tank 2 Tank 1
XXX XXX

<Control Principle Fuel mix NBO+FBO> OR

- 1013 mbar, Normal
Atmospheric Pressure

In this configuration the LD compressor will control the fuel gas (FG)
pressure at constant value while the forcing vaporiser (FV) will produce the
Cruise Control Mode Op Sel
difference between DFE FG consumption and the NBO. <Gas only Mode Detection Logic> Available to Propulsion Laden Abs

PV
Gas Only Mode SP
A set point for wanted DFE loading in % of gas mode engines nominal NBO 0
Cruise Control Mode TreSel PID
power can selected by the operator. The Gas mode engines will be load at Select from Propulsion
& Lim
H
XXX
Cargo Tank >30
Lim
Mix Fuel Order
this value if the electrical load allows. Variable Press Calc
mbar PMS PV>SP Out L
5.4 bar Loadsharing Max Power Correction
DFE Actual Load (kW) Logic
Calc
Calc
SP
d F wd Min Power Correction
Fee DFE Heat
PIC
PIC Efficiency Value
If the power demand decreases to below minimum load for the engines in Inter Cooler
XXX
XXX
Out
PV

MDO (or HFO) mode, engines in MDO (or HFO) mode should be stopped. Step Valuve 100kW
The load on the engines in gas mode will also be decreased if this is not In-Line Mist After PT Govemor
Control
Mix Seperator Cooler XXX

sufficient. M DFE

LD Compressor
Kw/
No.1 Calc

CG551

CG406
Inter Cooler PIC
Logic %
In case the total power demand is very low and the engines operating in gas Recycle
XXX

Valve
mode is getting near the limit where they will switch to fuel oil, the engines
After
in MDO(HFO) mode should be stopped (if not already). If this is not Cooler
M Corrective Signal for
sufficient one (by one) engine on gas has to be stopped. In this situation the LD Compressor
Proulsion Motor
No.2 CG001
NBO will be higher than the power demand. The tank pressure will increase
and the GCU may have to be operated to maintain the tank pressure. Since the tank pressure cannot be controlled in NBO mode, an interface to
the propulsion control is added in order to adjust the propulsion speed. The
Key

NOTE Cargo
Tank 4
Cargo
Tank 3
Cargo
Tank 2
Cargo
Tank 1
Vapor Line
Cargo Line
speed is adjusted according to the tank pressure. In case of a high tank
The GCU is not shown in the figure, but the GCU control may be activated pressure the speed is increased, and if the tank pressure is low the speed is
in case of tank pressure high. decreased. This function is taken care of by a separate speed adjustment
<Control Principle Gas only NBO>
controller. This controller looking at the tank pressure a gives recommended

IMO No. 9636711 / 1st Draft (2013.09.30) 4-7 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
kW signal. The output of this controller is a kW signal. This controller is For very low consumption over a longer period the tank pressure will • Dedicated LD Mode: GCU is connected to its own compressor
working as a deviation controller. If the recommended kW load is equal to increase and the GCU has to be started (or venting). The GCU will in this separately from DFE.
the actual kW load on the engines the control output is zero. If the tank case be used to control the tank pressure, with an initial set-point slightly
GCU Mode Auto
pressure is increasing, the main tank pressure controller will increase the higher than the normal tank pressure controller. If GCU is started the FV will
GCU Start Limit a & GCU
recommended load. In order to meet the recommended load a positive speed be stopped automatically (290 mbar) Start Command
a<b 1min.
offset signal is given to the propulsion system and this will increase the b
Tank Press Variable Wanted DG
Calc Recommended DG Load (kW) PMS Vapour Header Pressure
actual load on the engines. In case of a low tank pressure a negative speed PV
5.4 bar Load in % Calc
DFE Actual Load (kW) Loadsharing
Logic
SP PIC SP

offset signal will be given to the propulsion system. XXX

PIC
PIC
Feed Fwd
a
Out XXX
XXX PV OR GCU
SP Inter Cooler Out

a<b Stop Command

PV FIC
15min.
In order to enable this speed control the propulsion system must be set in a XXX
Out GCU Stop Limit b
In-Line Mist PT Govemor
(250 mbar)
mode to accept this speed offset signal (Power mode). Mix Seperator
After
Cooler XXX
Control

M DFE

For the Gas Management System/Power Management system the engines

LD Compressor <GCU Auto start/stop Logic>
No.1

CG551

CG406
PIC
Inter Cooler

Forcing Vaporiser
Logic
XXX
must be in gas mode in order to select this mode. Recycle
Valve
GCU tank pressure controller can be used in 2 different modes.
After
And the Process value (PV) must be greater than the Set point (SP) for the Cooler • Manual Mode: Operator can adjust the GCU flow manually.
M
controller. LD Compressor
• Auto Mode: GCU controller is operating with its own set point
No.2 CG001
differently from main tank pressure controller.
To avoid a continuously speed correction signal a 100 kW deadband is
Vapour Hdr Vapour Hdr
provided for the set point in addition to a 0.37 % step value function on the Press barG Press barA
Key
PT PT
controller output. Due to the very long time constant for tank pressure this Cargo Cargo Cargo Cargo
Vapor Line
Cargo Line
XXX XXX
Tank 4 Tank 3 Tank 2 Tank 1
will have no influence in practice.

NBO + FBO <Control Principle Gas only NBO+FBO>

Op Sel Op Sel
Laden Abs Ballast

In Gas Only all fuel to the DF engines gas often a mix of NBO and FBO. 4.2.4 GCU Control
0 PV 290 mbar, Setpoint Ballast
290 mbar, Setpoint Laden
PIC
The NBO is at the start of the journey an estimated value, and the real NBO In case NBO is higher than actual NBO consumption for a period of time, Trc Val
XXX
SP
1103 mbarA, Setpoint Laden ABS
Set Lim
Trc H,

will then be calculated by the tank pressure controller. the tank pressure will start to increase. At certain tank pressure approx. 290 Not
Out

0
Lim
L
0
SP

mbar the GCU will be automatically started in GCU Mode. LD1 Run
OR
PIC
XXX
PV
Calc
Asv Pos
DGV Pos
LD2 Run &
En
The forcing vaporiser must supply the remaining between actual DFE fuel GCU Run
ab
le Dedicated
Mode

gas consumption and tank pressure controller output. The GCU will control the tank pressure at a higher value than the normal
tank pressure controller i.e. 290 mbar. Flow Control
Signal to GCU
in Kg/h

The LD compressor will maintain the DFE fuel supply pressure.
The Power Management System will operate with normal functions, but the
load sharing and the consumer control will take into consideration the
limitations in load steps and time between each step. The required number of
engines will be maintained by the load dependant start/stop function.
In cases where the demand is less than the NBO the FV will first be reduced
to minimum capacity. If the demand remains low longer than a period of
time (adjustable timer) the FV will be stopped. On the other hand if the
demand increases the FV will be released and supply the required demand.
<GCU Tank Pressure Control>
When the tank pressure has decreased to < 250 mbar + timer, the GCU will
be stopped automatically.
During the period when GCU is used for tank pressure control the DFEs in
gas mode will be loaded as much as possible according to the electrical
power consumption.
There are two different operating modes for the GCU.
• Common LD Mode: DFE and GCU is connected the same LD.

IMO No. 9636711 / 1st Draft (2013.09.30) 4-8 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
4.2.5 Forcing Vaporiser Control 4.2.6 Cargo Tank Vent Control

In case tank pressure is to low approx. 40 mbar the forcing vaporiser will Cargo tank high pressure control consists of three modes: Open : 330 mbr
start automatically, if selected to auto mode. Close : 310 mbr
 Vent mode
 GCU mode PT
When tank pressure recovers the vaporiser will stop automatically, if
selected to auto mode.  None mode
Vapour Manifold
Vent mode & non mode includes control of the vent valve. In case of CG106
FV Mode Auto
FV Start Limit a & FV GCU mode vent valve is not affected except in case of cargo tank
(40 mbar) Start Command pressure high - high (330 mbar).
A<b 1min.
Vapour Hdr Pressure b

Mode Action
a OR FV
Stop Command Tank Protection Pv > 330 mbar : Open valve (CG106)
A<b 15min.
FV Stop Limit b Control Pv < 310 mbar : Close valve (CG106)
(60 mbar) Vent Mode in IAS Pv > set point + 10 mbar : Open
(Laden mode) Pv < set point : Close
<Forcing Vaporiser Auto Start/Stop Logic> Vent Mode
Vent Mode in IAS Pv > set point + 10 mbar : Open
(Laden mode) Pv < set point – 10 mbar : Close
Forcing vaporiser tank pressure controller can be used in 2 different modes. High cargo tank pressure protection mode at “vent mode”, the IAS
Vent Inhibit Mode
controls the opening of the vent control valve (CG106) according to the Valve close but will open at 330 mbar.
at WH
 Manual Mode: Operator can adjust the forcing vaporiser flow vapour header pressure with a bias offset from high pressure control
Vent valve opens, “none mode” will selected in
manually. (GCU controller). In this mode, the manual operation of the control valve Vent Open from
case tank protection mode “vent mode” was
 Auto Mode: forcing vaporiser controller is operating with its own is not available. In this mode vent valve is opened 100 % and closed 0 %. WH
selected prior to Vent open from WH.
set point differently from main tank pressure controller.
Vent valve closes, “none mode” will selected in
None Mode Vent Close from
Vapour Hdr Vapour Hdr case tank protection mode “ vent mode” was
Press barG Press barA WH
selected prior to Vent close from WH.
PT PT In the “none mode”, this is to be operated during pre-dry docking and
XXX XXX
post dry-dock voyage. The operator will manually set the opening of the
vent control valve from OS in the IAS with button. Set point from
0-100 %.

Op Sel Op Sel GCU Mode

Laden Abs Ballast

0 Master PV 50 mbar, Setpoint Ballast In case of GCU mode, vent valve is not affected except in case of cargo
(Slow)
Trc Val PIC SP
50 mbar, Setpoint Laden tank pressure high-high (330 mbar).
XXX 1063 mbarA, Setpoint Laden ABS
S et
Trc Out 0
Not NOTE
0

• In case of “vent inhibit from WH”, the vent valve will stay closed.
FV Run

• In case of cargo tank pressure high-high (330 mbar) vent will open.
• In case “Open” or “Close” vent valve will follow respectively.
Flow Control
Signal to GCU
in Kg/h

<Forcing Vaporiser Tank Pressure Control>

IMO No. 9636711 / 1st Draft (2013.09.30) 4-9 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 10 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.3.1a Main Cargo Pump

324 Discharge
Terminal Box

381

Cable

Ball Bearing (Upper)

Stator Coil

Shaft
1,149

2,270 Rotor Core

1,780 Stator Core

Min. Liquid Level
for the First Start-up
after Gas Free of
Cargo Tank

Ball Bearing (Lower)

Balance Seat
Impeller
NPSH Datum Line
(Inducer Inlet)

600
Min. Liquid Level Inducer
for Normal Start-up Suction Strainer

Stop Level
115 75
(Pump Tower Shrinkage)
Suction Strainer Φ810 90
Suction Tank Bottom ±15
* Unit : mm

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 11 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4.3 Cargo Pumps 2. General Description for a period of time. Therefore, the insulation resistance of
the motor coil should be measured again before unloading
4.3.1 Main Cargo Pumps The cargo tanks are fitted with two main cargo pumps. These pumps are without fail.
vertical single-stage submerged centrifugal pumps with one inducer stage  The insulation resistance value of 5 ΜΩ is the minimum
1. Specification and driven by electric motors. value for starting the motor. The proper insulation value is
Each pump is rated to discharge 1850 m3/h at 160 m head of LNG. For more than 50 ΜΩ, so it is recommendable to trace the cause
Pump optimum discharge results, bulk discharge will be carried out with 8 of deterioration of insulation resistance and carry out the
Maker: Shinko Ind. Ltd. pumps running in parallel. countermeasures after the pump operation when the
Pump model: SM350 measured value is below that minimum value.
Capacity rated flow: 1850 m3/h The pump discharge valves are throttled to ensure optimum performance  In case the insulation resistance has lowered too much
Number of sets: 8 (2 sets per cargo tank) which is indicated by the pump performance graph. Under normal comparing the value measured at last running, it is
Total head: 165 m conditions, the cargo pump’s discharge rate is at maximum until the recommendable to trace the cause of deterioration of
Design temperature: -163°C cargo tank level reaches 0.9 m (from datum line). However, cavitation insulation resistance and carry out the countermeasures after
Design pressure: 10.4 bar and lose of suction may occur on low current, and is indicated by the the pump operation.
Liquid spec. gravity: 0.5 fluctuation on the discharge pressure gauge and ampere indication.
2) The liquid level in the cargo tank should be higher than the
Shaft power : 520 kW The discharge valves should be throttled to stabilize conditions before the following:
Efficiency: 80 % first cargo pump stop (0.80 metre). The remaining pump should be
Direction of rotation: Clockwise viewed from motor progressively throttled to maintain suction until the stopping level.  The first pump start-up at gas trial and/or after gas free off
Discharge flange: ANSI 150 LB– 350A FF cargo tank:
Minimum starting level for first 1.78m + 0.09m + pump tower By stern trimming the vessel, it should be possible to reduce the amount Approx. 1.78 metre or higher from the bottom end of suction
start-up (after gas freeing): shrinkage (from tank bottom) of liquid remaining in the tanks to a minimum, if requested. strainer
Minimum starting level for 0.6m + 0.09m + pump tower  Normal start-up (start-up other than above):
The cargo pumps may be run in closed circuit on their own tanks by Approx. 0.6 metre or higher from the bottom end of suction
normal start-up: shrinkage (from tank bottom)
opening the filling valve. This may be required if the discharge is strainer
Stop level 0.075m + 0.09m + pump tower
temporarily interrupted when the tanks are at low level, thereby avoiding
shrinkage (from tank bottom)
the problems of restarting with low level and low discharge pressure. 3) The pump and motor are to be cooled sufficiently.
NPSHR / Pump down level:
At rated flow: 1.5 / 0.9 m (from datum line) NOTE At least one and half (1.5) hours must be passed after the pump
At minimum flow: 0.5 / 0.3 m (from datum line) An insulation test of all pumps is to be carried out after leaving the was submerged in LNG. (Never operate the pump within one
Minimum flow: 740 m3/h loading port to establish that all pumps are operational and to allow time and half (1.5) hours.)
Rate flow: 1850 m3/h for the installation of the emergency cargo pump should it be necessary.
Maximum flow : 2225 m3/h CAUTION
Disconnect the earth line of insulation monitor before carrying out this
test. 1) It is necessary to cool down each part of the pump and motor
Motor sufficiently before pump operation. In case the pump is operated
Type: Vertical submerged 3-phase 3. Preparation for Operation (Starting Condition) at the condition of insufficiently cooling down, there is a
Induction possibility that the contact if the parts of fine clearance or damage
1) The overall insulation resistance should be more than 5 ΜΩ. to the bearing may happen.
Rated output: 610 kW
2) The speed of cooling down must be less than 50 ˚C/h until the
Synchronous speed: 1800 rpm  After turning off the power switch provided in the starter,
temperature of cargo tank inside becomes lower than -130 ˚C.
Electric power source: AC 6600 V / 60 Hz insulation resistance between the power cable terminal in the
After the pump temperature reached -130 ˚C, there is no limitation
Rated current: 70 A starter and the grounding should be measured and recorded,
for the cooling speed. In case the cooling down is too fast, the
Starting current: 400 A using a 1000 V megger.
each part will shrink irregularly, resulting in damage of the parts
Insulation class: Class F  If the measurements are less than 5 ΜΩ, the motor coil may
and ball bearing due to the partial excessive heat strength.
Min. starting voltage: 80 % be damaged. In this case do not start the motor.
Min. resistance value for 5 MΩ  The insulation resistance which has it once dropped lower
starting: than the requirement may recover by leaving the motor coil

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 12 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.3.1b Characteristic Curve of Cargo Pumps

Characteristic Curve of
Cargo Pump

Pump Efficiency E (%)

Total Head H (m)

NPSHR Hs (m)

Shaft Horse Power P (kW)

Pump Down Hd (m)
200
H

(Height from inducer inlet)

150

100
E
80

60

600 40

500 20 P
4 400 0

3 300

2 200 Hs

1
0 Hd
0 500 1,000 1,500 2,000 2,500
Capacity Q (m3/h)

Pump Motor
Capacity : 1850 m3/h Output : 610 kW
Total Head : 165 m Synchronous Speed : 1800 rpm
Liquid Name : LNG Electric Source : AC 6600 V, 60 Hz
Temperature : -163℃
Specific Gravity : 0.5
Minimum Flow : 740 m3/h

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 13 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4) The procedure before starting the pump, in case of direct on line For 1.78 meters or more from For 0.6~1.78 meters from the 5. Running
starting. The discharge line for cargo pump shall be cooled the bottom end of suction bottom end of suction strainer
down by means of stripping/spray pump and be filled with LNG strainer 1) When discharge pressure and electric current are stable after
just prior to start-up of cargo pump in order to reduce the water starting, therefore, the discharge valve should be opened little by
a) For starting at the time of each unloading.
hammer. little immediately, and unloading operation should be carried out
The motor may be started and The second starting should be as close to the rated discharge flow as possible.
stopped by inching continuously carried out after more than 30
5) The cargo pump discharge valve should have a slight opening.
twice. minutes have passed after the 2) Even when running in a close condition to the rated flow is
In order to reduce the water hammer at start-up the discharge
The third starting should be first stopping. difficult, the flow rate should be always within the following
valve opening should be set at about 18~25 %. However, this
carried out after more than 15 range.
valve opening should be modified as required to reflect actual
minutes have passed after the
operating conditions in order to make water hammer as small as
second stopping. 740 1850 2225
possible.
b) For starting after stopping continuous running

4. 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.
 Do not restart the pump if low current trip has been activated
in the low liquid level lower than the minimum starting
liquid level.
 The pump must not be operated during purging, gas
switching or the like.
 The pump must not be operated with the discharge valve
fully shut.
CAUTION
1) In order not to activate the low current trip & high current trip
device during pump starting, the delay timer must be installed
separately for start-up and continuous running.
2) If the discharge pressure does not rise to the required value
(approx. 5 barG) or greater within approx. 10 seconds after the
start in direct on line starting, stop the motor immediately and
examine possible causes.
3) The excessively low discharge pressure means that the pump may
be rotating in the reverse direction. In that case, the two of three
phases should be changed each other.
3) Starting the motor should be carried out only one time whenever
possible. In the case of unavoidable restart, the frequency of
starting should be, according to the liquid level in the tank, as
follows: (Following height is applied under the condition that
ship is stable condition.)
If the motor is stopped after operating for more than 30 minutes, the
motor can be restarted immediately. However, if the motor is
stopped after operating for less than 30 minutes, the following
starting should be carried out after more than 30 minutes have
passed.
If the pump does not start without any problems in 3 seconds after
pushing the start switch, the starting should be carried out after the
problem has been rectified and more than 30 minutes have passed.
The operation other than inching should be regarded as
“Continuous Running”.
Inching means that the operating time is less than 5 minutes.
The motor will be reverted to the cold state after 5 hours have
passed after motor stop.
NOTE
Level 1.78 m is the level that the upper ball bearing is submerged in LNG
CAUTION
1) Since the shock working upon the bearing at the time of starting
decreases the service life of the bearing, attention must be paid so
that the frequency of starting may be minimum whenever possible.
2) Each time the motor is started, the temperature of the motor rises
due to generation of heat. If the temperature of the motor is high at
the time of starting, gas occurs in the motor, so that there is a fear
of the bearing being damaged or the coil being burnt. Therefore,
the starting frequency of the motor should be minimum whenever
possible.
The temperature of the motor which has been subjected to
continuous running and restrained running (impossible start) is
high, it is necessary to set the cooling time of the motor until the
next starting as described above.
CAUTION
The bearing may be damaged by cavitation, vibration, excessive
thrust, or the like, at the excessive large range (higher than max. flow
rate) and at the excessive small range (lower than min. flow rate).
Therefore, long running at any of other ranges than the above flow
range must be avoided. At the time of starting, carry out discharge
valve slight opening operation as short as possib1e, and after the
completion of starting (stable discharge pressure and current), open
the discharge valve immediately and increase the discharge amount to
approximately rated flow rate.
3) When the liquid level in the cargo tank has become considerably
low, the operator should operate the pump while monitoring the
discharge pressure and electric current.
When the discharge pressure or electric current becomes
unstable and begins to fluctuate or lower, it means that
cavitation has generated or the pump is being operated in a gas
inc1usion condition. To prevent such states, the operator shall
close down the discharge valve gradually to decrease discharge
flow until the discharge pressure and electric current have
become stable or have increased.
Each time the discharge pressure and electric current fluctuate or
lower, repeat throttling the discharge valve.
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 stripping operation, it is necessary to carry out
unloading work effectively while avoiding cavitation and gas

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 14 Part 4 Cargo System

 CORCOVADO LNG
inclusion operation by carrying out discharge valve operation
carefully as described above while watching the discharge
pressure gauge and the ammeter.
4) For the pump which has started once, carry out discharge valve
operation carefully so as to carry out continuous running without
stopping all the way until the completion of stripping. (During
stripping operation, repeat discharge valve throttling operation
mentioned in the above section 3) well, and take great care not
to occur automatic pump stopping by low current trip of the
motor due to large decrease in discharge pressure and electric
current.)
5) When the residual liquid in the cargo tank becomes extremely
low even if discharge valve operation as described above is
repeated, it becomes impossible to prevent large decrease of
discharge pressure due to cavitation or gas inclusion.
In such a case, unloading by the pump is impossible, so the
pump should be stopped by hand immediately. When the liquid
level in the tank has reached a prescribed minimum level, the
pump should be also stopped by hand.
6) Do not operate the pump with the discharge valve fully closed.
a) Be careful that the discharge valve may be fully closed
immediately before the completion of stripping.
b) If the pump is operated with its discharge valve almost fully
closed or approximately fully closed, the liquid in the pump
and motor may be heated and gasified.
This may result in seizure of bearings, rotating and stationary
parts, damage to the motor coil or some other accidents. It may
generate excessive thrust, which may also lead to damage to
the bearings.
It should be noted that these accidents may not occur during
the operation with the discharge valve fully closed
immediately, however they become potential causes for
accidents during subsequent operation.
6. Stop
1) 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.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
2) In principle, the pump should be stopped manually when the There are two (2) submerged electrical driven cargo pumps in each of the
liquid level lowered near to the bell mouth bottom end. four (4) cargo tanks for unloading the LNG. Cargo pumps can be started and
stopped from CSBD or remotely from IAS.
3) Low current trip
If current value becomes less than ?? A (to be confirmed after
One emergency stop button for each pump is located on open deck.
shop test), the motor should be stopped automatically or
manually.
Each Cargo Pump is controlled by one PID controller for load control in
(Time setting point for auto stop ........................ 5 sec.)
IAS.
4) High current trip
If current value exceeds beyond ?? A, the motor stops Load on pump is controlled by operating cargo pump discharge valve.
automatically by high current trip. As the discharge valve opens flow, motor current and pump load increase.
(Time setting point ............................................. 0 sec.)
9. Cargo Pump Control
7. Measures after Stop
The cargo pumps are started and stopped from the CCR mainly via the
1) To prevent mis-operation due to idle operation, be sure to turn IAS and the associated group displays. These are also accessed through
OFF the power switch of the starter. the loading and unloading plans and monitor Schematic Displays. They
will also be automatically stopped in the event of various shut down trips
2) When a large amount of gas which passes through the pump and
being activated both in relation to the cargo system and the pumps
discharge piping in switching cargoes in the tank and other work
themselves.
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 1) Start One Cargo Pump
dry-operation condition, which may cause some damages.
The cargo pumps can be started by initiating the cargo unloading
Therefore, take a measure for not generating idle rotation due to sequence in the cargo unloading view or by the start button in
gas which passes through the pump. the cargo tank view.
8. Cargo Pump Load Control A pump start command for the unloading sequence or the
individual tank mimic’s will activate a sequence for the opening
of valves (discharge valve and filling valve) and requesting the
Position IAS PMS for electric power.
Open The pumps may also be started manually, either remote from
Close IAS by clicking on the pump and using the pop up menu, or
local manually from the switchboard. A manual start will be
Con Out
inhibited until the discharge and filling valves manually are set
to the correct position for starting of the pump.
Load Operator :
Controller Auto / Manual Each tank has two main Cargo Pumps, one powered from the
No.1 High Voltage Cargo Switchboard and the second powered
from the No.2 High Voltage Cargo Switchboard.
Meas 1
Error
It is possible to start both pumps in each tank before the Liquid
Current ISO valve is opened before continuing to the next tank. (2 pump
ProMeas Load % = x 10 0
00.0 A Rated Current
= 70 A sequence) It is also possible to start one pump and open the
Liquid ISO valve. (1 pump sequence). The operator can then
start the other pumps individually from the Cargo Tank mimic’s
4 - 15 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
or move on to the next tank. However, the operator can start the Eight (8) Step Start Sequence
pumps for the other tanks beforehand from the individual Cargo
Tank views if a quicker start up is required. The following sequence will be performed when starting one of the two
cargo pumps in the tank. This start sequence is often called “8 step” start.
Before starting the sequence, make sure that the pumps and
valves are in auto. Controllers will be set in auto during the
sequence. Start Button in view OR
Start By Unloading sequence
8 Step Start
Cargo Pump Start Permissi ve
- Sequence Run
- Pump Run
- Start in P rogr
- Wait 15 Min Le vel > 1.92
Load Cont roller
- Wait 30 Min Le vel > 1.92
in Auto
- Wait 30 Min Le vel < 1.92
Yes - Level
- Valve in Auto
Close Ca rgo
Valve Pos. < 5% No
TK Liquid ISO V/V
within Time Lim it
CLn10
Yes

Open Discha rge No

Valve Pos. > 5%
Valve = 22%
within Time Lim it
CLn01/2

First Pump in No
Tank?
First Pump in No
Tank? Yes

Yes
Hold/Chime
Operator Input to
Open Ca rgo TK
Valve Pos. > 95% No CONTINUE
Filling Valve = 100%
within Time Lim it
CLn00 Yes
Yes

Give Power Available to SWB D. Open Ca rgo

Valve Pos. > 95% No
TK Liquid ISO V/V
within Time Lim it
CLn10
Feedback Pump No
Start Selected Pump
Running Yes

Yes
Close Ca rgo TK
Valve Pos. < 5%
Filling Valve = 0%
Within Time Lim it No
Release Cont roller CLn00
for Discha rge Valve.
Yes

End Stop Sequence

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 16 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual

2) Stop One Cargo Pump 3) Start Two Cargo Pumps

For each pump there is an operator defined stop level. When tank
level is lower than target level the pump is automatically stopped. For starting both cargo pumps in the same cargo tank the
following sequence will be performed. This start sequence is
The pump discharge valve is closed when pump is stopped. often called “4 step” start sequence.
Tank liquid isolating valve is closed at the time all corresponding Four (4) Step Start Sequence
pumps are stopped.
Start Button in view OR
Eight (8) Step Stop Sequence Start By Unloading Sequence
4 Step Start
Cargo Pump Start Permissive
Stop One Cargo Start Stop Button in view OR Condition For Next Step
- Sequence running
Pump By Unloading Target Level - Pump STBD running
- Pump PORT running
Controllers in Auto - Start pump STBD button
Force Controllers - Start pump PORT button
Controller in Auto - Waiting time or Level low STBD
Force Controller - Waiting time or Level low PORT
- Valve in Auto
Close Cargo
Valve Pos. < 5% No
Close Cargo Tk. TK Liquid ISO V/V
Valve Pos. < 17% No Alarm within Time Limit Feedback Pump Start Cargo Pump No
Discharge Valve = 15% CLn10
Within Time Limit Sequence Abnormal Running PORT
CLn01/2 Yes
Yes
Yes
Open Discharge No
Valve Pos. > 5%
Valve = 22%
Feedback Pump within Time Limit
Stop Pump Trip Cargo Pump CLn01
Stopped
Yes
Release Controller
Open Discharge
Close Discharge Valve Pos. > 5% No
Valve = 22%
Valve = 5% Terminate Sequence within Time Limit
CLn02
CLn01/2
Yes
Hold/Chime
Open Cargo TK No Operator Input to
Valve Pos. > 95%
Filling Valve = 100% Continue
Last Pump in No within Time Limit
CLn00
CT To Stop Give “Power Available” to SWBD.
Yes
for Pump 1
Yes Feedback Pump Start Cargo Pump No Open Cargo
Running STBD Valve Pos. > 95% No
TK Liquid ISO V/V
Valve Pos. < 5%
Close Cargo Tk. No Alarm
within Time Limit
CLn10
Liquid ISO V/V Yes
Within Time Limit Sequence Abnormal
CLn10 Yes
Yes
Release Controller
Open Cargo Tk. Close Cargo Tk
Filling Valve = 100% Terminate Sequence Valve Pos. < 5% No
Filling Valve = 0%
CLn00 within Time Limit
CLn00

Hold/Chime Yes
Operator Input to
Controller in Man. Continue
Release Controller
Yes Give “Power Available” to SWBD. End Stop Sequence
for Pump 2

End

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 17 Part 4 Cargo System

 CORCOVADO LNG
4) Stop Two Cargo Pumps
Stop Two (2) Cargo Pumps
Stop Two Cargo Start
Pumps
Force Controller
Close Cargo Tk.
Valve Pos. < 17% No
Discharge Valve = 15%
Within Time Limit
CLn01
Yes
Stop Cargo Pump
Stbd
Force Controller
Close Cargo Tk.
Valve Pos. < 17% No
Discharge Valve = 15%
Within Time Limit
CLn02
Yes
Stop Cargo Pump
Port
Close Cargo Tk.
Discharge Valve = 5%
CLn01
Yes
Close Cargo Tk.
Discharge Valve = 5%
CLn02
Yes
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
10. Cargo Pump Safety System
To protect the Cargo Pumps and the Cargo Tanks, the pumps will be shut down
and a stop sequence activated if any of the shutdown signals are activated. In
Stop Button in view OR the table below, the shutdown conditions are listed.
By Unloading Target Level
Description Instrument No.
Manual Emergency Stop Local
CP001.13, CP002.13,
Overload
CP003.13, CP004.13
CP001.14, CP002.14,
Alarm Low Current
Sequence Abnormal CP003.14, CP004.14
CP001.17, CP002.17,
Cargo Tank Protection System Activating
CP003.17, CP004.17
Trip Cargo Pump CP001.17, CP002.17,
Emergency Shutdown System Activating
CP003.17, CP004.17
CP001.18, CP002.18,
Motor VCB trip by protection
Terminate Sequence CP003.18, CP004.18
CP001.22, CP002.22,
Motor Vacuum Circuit Breaker Trip and blocked
Valve Pos. < 5%
Close Cargo Tk.
Alarm
CP003.22, CP004.22
No
Liquid ISO V/V
Within Time Limit Sequence Abnormal
Alarm CLn10 Motor Preferential Trip 2 Cargo Pumps Stbd CSBD
Sequence Abnormal Yes
Motor Preferential Trip 3 Cargo Pumps Port CSBD
CP001.33, CP002.33,
Open Cargo Tk.
Motor Insulation Low (On Line)
Valve Pos. < 95%
Filling Valve = 100%
No Terminate Sequence
CP003.33, CP004.33
Within Time Limit
Trip Cargo Pump CLn00
CP001.34, CP002.34,
Motor Insulation Low (Off Line, Start Blocking)
CP003.34, CP004.34
CP001.22, CP002.22,
Motor VC Trip and Blocked
Terminate Sequence Check Valve Pos. CP003.22, CP004.22
CP001.35, CP002.35,
Cargo Tank Level Low Trip
CP003.35, CP004.35
Controllers In Man.
Release Controllers
Yes
End
4 - 18 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
11. Start Prevention of Cargo Pump 12. Block Restart of Cargo Pump

The following conditions will prevent a remote start of the cargo pump. The following re-starting restrictions from maker are implemented in
IAS.
Cargo Pump
NOT
Confirmed Running
Discha rge Valve
Cargo Tank Liquid Level from Tank Bottom Cargo Tank Liquid Level from Tank Bottom
> 5% and < 25% AND >1.87 + △Lm <1.87 + △Lm and> 0.69 + △Lm
(1.78 + 0.09 + △L = 18.7 + △Lm (1.78/0.6 + 0.09 + △L = 18.7/0.69 + △Lm
Filling Valve >95% :Subject to Tripod Shrinkage △Lm :Subject to Tripod Shrinkage △Lm
Liquid ISO Valve > 95% OR

Start Block
Cargo Tank Valve AND NOT OR AND
to SWBD
> 0.762 m Pump Pump
Available Available
Cargo Pump
Restart Logic
Whenever More than 5 Hours
Yes
Have Passed After Last Stopping
Description Set value TAG Remark 1 Start 1 Start
Uncompensated Allowd Allowd
Low level alarm 0.762 m
level
Discharge valve > 5 %
and < 25 %, and Filling or Running < Running < No
5 min. 30 min.
Liquid ISO. valve > 95 %

Running < No Yes

30 min.
1 Start
Allowd Wait 30 min.
Yes
After Stopping

Wait 30 min.
After Stopping
Running <
5 min.

Yes 1 Start
Allowd

Wait 15 min.
After Stopping

Running < No
30 min.

Yes

Wait 30 min.
After Stopping

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 19 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 20 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.3.2a Stripping/Spray Pump

Discharge

230

+3.2
32 0
169

Upper Ball Bearing

Terminal Box

823
Stator Core

Rotor Core

403 Lower Ball Bearing

NPSH Datum Line

Balance Seat
(Inducer Inlet)

Impeller
140
Min. Liquid Level Inducer
for Start Up
Stop Level
40 30
Suction
27.5±2.5 Φ320

Tank Bottom
* Unit : mm

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 21 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4.3.2 Stripping/Spray Pumps 2. General Description measured value is below that minimum value.
 In case the insulation resistance has lowered too much
1. Specification A stripping/spray pump is installed in each cargo tank for cooling, comparing value measured at last running, it is
stripping tanks and forced vaporisation of LNG. It is rated at 60 m3/h and recommendable to trace the cause of deterioration of
at 140 m head of LNG. insulation resistance and carry out the countermeasures after
Pump
Maker: Shinko Ind. Ltd. The pumps are in principle similar to the main cargo pumps and a similar the pump operation.
Pump model: SM65 operating procedure should be used. The spray pumps are intended for 2) The liquid level in the cargo tank should be higher than the
Capacity rated flow: 60 m3/h the cooldown of cargo tanks before loading after a ballast voyage. following in any case:
Number of sets: 4 (1 set per cargo tank)
Total head: 140 m
The pumps are started and stopped from the CCR via the IAS. In an  Approx. 0.14 metre or higher from the bottom end of suction
emergency, all pumps will be stopped by activation of the Emergency strainer.
Design temperature: -163°C
Shutdown System (ESDS) trip.
Design pressure: 10 bar
3) Pump and motor to be cooled sufficiently.
Liquid spec. gravity: 0.5 The instances when these pumps can be used:
Shaft power : 24.9 kW At least one and half (1.5) hours must be passed after the pump
Efficiency: 46 %  To cool down of the liquid header prior to discharging. was submerged in LNG. (Never operate the pump within one
Direction of rotation: Clockwise viewed from motor  To cool the cargo tank during ballast voyages prior to arrival and half (1.5) hours.)
Discharge flange: ANSI 150 LB– 80A FF at the loading terminal by discharging LNG to the spray rails
Minimum starting level: 0.14 m + 0.0275m + pump tower in the tanks CAUTION
shrinkage (from tank bottom) 1) It is necessary to cool down each part of the pump and motor
Stop level: 0.030m + 0.0275m + pump tower  To enable the tanks to be stripped sufficiently before pump operation.
shrinkage (from tank bottom) In case the pump is operated at the condition of insufficiently
For the stripping, the stripping/spray pump should be started early
NPSHR / Pump down level: cooling down, there is a possibility that the contact if the parts of
enough to avoid possible starting problems due to very low liquid
At rated flow: 0.4 / 0.2 m fine clearance or damage to the bearing may happen.
levels
At minimum flow: 0.2 / 0.1 m
Minimum flow: 24 m3/h 3. Preparation for Operation (Starting Condition) 2) The speed of cooling down must be less than 50 ˚C/h until the
Rate flow: 60 m3/h temperature of cargo tank inside becomes lower than -130 ˚C.
Maximum flow : 72 m3/h
1) The overall insulation resistance should be more than 1 ΜΩ. After the pump temperature reached -130 ˚C, there is no limitation
for the cooling speed.
 After turning off the power switch provided in the starter,
Motor
In case the cooling down is too fast, the each part will shrink
insulation resistance between the power cable terminal in the
irregularly, resulting in damage of the parts and ball bearing due to
Type: Vertical submerged 3-phase starter and the grounding should be measured and recorded,
the partial excessive heat strength.
Induction using a 500 V megger.
Rated output: 30 kW  If the measurements are less than 1 ΜΩ, the motor coil may 4) The pump discharge valve should have a slight opening.
Synchronous speed: 3600 rpm be damaged, so do not start the motor.
Electric power source: AC 440V / 60Hz  The insulation resistance which has been once dropped In order to reduce the water hammer at start-up the discharge
Rated current: 60 A lower than the requirement may recover by leaving the valve opening should be set at about 15~25 %.
Starting current: 380 A motor coil for a long time. Therefore, the insulation
However, this valve opening should be modified as required to
Insulation class: Class F resistance of the motor coil should be measured again before
reflect actual operating conditions in order to make water
Min. starting voltage: 80 % unloading without fail.
hammer as small as possible.
Min. resistance value for 1 MΩ  The insulation resistance value of 1 ΜΩ is the minimum
starting: value for starting the motor. The proper insulation value is
more than 50 ΜΩ, so it is recommendable to trace the cause
of deterioration of insulation resistance and carry out the
countermeasures after the pump operation when the

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 22 Part 4 Cargo System

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

Characteristic Curve of
Stripping/Spray Pump

Pump Efficiency E (%)

Total Head H (m)

NPSHR Hs (m)

Shaft Horse Power P (kW)

Pump Down Hd (m)
190

(Height from inducer inlet)

H
170

150

50 130

40 110
E
30

20

10

30 0
P
1.0 20
Hs
0.5 10
0 Hd
0 10 20 30 40 50 60 70
Capacity Q (m3/h)

Pump Motor
Capacity : 60 m3/h Output : 30 kW
Total Head : 140 m Synchronous Speed : 3600 rpm
Liquid Name : LNG Electric Source : AC 440 V, 60 Hz
Temperature : -163℃
Specific Gravity : 0.5
Minimum Flow : 24 m3/h

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 23 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4. Start b) For starting after stopping continuous running

1) Confirm that all the preparatory conditions described above are If the motor is stopped after operating for more than 30 minutes,
met. the motor can be restarted immediately. However, if the motor is
stopped after operating for less than 30 minutes, the following CAUTION
2) Depress the start button to start the motor. starting should be carried out after more than 30 minutes have The bearing may be damaged by cavitation, vibration, excessive thrust,
passed. or the like, at the excessive large range (higher than max. flow rate) and
 Cavitation operation must not be carried out.
If the pump does not start without any problems in 3 seconds after at the excessive small range (lower than min. flow rate). Therefore, long
 Do not restart the pump if low current trip has been activated
pushing the start switch, the starting should be carried out after the running at any of other ranges than the above flow range must be
in the low liquid level lower than the minimum starting
problem has been rectified and more than 30 minutes have avoided. At the time of starting, carry out discharge valve slight
liquid level.
passed. opening operation as short as possib1e, and after the completion of
 The pump must not be operated during purging, gas
The operation other than inching should be regarded as starting (stable discharge pressure and current), open the discharge
switching or the like.
“Continuous Running.” valve immediately and increase the discharge amount to approximately
 The pump must not be operated with the discharge valve
Inching means that the operating time is less than 5 minutes. rated flow rate.
fully shut.
The motor will be reverted to the cold state after 5 hours have
passed after motor stop. 3) When the liquid level in the cargo tank has become considerably
CAUTION
low, the operator should operate the pump while monitoring the
1) In order not to activate the low current trip & high current trip
NOTE discharge pressure and electric current.
device during pump starting, the delay timer must be installed
Level 0.61 m is the level that the upper ball bearing is submerged in LNG
separately for start-up and continuous running. When the discharge pressure or electric current becomes
2) If the discharge pressure does not rise to the required value unstable and begins to fluctuate or lower, it means that
CAUTION
(approx. 4 barG) or greater within approx. 10 seconds after the cavitation has generated or the pump is being operated in a gas
start in direct on line starting, stop the motor immediately and 1) Since the shock working upon the bearing at the time of starting inc1usion condition. To prevent such states, the operator shall
examine possible causes. decreases the service life of the bearing, attention must be paid so close down the discharge valve gradually to decrease discharge
3) The excessively low discharge pressure means that the pump may that the frequency of starting may be minimum whenever possible. flow until the discharge pressure and electric current have
be rotating in the reverse direction. In that case, the two of three 2) Each time the motor is started, the temperature of the motor rises become stable or have increased.
phases should be changed each other. 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 Each time the discharge pressure and electric current fluctuate or
3) Starting the motor should be carried out only one time whenever lower, repeat throttling the discharge valve.
of the bearing being damaged or the coil being burnt. Therefore,
possible. In the case of unavoidable restart, the frequency of
the starting frequency of the motor should be minimum whenever
starting should be, according to the liquid level in the tank, as 4) For the pump which has started once, carry out discharge valve
possible.
follows: (Following height is applied under the condition that operation carefully so as to carry out continuous running without
3) The temperature of the motor which has been subjected to
ship is stable condition.) stopping all the way until the completion of stripping. (During
continuous running and restrained running (impossible start) is
stripping operation, repeat discharge valve throttling operation
high, it is necessary to set the cooling time of the motor until the
For 0.61 meters or more from For 0.14~0.61 meters from the mentioned in the above section 3) well, and take great care not to
next starting as described above.
the bottom end of suction bottom end of suction strainer occur automatic pump stopping by low current trip of the motor due
strainer to large decrease in discharge pressure and electric current.)
a) For starting at the time of the first unloading 5. Running
5) When the residual liquid in the cargo tank becomes extremely low
The motor may be started and The second starting should be 1) When discharge pressure and electric current are stable after even if discharge valve operation as described above is repeated, it
stopped by inching continuously carried out after more than 30 starting, therefore, the discharge valve should be opened little by becomes impossible to prevent large decrease of discharge pressure
twice. minutes have passed after the little immediately, and unloading operation should be carried out due to cavitation or gas inclusion.
The third starting should be first stopping. as close to the rated discharge flow as possible.
carried out after more than 15 In such a case, unloading by the pump is impossible, so the pump
minutes have passed after the 2) Even when running in a close condition to the rated flow is should be stopped by hand immediately. When the liquid level in
second stopping. difficult, the flow rate should be always within the following the tank has reached a prescribed minimum level, the pump should
range: be also stopped by hand.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 24 Part 4 Cargo System

 CORCOVADO LNG
6) Do not operate the pump with the discharge valve fully closed.
c) Be careful that the discharge valve may be fully closed
immediately before the completion of stripping.
d) If the pump is operated with its discharge valve almost fully
closed or approximately fully closed, the liquid in the pump
and motor may be heated and gasified.
This may result in seizure of bearings, rotating and stationary
parts, damage to the motor coil or some other accidents. It may
generate excessive thrust, which may also lead to damage to
the bearings.
Cargo Operating Manual
Therefore, take a measure for not generating idle rotation due to gas
which passes through the pump.
8. Stripping/Spray Pump Load and Pressure Control
There is one (1) submerged electrical driven strip/spray pump located in
each of the four (4) cargo tanks. Stripping/Spray pumps can be started and
stopped manually or remotely from IAS.
Each stripping/spray pump is controlled by one PID controller for load
control in the IAS.
The load on the pump is controlled by operation of the stripping/spray
pump discharge valve.
If discharge valve is greatly opened, flow increases and the load of pump
increases and current of pump increases.
To maintain constant pressure in the stripping header, there is a pressure
controller for the stripping return valve in the IAS.

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.
IAS Position Position IAS 00.0 mbar
6. Stop

1) Ordinary stop Open Open

Depress "Stop" button with the discharge valve slightly opened or Close Close
closed condition to stop the motor.

Con Out
Con Out
When closing the discharge valve, stop the motor immediately.
In principle, the pump should be stopped manually when the liquid
level lowered near to the bell mouth bottom end.
Load Operator : Pressure Operator :
2) Low current trip Controller Auto/Manual Controller Auto/Manual
If current value becomes less than ?? A (to be confirmed after shop
test), the motor should be stopped automatically or manually.
Meas 1

Meas 1
Error

Error
(Time setting point for auto stop ........................ 5 sec.)

3) High current trip

If current value exceeds beyond ?? A, the motor stops automatically Current
Load % = x 100 ProMeas ProMeas
Rated Current 00.0 A
by high current trip. = 60 A
(Time setting point ............................................. 0 sec.)

7. Measures after Stop

1) To prevent mis-operation due to idle operation, be sure to turn OFF

the power switch of the starter.

2) When a large amount of gas which passes through the pump and
discharge piping in switching cargoes in the tank and other work
even if the pump is stopped, the impeller serves as a windmill, and
the pump shaft rotates. As a result, the bearing is under a dry-
operation condition, which may cause some damages.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 25 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
9. Stripping/Spray Pump Start/Stop Operation 2) Stripping/Spray Pump Stop 10. Stripping/Spray Pump Safety System

1) Stripping/Spray Pump Start Stop To avoid serious damages of the Stripping/Spray pumps and the cargo
Strip Pump Stop Button In View
Condition For Next Step tanks, the pumps will be shut down if any of the shutdown signals are
Before starting the sequence makes sure that the pumps and activated. In the table below, the shutdown conditions are listed.
valves are in auto. Controllers will be set in auto during the
sequence. Force Current Description Instrument No.
Controller
Cargo Tank Protection System Activated
Start Start
ESDS
Start Button In View (TPS-1)
Strip Pump
Emergency Shutdown System Activating ESDS
Close Discharge
Valve Pos. < 9% Valve = 7% Error Motor Low Current CSBD
Within Time Limit CSn01
Emergency Stop Local
Controllers In Auto
Force Controllers
Yes Motor Insulation Low (Start Blocking) CSBD
Motor Abnormal CSBD
Cargo Tank Level Low IAS
Stop Strip Pump
Open Discharge
Valve Pos. > 7% Valve 10% Error
Within Time Limit Yes 11. Start Block of Stripping/Spray Pump to SWBD
CSn01

Yes Close Discharge

Valve = 0%
The following conditions will give a stripping pump start block signal to
Open Spray Return
CSn01 the switchboard:
Valve Pos. > 95% Error
Valve = 100%
Within Time Limit CSn04
Cargo Stripping
Pump Confirmed NOT
Yes
Release Load Running
Controller Discha rge Valve
> 5% and < 25% AND
Error
Pump Running Start Strip Pump

Return Valve
> 95%
Force Pressure
Controller AND NOT OR AND
Start Block
Cargo Tank Valve to SWBD
Release Strip Pump > 0.168 m
Current Controller Yes
Cargo Stripping Pump
Restart Logic
Open Strip Return
Valve = 100%
CSn00
Release Strip Line Description Set value TAG Remark
Yes
Pressure Controller Uncompensated
Low level alarm 0.168 m level
Stop Sequence Release Pressure Discharge valve > 5 %
Controller and < 25 %, and Stripping
return valve > 95 %
End

End

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 26 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
12. Block Restart of Stripping Pump

The following re-starting restrictions from maker are implemented in

IAS.

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

Pump Pump
Available Available

Whenever More than 5 Hours

Yes
Have Passed After Last Stopping
1 Start 1 Start
Allowd Allowd

Running < Running < No

5 min. 30 min.

Running < No Yes

30 min.
1 Start
Allowd Wait 30 min.
Yes
After Stopping

Wait 30 min.
After Stopping
Running <
5 min.

Yes 1 Start
Allowd

Wait 15 min.
After Stopping

Running < No
30 min.

Yes

Wait 30 min.
After Stopping

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 27 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 28 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.3.3a Fuel Gas Pump

Discharge

230
* Unit : mm

+3.2
32 0 169

Upper Ball Bearing

Terminal Box

BUCKET
823
Stator Core

Rotor Core

Lower Ball Bearing

403
NPSH Datum Line

Balance Seat
(Inducer Inlet)

Impeller
140 Inducer
Min. Liquid Level
for Start Up Stop Level
40 30
27.5±2.5 Suction
75.5 Φ320

Tank Bottom

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 29 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4.3.3 Fuel Gas Pump 2. General Description CAUTION
1) It is necessary to cool down each part of the pump and motor
1. Specification A fuel gas pump is installed in No.3 and 4 tanks. This pump will supply sufficiently before pump operation.
LNG for fuel gas purposes to LNG, forcing vaporiser and In-Line Mixer. To In case the pump is operated at the condition of insufficiently
Pump avoid trapping of liquid the fuel gas main pressure control valve will be cooling down, there is a possibility that the contact if the parts of
Maker: Shinko Ind. Ltd. opened in case both fuel gas pumps are not running. Also the LNG return- fine clearance or damage to the bearing may happen.
Pump model: SM50 valves to tank from fuel gas main will be lined up to return to own tank and
Capacity rated flow: 12 m3/h then released after sequence. 2) The speed of cooling down must be less than 50 ˚C/h until the
Number of sets: 2 (No.3 & 4 cargo tank only) temperature of cargo tank inside becomes lower than -130 ˚C.
3. Preparation for Operation (Starting Condition)
Total head: 142 m After the pump temperature reached -130 ˚C, there is no limitation
Design temperature: -163°C 1) The overall insulation resistance should be more than 1 ΜΩ. for the cooling speed.
Design pressure: 10 bar In case the cooling down is too fast, the each part will shrink
Liquid spec. gravity: 0.5  After turning off the power switch provided in the starter, irregularly, resulting in damage of the parts and ball bearing due to
Shaft power : 11.6 kW
insulation resistance between the power cable terminal in the the partial excessive heat strength.
starter and the grounding should be measured and recorded,
Efficiency: 20 %
using a DC 500 V megger. 4) The pump discharge valve should have a slight opening.
Direction of rotation: Clockwise viewed from motor
 If the measurements are less than 1 ΜΩ, the motor coil may be
Discharge flange: ANSI 150 LB– 65A FF In order to reduce the water hammer at start-up the discharge valve
damaged, so do not start the motor.
Minimum starting level: 140mm + 75.5mm + pump tower opening should be set at about 15~25 %.
 The insulation resistance which has been once dropped lower
shrinkage (from tank bottom)
than the requirement may recover by leaving the motor coil for However, this valve opening should be modified as required to
Stop level 30mm + 75.5m + pump tower
a long time. Therefore, the insulation resistance of the motor reflect actual operating conditions on order to make water hammer
shrinkage (from tank bottom)
coil should be measured again before unloading without fail. as small as possible.
NPSHR / Pump down level:
 The insulation resistance value of 1 ΜΩ is the minimum value
At rated flow: 0.25 / 0.13 m
for starting the motor. The proper insulation value is more than
At minimum flow: 0.15 / 0.1 m
50 ΜΩ, so it is recommendable to trace the cause of
Minimum flow: 4.8 m3/h
deterioration of insulation resistance and carry out the
Rate flow: 12 m3/h
countermeasures after the pump operation when the measured
Maximum flow : 14.4 m3/h
value is below that minimum value.
 In case the insulation resistance has lowered too much
Motor comparing value measured at last running, it is
Type: Vertical submerged 3-phase recommendable to trace the cause of deterioration of insulation
Induction resistance and carry out the countermeasures after the pump
Rated output: 15 kW operation.
Synchronous speed: 3600 rpm
Electric power source: AC 440 V / 60 Hz
Rated current: 31 A
2) The liquid level in the cargo tank should be higher than the
following in any case:
Starting current: 225 A
Insulation class: Class F  0.14 metre or higher from the bottom end of suction strainer
Min. starting voltage: 80 %
Min. resistance value for 1 MΩ
starting: 3) Pump and motor to be cooled sufficiently.

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

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 30 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.3.3b Characteristic Curve of Fuel Gas Pumps

Characteristic Curve of
Fuel Gas Pump

Pump Efficiency E (%)

Total Head H (m)

NPSHR Hs (m)

Shaft Horse Power P (kW)

Pump Down Hd (m)
H
160

(Height from inducer inlet)

150

140

30
E
20

10

1.0 15 0 P
10

0.5 5

0 Hs
0 Hd
0 10 20
Capacity Q (m3/h)

Pump Motor
Capacity : 12 m3/h Output : 15 kW
Total Head : 142 m Synchronous Speed : 3600 rpm
Liquid Name : LNG Electric Source : AC 440 V, 60 Hz
Temperature : -163 ℃
Specific Gravity : 0.5
Minimum Flow : 4.8 m3/h

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 31 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4. Start b) For starting after stopping continuous running
1) Confirm that all the preparatory conditions described above are If the motor is stopped after operating for more than 30 minutes,
met. the motor can be restarted immediately. However, if the motor is
stopped after operating for less than 30 minutes, the following CAUTION
2) Depress the start button to start the motor. starting should be carried out after more than 30 minutes have The bearing may be damaged by cavitation, vibration, excessive thrust,
passed. or the like, at the excessive large range (higher than max. flow rate) and
 Cavitation operation must not be carried out.
If the pump does not start without any problems in 3 seconds after at the excessive small range (lower than min. flow rate). Therefore, long
 Do not restart the pump if low current trip has been activated
pushing the start switch, the starting should be carried out after the running at any of other ranges than the above flow range must be
in the low liquid level lower than the minimum starting
problem has been rectified and more than 30 minutes have avoided. At the time of starting, carry out discharge valve slight
liquid level.
passed. opening operation as short as possib1e, and after the completion of
 The pump must not be operated during purging, gas
The operation other than inching should be regarded as starting (stable discharge pressure and current), open the discharge
switching or the like.
“Continuous Running.” valve immediately and increase the discharge amount to approximately
 The pump must not be operated with the discharge valve
Inching means that the operating time is less than 5 minutes. rated flow rate.
fully shut.
The motor will be reverted to the cold state after 5 hours have
passed after motor stop. 3) When the liquid level in the cargo tank has become considerably
CAUTION
low, the operator should operate the pump while monitoring the
1) In order not to activate the low current trip & high current trip
NOTE discharge pressure and electric current.
device during pump starting, the delay timer must be installed
Level 0.61 m is the level that the upper ball bearing is submerged in LNG
separately for start-up and continuous running. When the discharge pressure or electric current becomes
2) If the discharge pressure does not rise to the required value unstable and begins to fluctuate or lower, it means that
CAUTION
(approx. 4 barG) or greater within approx. 10 seconds after the cavitation has generated or the pump is being operated in a gas
start in direct on line starting, stop the motor immediately and 1) Since the shock working upon the bearing at the time of starting inc1usion condition. To prevent such states, the operator shall
examine possible causes. decreases the service life of the bearing, attention must be paid so close down the discharge valve gradually to decrease discharge
3) The excessively low discharge pressure means that the pump may that the frequency of starting may be minimum whenever possible. flow until the discharge pressure and electric current have
be rotating in the reverse direction. In that case, the two of three 2) Each time the motor is started, the temperature of the motor rises become stable or have increased.
phases should be changed each other. 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 Each time the discharge pressure and electric current fluctuate or
3) Starting the motor should be carried out only one time whenever lower, repeat throttling the discharge valve.
of the bearing being damaged or the coil being burnt. Therefore,
possible. In the case of unavoidable restart, the frequency of
the starting frequency of the motor should be minimum whenever
starting should be, according to the liquid level in the tank, as 4) For the pump which has started once, carry out discharge valve
possible.
follows: (Following height is applied under the condition that operation carefully so as to carry out continuous running without
3) The temperature of the motor which has been subjected to
ship is stable condition.) stopping all the way until the completion of stripping. (During
continuous running and restrained running (impossible start) is
stripping operation, repeat discharge valve throttling operation
high, it is necessary to set the cooling time of the motor until the
For 0.61 meters or more from For 0.14~0.61 meters from the mentioned in the above section 3) well, and take great care not to
next starting as described above.
the bottom end of suction bottom end of suction strainer occur automatic pump stopping by low current trip of the motor due
strainer to large decrease in discharge pressure and electric current.)
a) For starting at the time of the first unloading 5. Running
5) When the residual liquid in the cargo tank becomes extremely low
The motor may be started and The second starting should be 1) When discharge pressure and electric current are stable after even if discharge valve operation as described above is repeated, it
stopped by inching continuously carried out after more than 30 starting, therefore, the discharge valve should be opened little by becomes impossible to prevent large decrease of discharge pressure
twice. minutes have passed after the little immediately, and unloading operation should be carried out due to cavitation or gas inclusion.
The third starting should be first stopping. as close to the rated discharge flow as possible.
carried out after more than 15
minutes have passed after the 2) Even when running in a close condition to the rated flow is
second stopping. difficult, the flow rate should be always within the following
range:

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 32 Part 4 Cargo System

 CORCOVADO LNG
In such a case, unloading by the pump is impossible, so the pump
should be stopped by hand immediately. When the liquid level in
the tank has reached a prescribed minimum level, the pump should
be also stopped by hand.
Cargo Operating Manual
7. Measures after Stop 8. Fuel Gas Pump Load and Pressure Control
1) To prevent mis-operation due to idle operation, be sure to turn OFF Fuel Gas Pump is controlled by one PID controller for load control in IAS.
the power switch of the starter. Load on pump is controlled by operating Fuel Gas pump discharge valve.

6) Do not operate the pump with the discharge valve fully closed.
a) Be careful that the discharge valve may be fully closed
immediately before the completion of stripping.
b) If the pump is operated with its discharge valve almost fully
closed or approximately fully closed, the liquid in the pump
and motor may be heated and gasified.
2) When a large amount of gas which passes through the pump and
discharge piping in switching cargoes in the tank and other work If discharge valve is greatly opened, flow increase and the load of pump
even if the pump is stopped, the impeller serves as a windmill, and increases and current of pump increases.
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 To remain constant pressure on fuel gas header there is one pressure
which passes through the pump. controller for the fuel gas return valve in IAS.

This may result in seizure of bearings, rotating and stationary

Illustration 4.3.3c Fuel Gas Pump Load and Pressure Control
parts, damage to the motor coil or some other accidents. It may
generate excessive thrust, which may also lead to damage to
the bearings.

It should be noted that these accidents may not occur during IAS Position Position IAS 00.0 mbar

the operation with the discharge valve fully closed

immediately, however they become potential causes for Open Open

accidents during subsequent operation. Close Close

Con Out

Con Out
6. Stop

1) Ordinary stop
Depress "Stop" button with the discharge valve slightly opened or Load Operator : Pressure Operator :
closed condition to stop the motor. Controller Auto/Manual Controller Auto/Manual
When closing the discharge valve, stop the motor immediately.
In principle, the pump should be stopped manually when the liquid
Meas 1

Meas 1
Error

Error
level lowered near to the bell mouth bottom end.

2) Low current trip

Current
If current value becomes less than 15.5 A (to be confirmed after Load% = x 100 ProMeas ProMeas
Rated Current 00.0 A
shop test), the motor should be stopped automatically or manually. = 60 A
(Time setting point for auto stop ........................ 5 sec.)

3) High current trip

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

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 33 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
9. Fuel Gas Pump Start/Stop Operation 2) Fuel Gas Pump Stop 10. Fuel Gas Pump Safety System

1) Fuel Gas Pump Start Stop Fuel Gas To avoid serious damages of the fuel gas pumps and cargo tanks, the
Pump
pumps will be shut down if any of the shutdown signals are activated. In
Before starting the sequence, make sure that the pumps and the table below, the shutdown conditions are listed.
valves are in auto. Controllers will be set in auto during the
Force Load
sequence. Controller Fuel Gas Pump shutdown causes
Condition for Next Step Type Description Set Value
Start Fuel Gas Sequence StartInterlock
Transmitter Cargo Tank Low Low Pressure 20 mbar
Pump Close FGDischa
Close Discharge
rge Error
- Cargo Tank Low Pressure Valve
Valve Pos. < 9%
Pos. < 9%
Valve
Valve to 9%
= 9% Transmitter Cargo Tank High High Pressure 320 mbar
- Shutdown Present
Controller in Auto
- Cargo Tank Level Low Low Transmitter Mist Separator Level High High
& Track: Load, Transmitter Mist Separator Outlet Temperature Low Low
FG Hdr,
FG Supply Line Stop Pump CSBD Motor Insulation Low (Start Blocking)
Condition for Next Step CSBD Motor Abnormal
Open Fuel Gas Error CSBD Motor Current Low
Valve Pos. > 7%
Discharge Valve 10%
Close
Close FG
Discharge Error IAS Cargo Tank Level Low Low
Valve Pos. < 3%
Discharge Valve
Valve = 9%

Open Fuel Gas Hdr Error 11. Fuel Gas Pump Start Prevention (Start Interlock)
Valve Pos. > 95%
Return Valve 100%
Release
Load Controller,
Left in Manual The following conditions will prevent remote start of the fuel gas pump:
Open Fuel Gas LNG Error
Valve Pos. > 95%
Supply Line V/V 100%
Force Fuel Gas Pump start interlock
FG Supply Line,
Pressure Controller
Type Description Set Value
Open Drain Return V/V Error Transmitter Cargo Tank Low Pressure 30 mbar
Valve Opened
to Own tank
Open IAS Cargo Tank Low Low Level (own tank) 0.168 m
CloOpcharge Error
Valve Pos. > 95% FG Supply Line IAS Discharge Valve open > 5 %
Valve =valve
Control 9%
- Own or Other Tank is TK3 or TK4.
Valve Closed Close Drain Return V/V Error
- Operator manual operation possible,
to Other Tank 12. Fuel Gas Pump Start Prevention to Switchboard
but alarm given when both valves are
closed or return to wrong tank. Release FG Supply Line
Pressure Controller,
Left in Manual The following conditions will prevent start of the fuel gas pump from
Pump Running Start Pump Error
switchboard (local start):
Force
FG Hdr. Pressure
Controller Fuel Gas Pump Start Prevention to Switchboard
Waiting 2 min Release Load Error
Controller Type Description Set Value
- Waiting for 5 min to stabilize FG
Hdr pressure and allow cooldown
Open
CloOpcharge
Transmitter Cargo Tank Low Pressure 30 mbar
Valve Pos. > 95% FG Hdr. Error
for FG supply line. Valve =valve
9% IAS Cargo Tank Low Low Level 0.168 m
- FG Supply Line pressure setpoint Control
Waiting 5 min Release FG Hdr
Controller should be lower than FG Hdr IAS Discharge Valve open > 5 %
Setpoint, this will ensure that FG Hdr.
Return valve closes when FG Supply Release FG Hdr.
Line Controller is released. Pressure Controller,
Release Fuel Gas Left in Manual
Supply Line
Controller

End
End Stop Sequence

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 34 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
13. Block Restart of Fuel Gas Pump

The following re-starting restrictions from maker are implemented in

IAS.

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

Pump Pump
Available Available

Whenever More than 5 Hours

Yes
Have Passed After Last Stopping
1 Start 1 Start
Allowd Allowd

Running < Running < No

5 min. 30 min.

Running < No Yes

30 min.
1 Start
Allowd Wait 30 min.
Yes
After Stopping

Wait 30 min.
After Stopping
Running <
5 min.

Yes 1 Start
Allowd

Wait 15 min.
After Stopping

Running < No
30 min.

Yes

Wait 30 min.
After Stopping

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 35 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 36 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.3.4a Emergency Cargo Pump

Lifting Eye
4300
Min. Clearance
Required for On Deck Cable
Pump Removal Cable Gland
Column Cover Junction
Box

1,293 On Deck Cable With

Protection Tube
Hook Plate Set
Column

Liquid Dome Top Working Level

2,820
x 9 Sets
*Remark: Total 10 sets of guide roller, hang plate and support rope
are supplied for installation of Emergency Cargo Pump.

29,816.3
Guide Roller
Hang Plate
1,688
Earth Cable Support Rope

Power Cable

1,694
1,851
(NPSH Datum Line
Inducer Inlet)

171
850
(Min. Liquid Level
for Start-up)
Stop Level
375 Suction

87.5±17.5 Φ520 Tank Bottom

* Unit : mm
Foot Valve

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 37 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4.3.4 Emergency Cargo Pump 2. General Description 3. Preparation for Operation (Starting Condition)

1. Specification Each cargo tank is equipped with an emergency pump well or column. 1) The overall insulation resistance should be more than 1 ΜΩ.
This pump well has a foot valve which is held by highly loaded springs
in the closed position.  After turning off the power switch provided in the starter,
Pump
insulation resistance between the power cable terminal in the
Maker: Shinko Ind. Ltd. Should a failure of either one or both main cargo pumps in one tank starter and the grounding should be measured and recorded,
Pump model: SMR200 require the use of the emergency pump, the emergency pump is lowered using a DC 500 V megger.
Capacity rated flow: 550 m3/h into the emergency pump well after the well has been purged with
Number of sets: 1 nitrogen.  If the measurements are less than 1 ΜΩ, the motor coil may
Total head: 150 m be damaged, so do not start the motor.
The weight of the emergency pump overcomes the compression of the
Design temperature: -163°C
springs to open the foot valve.  The insulation resistance which has been once dropped
Design pressure: 10 bar
lower than the requirement may recover by leaving the
Liquid spec. gravity: 0.5 A small flow of nitrogen should be maintained as the pump is being motor coil for a long time. Therefore, the insulation
Shaft power : 156 kW installed. (See section 7.5 Emergency Cargo Pump Installation) resistance of the motor coil should be measured again before
Efficiency: 72 %
unloading without fail.
Direction of rotation: Clockwise viewed from motor NOTE
Discharge flange: ANSI 150 LB– 600A RF Before undertaking this operation it is important to reduce the tank  The insulation resistance value of 1 ΜΩ is the minimum
Minimum starting level: 850 mm + 87.5 mm + pump tower pressure to near atmospheric pressure, and to keep it at this level value for starting the motor. The proper insulation value is
shrinkage(from tank bottom) throughout the entire operation. more than 50 ΜΩ, so it is recommendable to trace the cause
Stop level 105 mm + 87.5 mm + pump tower of deterioration of insulation resistance and carry out the
Electrical connections are made to the fixed junction box which is countermeasures after the pump operation when the
shrinkage (from tank bottom)
located adjacent to each pump well. measured value is below that minimum value.
NPSHR / Pump down level:
At rated flow: 1.4 / 0.7 m (from datum line) A dedicated starter is available with one circuit breaker which is placed  In case the insulation resistance has lowered too much
At minimum flow: 0.5 / 0.3 m (from datum line) in the cargo switchboard. This starter supplies all 4 fixed junction boxes. comparing value measured at last running, it is
Minimum flow: 220 m3/h recommendable to trace the cause of deterioration of
Rate flow: 550 m3/h All safety devices are transferred to the emergency pump when the
insulation resistance and carry out the countermeasures after
Maximum flow : 660 m3/h circuit breaker is engaged, as they are the same for the main cargo pumps.
the pump operation.

NOTE
Motor
An insulation test of all pumps is to be carried out after leaving the 2) The liquid level in the cargo tank should be higher than the
Type: Vertical submerged 3-phase
loading port in order to establish that all pumps are operational and to following:
Induction
allow time for the installation of the emergency cargo pump should it be
Rated output: 200 kW
necessary.  0.85 metre or higher from the tank bottom end of foot valve.
Synchronous speed: 3600 rpm
Electric power source: AC 440 V / 60 Hz The restart of pumps in normal operation is restricted depending on the 3) The opening degree of the pump discharge valve is to be fully
Rated current: 355 A liquid level above the submerged electric motor. Pumps may not be closed.
Starting current: 2500 A restarted when the tank liquid level is below 0.94 m. The motor should
Insulation class: Class F be started only once as far as possible. If it is necessary to restart In order to reduce the water hammer at start-up the discharge
Min. starting voltage: 80 % unavoidably, restart the motor after more than 15 minutes has passed valve opening should be set at about 15~25 %.

Min. resistance value for starting: 1 MΩ since motor stops.

However, this valve opening should be modified as required to
reflect actual operating conditions in order to make water
hammer as small as possible.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 38 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.3.4b Characteristic Curve of Emergency Cargo Pump

Characteristic Curve of
Emergency Cargo Pump

Pump Efficiency E (%)

NPSHR Hs (m)

Total Head H (m)

Shaft Horse Power P (kW)
Pump Down Hd (m)
190

(Height from inducer inlet)

H
170

150

130

80 110 E

60

5 200 40
P
4 150 20

3 100 0

2 50
Hs
1 0
Hd
0
0 100 200 300 400 500 600

Pump Motor
Capacity : 550 m3/h Output : 200 kW
Total Head : 150 m Synchronous Speed : 3600 rpm
Liquid Name : LNG Electric Source : AC 440 V, 60 Hz
Temperature : -163℃
Specific Gravity : 0.5
Minimum Flow : 220 m3/h

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 39 Part 4 Cargo System

 CORCOVADO LNG
4) At least one and half (1.5) hours must be passed after the pump
was submerged in LNG. (Never operate the pump within one
and half (1.5) hours.)
CAUTION
This cooling down time should be secured so that the pump and motor
are to be cooled down to the same temperature with LNG
approximately.
If cooling down is not enough; it may cause bearing troubles and
damages of parts having small running clearance between rotational
element and stationery element.
4. Start
1) Confirm that all the preparatory conditions described above are
met.
2) Depress the start button to start the motor.
 Cavitation operation must not be carried out.
 Do not restart the pump if low current stop has been
activated in the low liquid level lower than the minimum
starting liquid level.
 The pump must not be operated under an idle condition
(normal rotation, opposite rotation) during purging, gas
switching or the like.
CAUTION
1) In order not to activate the low current trip & high current trip
device during pump starting, the delay timer must be installed
separately for start-up and continuous running.
2) If the discharge pressure does not rise to the required value
(approx. 4 barG) or greater within approx. 10 seconds (full tank) to
approx. 60 seconds (liquid level 2 m) after the start in direct on
line starting, stop the motor immediately and examine possible
causes.
3) The excessively low discharge pressure means that the pump may
be rotating in the reverse direction. In that case, the two of three
phases should be changed each other.
3) Starting the motor should be carried out only one time whenever
possible. In the case of unavoidable restart, the frequency of
starting should be, according to the liquid level in the tank, as
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
follows: (Following height is applied under the condition that 5. Running
ship is stable condition.)
1) When discharge pressure and electric current are stable after
starting, therefore, the discharge valve should be opened little
For 1.6 meters or more from the For 0.85~0.61 meters from the
by little immediately, and unloading operation should be carried
bottom end of foot valve bottom end of foot valve
out as close to the rated discharge flow as possible.
a) For starting at the time of the first unloading
2) Even when running in a close condition to the rated flow is
The motor may be started and The second starting should be
difficult, the flow rate should be always within the following
stopped by inching continuously carried out after more than 30
range:
twice. minutes have passed after the
The third starting should be first stopping.
carried out after more than 15
minutes have passed after the
second stopping.
CAUTION
b) For starting after stopping continuous running
The bearing may be damaged by cavitation, vibration, excessive
If the motor is stopped after operating for more than 30 minutes, thrust, or the like, at the excessive large range (higher than max. flow
the motor can be restarted immediately. However, if the motor is rate) and at the excessive small range (lower than min. flow rate).
stopped after operating for less than 30 minutes, the following Therefore, long running at any of other ranges than the above flow
starting should be carried out after more than 30 minutes have range must be avoided. At the time of starting, carry out discharge
passed. valve slight opening operation as short as possib1e, and after the
If the pump does not start without any problems in 3 seconds after completion of starting (stable discharge pressure and current), open
pushing the start switch, the starting should be carried out after the the discharge valve immediately and increase the discharge amount to
problem has been rectified and more than 30 minutes have approximately rated flow rate.
passed.
The operation other than inching should be regarded as 3) When the liquid level in the cargo tank has become
“Continuous Running.” considerably low, the operator should operate the pump while
Inching means that the operating time is less than 5 minutes. monitoring the discharge pressure and electric current.
The motor will be reverted to the cold state after 5 hours have
When the discharge pressure or electric current becomes
passed after motor stop.
unstable and begins to fluctuate or lower, it means that
cavitation has generated or the pump is being operated in a gas
NOTE
inc1usion condition. To prevent such states, the operator shall
Level 1.6 m is the level that the upper ball bearing is submerged in LNG close down the discharge valve gradually to decrease discharge
flow until the discharge pressure and electric current have
CAUTION become stable or have increased.
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 Each time the discharge pressure and electric current fluctuate
of starting, gas occurs in the motor, so that there is a fear of the bearing or lower, repeat throttling the discharge valve.
being damaged or the coil being burnt. Therefore, the starting
4) For the pump which has started once, carry out discharge valve
frequency of the motor should be minimum whenever possible.
operation carefully so as to carry out continuous running without
The temperature of the motor which has been subjected to continuous
stopping all the way until the completion of stripping. (During
running and restrained running (impossible start) is high, it is
stripping operation, repeat discharge valve throttling operation
necessary to set the cooling time of the motor until the next starting as
mentioned in the above section 3) well, and take great care not to
described above.
occur automatic pump stopping by low current trip of the motor
due to large decrease in discharge pressure and electric current.)
4 - 40 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
5) When the residual liquid in the cargo tank becomes extremely low 7. Measures after Stop Cause Effect Comment
even if discharge valve operation as described above is repeated, it Load signal Error Controller forced to manual mode.
becomes impossible to prevent large decrease of discharge pressure 1) To prevent mis-operation due to idle operation, be sure to turn OFF
due to cavitation or gas inclusion. the power switch of the starter.
9. Emergency Cargo Pump Safety System

In such a case, unloading by the pump is impossible, so the pump 2) When a large amount of gas which passes through the pump and
should be stopped by hand immediately. When the liquid level in discharge piping in switching cargoes in the tank and other work Instrument
Description
the tank has reached a prescribed minimum level, the pump should even if the pump is stopped, the impeller serves as a windmill, and No.

be also stopped by hand. the pump shaft rotates. As a result, the bearing is under a dry- Cargo Tank Protection System Activated (TPS-1) ESDS
operation condition, which may cause some damages.
Emergency Shutdown System Activating ESDS
6) Do not operate the pump with the discharge valve fully closed. Therefore, take a measure for not generating idle rotation due to
gas which passes through the pump Motor Low Current CSBD
a) Be careful that the discharge valve may be fully closed
Emergency Stop Local
immediately before the completion of stripping. 8. Emergency Cargo Pump Control
Motor Insulation Low (Start Blocking) CSBD
b) If the pump is operated with its discharge valve almost fully
There is one (1) Emergency Pump well for each tank, and one portable Motor Abnormal CSBD
closed or approximately fully closed, the liquid in the pump
electrical driven Emergency Cargo Pump, which can be deployed in any
and motor may be heated and gasified. Cargo Tank Level Low IAS
of the four cargo tanks.
This may result in seizure of bearings, rotating and stationary
parts, damage to the motor coil or some other accidents. It Emergency cargo pump is controlled by one (1) PID controller for load 10. Start Prevention of Emergency Pump
may generate excessive thrust, which may also lead to damage control in IAS. Load on pump is controlled by operating emergency
to the bearings. pump discharge valve. The following conditions will prevent local start of the Emergency Cargo
Pump:
It should be noted that these accidents may not occur during As the discharge valve open, the flow increases and the motor current
the operation with the discharge valve fully closed increases the load on pump. Description Set value TAG Remark
immediately, however they become potential causes for Cargo tank Low level Uncompensated
alarm 1.01 m level
accidents during subsequent operation. There is one select button for each tank, on IAS mimic display indicating Discharge valve position
which tank the Emergency Pump is installed in. outside the 5~25 % range
6. Stop
Liquid ISO valve open
less than 95 %
1) Ordinary stop
Depress "Stop" button with the discharge valve slightly opened or Position IAS
Emergency
closed condition to stop the motor. Cargo Pump NOT
Open Confirmed Running
When closing the discharge valve, stop the motor immediately.
Discharge Valve
In principle, the pump should be stopped manually when the liquid Close
> 5% and < 25% AND
level lowered near to the bell mouth bottom end.

Con Out
Liquid ISO Valve
2) Low current trip > 95%

If current value becomes less than 170 A (to be confirmed after AND NOT AND
Start Block
Load Operator : Cargo Tank Valve To Swbd
shop test), the motor should be stopped automatically or manually. Controller Auto / > 1.010 m

(Time setting point for auto stop ........................ 5 sec.) Meas 1

Error

3) High current trip

If current value exceeds beyond 355 A, the motor stops
automatically by high current trip. Current
ProMeas Load % = x 10 0
00.0 A Rated Current
(Time setting point ............................................. 0 sec.) = 355 A

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 41 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
11. Block Restart of Emergency Cargo Pump

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

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

Pump Pump
Available Available

Whenever More than 5 Hours

Yes
Have Passed After Last Stopping
1 Start 1 Start
Allowd Allowd

Running < Running < No

5 min. 30 min.

Running < No Yes

30 min.
1 Start
Allowd Wait 30 min.
Yes
After Stopping

Wait 30 min.
After Stopping
Running <
5 min.

Yes 1 Start
Allowd

Wait 15 min.
After Stopping

Running < No
30 min.

Yes

Wait 30 min.
After Stopping

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 42 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.4.1a HD Compressor

Common Heater Common

PAL TAHH TAH TI TAHH TAL TAH TI PAL PI PALL TAL TI TAL PALL PAL TAHH TI TAH Alarm Trip Trip ESD EMS
11 2A 2B 2B Vent 9A 9F 9F 9F 8 8 8A 8A 8A 8A 8C 8C 10A 10B 10B
XA XA XA XA XA T
I1 15.5 15.10 15.1 15.6 15.7
T A T I1 A A I1 A T I1 A T I1 A T A
A Hardwire
T T
I2 Signal
4~20 mA
PLLL TLHH TI TLHH PLLL PLLL

RTD

RTD

RTD

RTD

RTD
4~20 mA Local/Remote Remote
11 2A 2 9A 8A 8C
L L Local EMS
Emergency HS XU
PALL PSLL PSL TE TE PIT PI PSLL PSLL PSL TLHH 15.5 15.6 Stop 15 15.1 15.1
RTD RTD
11 11 11 9A 9F 8 8B 8A 8C 8C 10A Common EMS + ESD
T Alarm Compressor Compressor
CV D HS L Ready to Start Ready to Start
11 5 15.3 15.10
PI Reset L XU
PCV TE TE TE Heater
11 Trip 15.2 15.2
11 8A 10A 10B
Seal Gas Compressor Compressor
Local Start Remote Start
F FI
11 11 Gear Box HSH XU
15.3 15.3
PI
1A PCV
PI 8 Compressor Compressor
2A Local Stop Remote Stop
PDI 4~20 mA
1A
Surge Control by IAS Bulkhead HSL XU
PDI 4~20 mA 15.4 15.4
2A
HIC LO
Hardwired Signal

Hardwired Signal

1 Compressor Compressor
T Running
PDI PIT PI PIT TE TE Running
Hardwired Signal

1 1 2 2 2A 2B
ZI L XU
3 15.7 15.7

Electric Main Motor Main Motor

Process Gas out Motor Abnormal Abnormal
TI RTD TE TI L XU
1A 1 8 15.8 15.8
4~20 mA

COL
T
TI S 8
FG V Control System Control System
1 8A 14B Abnormal Abnormal
F
PDIT Compressor Room 7 L XU
F FY I/P 1 PI LO Motor Room 15.9 15.9
3 1 FG
1 8B CV T
Instrument Air V
6A PDI PDI PDI
6A PDIT 4~20 mA
V ZSL ZSL 7A 7B 7 7A
1 1 1 F
1 Power on
LO
PSV PSV PDAH
Process Gas in Compressor 6A 6B V L
A
7A
6B 15
Sett.
FE IGV 6.9 bar
Closed ZLL Compressor Room
1 1 LO
DV
LO 6 Motor Room
Open F
ZLH Hardwired Signal ZT YE
P 5C CV V
1 3 9 LO
I1 6A V 6B 6F
DV YET 6C
ZLL ZSL 9
3 3 1
PI M
I1 LG 6
3 C TCV
V PCV ZI
5 6 6
3 3 3

TI TI TI
Remote 4~20 mA 5A 6B 6A
HY Oil Tank
Control Signal 3
LSL PI PI
5 6B 6A
Cryostar
EH
5

Remote Water out Water in Customer

F F
Start
5A 5B
HSH
6.1A Legend
Flash Light Flash Lamp Common DV LOP Ready LOP LOP HSH EMY XU
Key Stop Light Test Trip 5 to Start Fail Start 6.1 6 6
LOP
TE TE YI
L
Running
IAS Display T Trip Circuit
LNG Vapour Line HS CA HSH HSL HS L TSHH 5A 5B 9 YLHH L L LOP Running 6
LO Line
15.5 15 3 3 15.6 15.11 5 9 6.2 6.3
LOP HSL Local Instrument A Alarm Circuit
4~20 mA 4~20 mA Stop 6.2
Gas Line Start-up Interlock
Local Panel Instrument I1
LO Pump
Fresh Water Line XU XU XSH XSL XU
I2 A
EMY TAHH
I2 A A T A
XU XU HSL
Instrument Air Line 15.5 15 3 3 15.6 5 5 6.2 6.3 6.2A I2
Start-up Interlock
Flash Light Flash IGV IGV
LAL
Heater
TAL TAH YI YAHH YAH
LOP Ready LOP Remote Machine
5 5A 5B 9A 9 9
Stop Light Opening Closing Trip to Start Fail Stop

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 43 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4.4. Compressor 3. Compressor Systems bulkhead seal. This oil is used for the lubrication of the bulkhead/shaft
seal and returns back to the oil tank.
4.4.1 HD Compressors Compressor
A pressure control valve regulates the oil flow to the gear box.
1. Specification The skid-mounted compressor features a plug-in closure assembly, which Adjustment of this valve sets the supply pressure to the bearings. Excess
allows for quick replacement of the rotating portion and adjacent oil bypasses the machine and returns directly to the reservoir. The pump
stationary components. The compressor portion of the machine is of axial relief valve acts as back up valves and is set at 8 bar.
Specification
inflow type, with variable inlet guide vanes. The compressor has been
Maker Cryostar The lube oil flow is then directed to the gear box where the lube oil is
designed to operate over the range of pressures and flow rates. Proximity
Model CM 400/55 injected into the bearings. Separated pressure switches are provided:
probe pick-ups are provided to allow the monitoring of the compressor
Centrifugal Single Stage Fixed Speed
Type shaft vibration.
with variable inlet guide vanes One switch activates the alarm and energises the auxiliary lube oil pump
Number of Sets 2 Seal Gas System and the second is set to shut down the system when the pressure falls
Volume flow 35000 m3/h below the minimal pressure. The seal gas is applied outboard of the lube
Capacity (Mass flow) 63004 kg/h The seal gas system is provided to prevent lube oil mist from entering the oil seal, preventing the lube oil mist from entering the process stream and
Inlet pressure 1.06 bar process stream and to avoid cold gas flow into the gear box. Thus, the avoiding cold gas flow into the gear box. Temperature sensors at the
Outlet pressure 1.96 bar seal gas is applied between the gear shaft bearing and the compressor main bearings sense the oil outlet temperature of the bearings.
Inlet temperature -140 °C
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 Nominal temperature range is 12 to 65 °C for the gear bearings. The high
Outlet temperature -109.7 °C temperature condition (60 °C) will cause actuation of the alarm relays.
of the compressor outlet pressure. Seal gas entering the gear box from
Shaft speed 11200 rpm
shaft seals is returned to the lube oil sump, separated from the oil and The lube oil then collects in the lube oil sump. The lube oil contains a
Motor speed 3580 rpm
vented to the atmosphere. mixture of lube oil and seal gas. The seal gas is vented from the reservoir
Rated motor power 6600 V, 60 Hz, 1000 kW
Lube Oil System through a mist separator and piped away to the atmosphere.
2. General Description
Oil from the gear box is stored in a vented 400 litre lube oil sump. The Surge Control System
Two high duty (HD) compressors are installed in the cargo compressor oil sump includes an integral steam immersion heater. Set points for the An automatic surge control system has to be provided to protect the
room and are used for compressing the NG vapour for return to the shore lube oil system controls are listed on the table. Lube oil is supplied from machines from inadvertently operating in surge.
terminal during cargo loading, tank purging and tank warming up. 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 Compressor surge is characterized by erratic compressor inlet and
The motors are installed in an electric motor room that is segregated
common lube oil line in order to prevent back-up oil under pressure from discharge pressure and (usually audible) flow pulsation. It is caused by
from the compressor room by a steel gas tight bulkhead. The drive shaft
entering the non-operating pump lines. The low speed shaft gear drives flow instability in the compressor.
between the motor and the compressor penetrate the bulkhead via a
the main operational pump. Upon failure of the lead pump, the stand-by
mechanical seal operated with a pressurised oil barrier. The two compressors are equipped with and automatic surge control
electric pump is ENERGIZED immediately and a remote alarm indicates
that the auxiliary pump is operating. system; using a bypass valve responding to a low flow controlled by a
The compressor is a fixed speed compressor, with an inlet guide vane
process loop. Speed and inlet guide vanes control the flow.
(IGV).
The lube oil passes through the heat exchanger where it is cooled. The
thermal bypass temperature control valve prevents overcooling of the Inlet Guide Vanes
The compressor flow rate depends on the IGV position. By controlling
the IGV position the vapour header pressure can be maintained at a lube oil within a limited range (38 to 47 °C) To achieve the required gas flow, the compressors have inlet guide vanes
desired pressure. fitted at the suction ends.
Then the lube oil passes through either of two filters. The position of the
Surge protection is maintained by the Standard K-Chief Anti-Surge changeover valve determines through which filter the lube oil passes. The vanes are operated by pneumatic actuators which receive control
controller in IAS. signals from the flow controller.
The clogging indicator indicates the pressure drop across the operating
filter, and provides an indication of the condition of the filter element. Rotation of the vanes is possible through an indicated angle of 80˚ to -30˚.
Differential pressure over 2 barA indicates that the filter element needs The position is indicated both locally and at the cargo control room.
changing. A flow orifice regulates the oil flow and (oil) pressure to the

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 44 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.4.1b HD Compressor Performance Curve

Operating Points
100 100

90 90

80 80

70 70

Adiabatic Head Rise (kJ/kg)

60 60
e
Lin
e
rg

)
50 50 Su

(3
ote
Tank Warm up

eN
Vapor Return 20 Vapor
40 40

Se
Cooling Return Design
Tank Warm up Loading

Discharge Pressure (bar a)

2.0 Inert Gas -140
30 30
-30˚
0˚
1.6
20 20

1.2 10 10
Inlet Guide Vanes
Min. Setting
0 0
2 1.5 1 0.5 0 10000 20000 30000 40000
Density (kg/m ) 3 Volume Flow (m3/h)

2 1.5 1 0.5 0 10000 20000 30000 40000

20 0.5

0
Density (kg/m3)

1
-20
Inlet Temperature (℃)

-40 1.5

-60
Molecular Weight [kg/kmol]

30 2
-80 10 20 30 40 50 60
26 Mass Flow (10 kg/h)
3

-100 Note 1. IGV setting indicative only and subject to

22 18 14 change, will be confirmed during testing.
-120 2. The envelop corresponds to the predicted performance
of the wheel. Predicated curves, not contractural.
-140 3. Minimum flow from ship when recycle loop is open.
These curves, except Adiabatic head Rise vs Volume Flow curve,
-160 are only valid for : Pin = 1.06 bar(a)

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 45 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
HD Shaft Vibration Monitoring and ensure cooling water is available. 5. Shutdown

The high-speed shaft of the gearbox is equipped with a proximity sensor.
Based on the vibration level these actions take place:
 Vibration high level an alarm will be initiated.
 Vibration high-high level causes the unit to shut down.
During main driver start-up, from the time when the start command is
given to the MCC and to the running feedback is obtained, the vibration
alarm is suppressed for 5 seconds and the trip signal is suppressed for 4
seconds.
Bulkhead Seal
The bulkhead seal oil supply pressure and the bulkhead seal temperature
is monitored and the following actions are taken:
 Supply pressure low switch initiates an alarm 3 seconds delayed.
 Supply pressure low-low switch cause unit shutdown 3 seconds
delayed.
 Seal temperature initiates an alarm.
 Seal temperature causes unit shutdown.
8) Open the control air supply to the control panel.
9) Switch on the power to the control cabinet and reset any alarms.
10) At least two alternators should be coupled to the main
switchboard so that there is sufficient power available at the
cargo switchboards.
In the Cargo Control Room
1) Select the HD compressor IAS screen mimic for the appropriate
operation and make sure that the inlet guide vane position is set
to 0 % (start position).
2) Press the compressor’s reset button and check if all of the alarms
and trip lamps are off and if the READY TO START lamp is on.
3) Press the compressor START button. The shaft vibration
monitoring system is released after approximately 14 seconds.
Check that no alarm or trip lamps are on.
Shutdown Relay Logic
Dedicated hardwired shutdown signal causes the main driver to
shutdown and the anti-surge valve solenoid power to be cut when:
 The shutdown button (EMS) on the local control panel is
activated.
 IAS computer abnormal (Watchdog).
 Unit shutdown output from the software shutdown logic.
The anti-surge valve solenoid power is cut by a hardwired circuit when:
 The shutdown button (EMS) on the local control panel is
activated.
 IAS computer abnormal (Watchdog).
Unit shutdown output from the software shutdown logic
Shutdown software logic
The table below shows all the shutdown signals for the compressor unit.

4. Operation 4) Check the bearing temperatures and the vibration levels, Description Set point Tag
Discharge gas temperature HH +100°C TE 2A
To prepare the HD compressors for operation, proceed as follows. 5) The auxiliary (stand-by) LO pump should stop after the
Vibration HH 75μm YE 9
compressor driven pump has run up to speed and is delivering
full system pressure. Temperature oil bulkhead HH +80°C TE 10A
1) Check the LO level in the compressor sump tank.
Bearing temperature HH +75°C TE 9A

2) Start the LO sump heater between 45 minutes and 1.5 hours Observe the Following Parameters: Lube oil pressure gearbox LL 0.8 bar(g) PSLL 8A
prior to the expected compressor start-up time. The duration can Lube oil pressure bulkhead LL 0.2 bar(g) PSLL 8C
vary and is dependant on the ambient temperature. 1) The seal gas differential pressure should read 100 to.200 mbar. Seal gas pressure LL 0.15 bar(g) PSLL 11
Adjust the supply reducer if required
3) Close the seal gas vent line valve. When one of the trip causes is active the following actions will be taken:
2) The LO supply pressure should read 2 to 2.5 bar.
Adjust the supply regulator if required.  Unit shutdown relay output will be opened immediately.
4) Open the nitrogen seal gas supply manual valve.
 One of the shutdown lamps on the local panel is lit to indicate
5) Open the compressor suction and discharge valves. 3) The LO supply temperature to the gearbox should be above what caused the shutdown.
30 °C.
6) Run the auxiliary LO pump for approximately 30 minutes to Shutdown Reset
warm up the gearbox and bearings. Check the LO system for 4) Check the local control panel for alarms.
any leaks. A reset pushbutton is placed on each IAS compressor mimic. This button
5) Check the complete operating system for oil, seal gas, air, water
has to be activated in order to reset the shutdown logic.
and product leakage.
7) Open the cooling water inlet and outlet valves for the LO cooler

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 46 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
<IAS Display> HD Compressor>

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 47 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 48 Part 4 Cargo System

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

Open Closed Open Closed

Water out
ZIH ZIL ZIH ZIL ZI T TAHH Legend A Alarm Circuit
11A 11A 12A 12A 12A 11C
Water in
I1 I1 T IAS Display
A I1
Start-up Interlock
TAH DRTD Instrument Local Instrument LO Pump
11B Air S ZSH ZSL ZSH ZSL ZT SV Start-up Interlock
DRTD TE I2
PI PCV SV
11A 11A 12A 12A 12A
S
12A
12 Local Panel Machine
11A 11A 11A PI PCV
12A 12A Instrument
4~20 mA FY I3
Start-up Interlock
12A Instrument T Trip Circuit Full Speed
E MV MV FC Air

I/P
TI DRTD 01 11B 11A
11A FO
TE
11A
FO
SV PI PCV FCV
Open ZIH ZSH 11B 11B 11B 12A
11B 11B
ZIL
I1 Instrument TE TE
ZSL
Closed 11B 11B
S
Air 11B 11C
PDT PIT PIT
10 1B 2B

4~20 mA PIT PIT

1A 2A

Process Compressor Compressor

Gas in C1
PI FE F
C2
1A 10 10
TE TE
PI 10
1B 11D
DRTD
PI
4~20 mA
2A
4~20 mA ZT
PI ZI
2B 3 3
ZIL ZSL
PI 3 3
PI PCV
3A I1 3A 3A
TAH
PI 10 Instrument
3B Air ACT
A 3
PI DRTD
4A 4~20 mA HY
TI 3 L
PI 10
4B Compressor
4~20 mA TI Compressor
PI
15
C4 C3
16A 4~20 mA

PDI 4~20 mA
PIT
10 3A
PDI 4~20 mA PIT
4A PIT
16 3B
TI Load & Surge Control by IAS 4~20 mA PIT
10 4B
DRTD TE
TI 13
11B 4~20 mA
TI 4~20 mA
11D
4~20 mA
TI
4~20 mA
12
TI 4~20 mA
13 DRTD TE
TI 15A
15A
A
TAHH DRTD TE
Key
15B 15B
TI A TAH Vapour Line
16A 15A T
TAH DRTD Fresh Water Line
ZI 16A
3 TAHH DRTD PDIT SV
16B 16 Instrument Air Line 12B
FCV
T 12B FY
12B S T
TE TE
HSL VDV HSH VDV
16B 16A E
PI FO I/P
1st Stage 1st Stage 12B
3 3 Increase 02 PCV
Decrease ZT 4~20 mA ZI
12B
Process Instrument 12B 12B
Gas out Air
CG ZSL ZIL
FE 12B 12B Closed
407
16
GCU ZSH ZIH
Overpressure LiNE 12B 12B Open
PIT
CG 16A I1
406
DF Engines
Overpressure Line 4~20 mA

Water in
Water out

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 49 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.4.2b LD Compressor - Four Stage (2/2)

PALL PI PAL PDAL PDALL XAHH XI XAH YAHH YI YAH TAL TAH TI TAHH TAL TAH TI TAHH TAHH TI TAH TAL XAHH XI XAH YAHH YI YAH TI TAL TAH TAHH PDAL PDALL PDAL PDALL
T
11B 11A 11A 14A 14B 9A 9AA 9A 9B 9BB 9B 9A 9A 9A 9B 9C 9C 9C 9D 9F 9E 9E 9E 9E 9EE 9E 9F 9FF 9F 9G 9G 9G 9H 12A 12B 13A 13B
T I2 I1 I2 I1 T T A T A I1 A A T I1 A A T A I1 A T A T A I1 A A T I2 I1 T I2 I1 T

A A 4~20 mA A 4~20 mA A 4~20 mA

PDIT PDIT
4~20 mA 4~20 mA 4~20 mA 4~20 mA 12B 13B
4~20mA 4~20mA RTD RTD H L PLLL H L PLLL
PLLL PDIT RTD RTD
PIT PIT 14B RTD RTD RTD RTD XI XET YI YET TLHH 12B 13B
11B 11B 11A L H PLLL XET XI YET YI TLHH TLHH TLHH
4~20mA 9E 9E 9F 9E 9H 4~20mA 4~20mA
14B 9A 9A 9B 9B 9B 9D 9F
TE TE TE TE TE TE XE YE TE TE PDIT PDIT
XE YE 9A 9B 9C 9D 9F 9E 9E 9F 9G 9H 12A 13A
9A 9B H L H L
PDIT
14A
L H

Seal Gas F PDCV

11 12
Compressor XU
Local Stop 15.2 FI
PCV FI 12
11 11 FI
Compressor XU FI 13 PDCV
Local Start 15.2 14 13
Remote XU
Mode 15.1 A
PDCV
Lamp Test XU
A 14 PLLL
15.4 8 T
Flash Light XU PSLL PALL
Stop CA L L HS HSL 8 8
4 Stage LD 4 Stage LD
Flash Light XU 15 15 15.1 15.2
Compressor Compressor PCV PIT 4~20mA PI
15 Flash Light Power Common Local/ Compressor 8 8 8
Compressor XU On Trip Remote Local Stop
(1 stage) (2 stage) Bulkhead A
Ready to Start 15.3 PAL
HSH HS L L L DV
Compressor XU 1 VD V DV V V 8
15.2 15.3 15.3 15.4 15.5 2 8B LO 8C
Running 15.4 I1
T Compressor Reset Compressor Compressor Common
Main Motor XU
Local Start Ready to Start Running Alarm TLHH
Abnormal 15.8
T Electric Motor 10B
Control System XU HS L HS L L T
Abnormal 15.9 RTD TAHH
15.6 15.4 15.8 15.9 TE
Common XA by Customer 10B 10B
Alarm 15.5 Flash Light EMS+ESD Lamp Main Motor Control System
Stop Test Abnormal Abnormal TE RTD TI
Heaters XA T Emergency 10A 10A
Trip 15.10 L Stop
DV A
T EMS
Common XA 15.10 DV 3 TAH
Trip 15.1 Heater 15 4 10A
XA Trip Local Control Panel PLLL
ESD + EMS 15.6
4 Stage LD 4 Stage LD 8 T
hardwired Signal PALL
T Compressor Compressor COL PSLL
A (4 stage) (3 stage) 8 8C 8C
A
I1 TAL TAH TI RTD TE PSL PAL
A 9M 9M 9M 9M 8C 8C
RTD TE I1
TAHH 9N
T TLHH
9N
9N TE RTD TI
A 8A 8A
I1 TAL TAH TI RTD TE TSL
9O 9O 9O 9O TI
A 8 8A
RTD I1
TE FG FG
TAHH 9P 8A 8B V TAH
T TLHH
9P 8A 8A
9P A
T A
YAHH YAH YI 4~20 mA YET YE PDI
9D 9D 9DD 9D D
9D 5 7
YI Main P CV
T A 9D Oil Pump 6A 6A
F LO
XAHH XAH XI 4~20 mA XET XE 5A
9C F
9C 9C 9CC 9C V 7
6A PSV C
A XI 6B 6
9C 4~20 mA PIT V Sett. 6.9 bar TCV
I1 TAL TAH TI RTD Sett. 6.9 bar 6
TE 5 6B LO
9I 9I 9I 9I PSV CV
A F 6A 6B
TE 5C LO
RTD V
TAHH 9J 6F
T 9J TLHH LG Aux. Oil Pump TI TI
9J 5 TI 6A 6B
5 F P
5B 6B
KET KE Keyphasor LSL PI PI
Motor Compressor
9.2 5 M 6A 6B
A
I1
XE
9G
TE
5A
TSHH
Oil Tank LOP
6
LOP LOP LOP Ready LOP
Room Room
TAL TAH TI RTD 5A
TE Running Stop Start to Start Failure
A 9K 9K 9K 9K TE
5B L HSL HSH L L
RTD TE XET XI DV
TAHH 9L 5 6.1 6.2 6.1 6.2 6.3
9G 9G
T 9L TLHH Remote
9L
RTD RTD Cryostar Stop Key
T A EMY HSL
I2 A 6 6.2A XU XU LO Line
YAHH YAH YI 4~20 mA YET YE 6.2 6.3
9H 9H 9HH 9H 9H PI A I2 A T EHY Customer LAL XU HSH LOP LOP
Water Out Seal Gas Line
T A 5 5
YI TAH TAL TAHH 5 6 6.1A Ready Failure Water In Fresh Water Line
XAHH XAH XI PAH 5B 5A 5 Start/Stop LOP Remote to Start
9H A I2
9G 9G 9GG 5 Order Running Start
Heater Trip

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 50 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4.4.2. LD Compressors If the LD compressor is selected for DFE Fuel Gas pressure control, the Proximity probe pick-ups are provided to allow the monitoring of the
supply pressure upstream the DFE will be controlled by the compressor compressor shaft vibrations.
1. Specification DGV control. In addition the compressor recycle valve is used for
pressure/over pressure control. The machine is driven by an electrical motor through a gearbox. The gearbox
is coupled with the motor by a coupling composed by:
Specification
If the LD compressor is selected for GCU supply pressure control, the
Maker Cryostar pressure upstream the GCU will be controlled by the compressor DGV  Two hubs assembled on the motor and gearbox shafts.
Model CM 4-200 control. In addition the compressor recycle valve is used for  One spacer (intermediated part) which links the hubs.
Centrifugal, Four stage, Single speed with pressure/over pressure control.  Two stiff plate packs placed between the hubs and the spacer. The
Type assembling screws of these packs are positioned in an alternate way
variable diffuser vans on first stage only
The LD compressors are two-speed. During normal operation the on the hubs side and on the spacer side. These packs accept little
Number of Sets 2
compressor is running in high speed. Low speed is used during start-up deformations so that they can partially compensate the
Volume flow 5120 m3/h
of the compressors. misalignment of the shafts.
Capacity (Mass
6215 kg/h
flow) 3. Compressor Systems Seal Gas System
Inlet pressure 1.06 bar
The four-stage compressor system is skid-mounted. The P&I diagram The seal gas is provided by an external source to the skid. The seal gas
Outlet pressure 6.5 bar
presents a complete flow schematic of the compressor system. The system system ensures that the lube oil is not entering the process and avoids
Inlet temperature -90 °C consists of an integrally-geared compressor with the following subsystems: process gas flow into the gearbox.
Outlet temperature 96.8 °C
 Local control panel for the operation and the monitoring of the unit The seal gas is applied through a carbon rings system at a higher pressure
Shaft speed 26648 / 34262 rpm
(installed next to the skid). than a reference pressure linked with the compressor first stage suction
Motor speed 3580 rpm
 Compressor variable diffusor vanes. pressure. In order to guarantee a supply pressure higher than the compressor
Rated motor power 6600 V, 60 Hz, 940 kW  Seal gas system. inlet pressure, the seal gas system includes a pressure control valve for stage
 Self-contained lube oil system for the lubrification of the gears and 1 and a differential pressure control valve for each of stages 2, 3 and 4.
2. General Description
the rotor bearings in the gearbox.
Two Low Duty (LD) compressors are installed on the cargo compressor  Oil demister. The part of the seal gas entering the gearbox from the shaft seals is returned
room. The compressors are used for compressing and transferring normal  Lube oil immersion heater. to the lube oil tank. Then it is separated from the oil and vented to the
NBO/FBO from the cargo tanks to the dual fuel engines or to the Gas  Lube oil cooler. atmosphere through an oil demister. The other part of the seal gas mixes with
Combustion Unit (GCU).  Double oil filter. the process gas flow.
 Electrical auxiliary lube oil pump.
The motors are installed in an electric motor room that is segregated Lube Oil System
 Gear-driven main lube oil pump.
from the compressor room by a steel gas tight bulkhead. The drive shaft  Coupling (installed on the low speed shaft of the gearbox). The gearbox lubrication oil is stored in a vented tank. The lube oil level can
between the motor and the compressor penetrate the bulkhead via a
be checked by a sight glass. When specified by the customer, and in order to
mechanical seal operated with a pressurised oil barrier. Electrical connections are available for the extension of the control wiring to
prevent the leak of the tank when the glass is inadvertently broken, the level
external points of the compressor system.
The LD compressor is four stages, single speed and the flow through the gauge can be equipped with two self-closing valves. So, to check the lube oil
compressor is regulated by varying the Diffuser Guide Vane (DGV) Compressor level, both self-closing valves should be pushed.
position. The DGV position is depending on the discharge gas pressure
Each compressor stage features a plug-in closure assembly, which allows a The oil tank includes an integral immersion heater. Set points for the lube oil
when the discharge pressure is controlled by IAS.
quick replacement of the rotating portion and the adjacent stationary system control are listed in the set point list. The lube oil is supplied from the
Surge protection is maintained by the Anti-Surge/Recycle controllers in components. tank to the different subsystems with either the electrical or the mechanical
the IAS. The LD compressor discharge pressure control has two modes. lube oil pump.
The compressor is of an axial inflow type, with Variable Diffusor Vanes at
One for Fuel Gas pressure control and one for GCU pressure control. the first stage. The VDV are positioned by an electro-pneumatic actuator in The main operational pump (mechanical pump) is driven by the low speed
Change between the two modes is only possible during compressor stand order to control the flow through the compressor. shaft gear. In case of failure of this main pump, the standby electrical pump
still. is energized immediately and a remote alarm indicates that the auxiliary
The compressor first stage suction is protected by a conical-shaped filter. pump is operating. Relief valves are protecting the pump discharge lines.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 51 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.4.2c LD Compressor Performance Curve

Operating Points
1st Stage 2nd Stage
100 100

90 90

80 80
Surge Line

70 70

Adiabatic Head Rise (kJ/kg)

Adiabatic Head Rise (kJ/kg)

60 60

50 50

40 40

30 30

20 20
VDV VDV VDV VDV
25 % 50 % 75 % VDV
0%
10 100 % 10

0 0
0 2000 4000 6000 8000 0 2000 4000 6000 8000
Volume Flow (m 3/h) Volume Flow (m 3/h)

3rd Stage 4th Stage

100 100

90 90

80 80

70 70
Adiabatic Head Rise (kJ/kg)

Adiabatic Head Rise (kJ/kg)

60 60

50 50

40 40

30 30

20 20

10 10

0 0
0 1000 2000 3000 4000 0 1000 2000 3000 4000
Volume Flow (m 3/h) Volume Flow (m 3/h)

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 52 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
The lube oil is cooled by a heat exchanger unit. The thermal bypass Flow and Surge Control System 4. LD Compressor Controls
temperature control valve prevents the overcooling of the lube oil and
maintains the lube oil temperature within a limited range. The compressor outlet flow is controlled thanks to the variable diffusor LD VDV (Variable Diffuser Vane) Control
vanes on the discharge side of the first compressor stage, according to the
The lube oil flows through a double filter. The position of the double filter compressor performance curves. The flow through the compressor is regulated by varying the VDV
changeover valve determines which filter is used. The clogging indicator as position between 0 to 100 %. There is one VDV for each stage of the
well as the pressure differential indicator inform of the pressure drop across An automatic surge control system is provided to prevent the machine from compressor.
the operating filter and provide an indication of the filter element condition. inadvertently operating in surge conditions. Surge is characterized by erratic
compressor suction and discharge pressures and by usually audible flow VDV Position Flow
A differential pressure higher than 2 bars indicates that the filter element
cleaning or changing is necessary. pulsations. 0% Fully closed Min. flow

A pressure control valve is regulating the oil flow/pressure to the consumers.
The excess oil is bypassing the machine and returning directly to the oil tank.
Two low pressure switch levels are provided: the first one is activating the
low pressure alarm and energizing the auxiliary lube oil pump and the
second one is shutting down the system when the pressure falls below the
minimum pressure.
Temperature sensors are monitoring the gearbox high speed shaft bearing
temperature and activate an alarm and a trip if needed.
Following the gearbox lubrication, the lube oil, which contains a mixture of
oil and seal gas, is collected in the lube oil tank.
It is caused by flow instability in the compressor due to inadequate inlet 100 % Fully open Max. flow
flowrate at the given operating speed. It is remedied by increasing the
The compressor can be operated in local or remote mode by the
compressor inlet flowrate and/or by reducing the differential pressure
compressor Local/Remote switch on the local control panel at the
between the suction and the discharge of the compressor. These both actions
compressor skid.
are carried out automatically by the surge control system by opening the
anti-surge valve (compressor bypass). The surge control system is Local mode
monitoring the compressor flowrate thanks to a flow orifice installed on the
compressor suction line. When the compressor is switched to local mode, the VDV position is
locally controlled with the VDV1 increase and decrease buttons.
CAUTION However, the load sharing will be active still.
Severe compressor surge causes shaft vibration and may result in severe
The flow controller will be in Tracking Mode to give bump less transfer
damage to the compressor.
from local to remote.

The seal gas is vented from the tank through an oil demister and piped away
to the atmosphere outside the machine room. Please ensure that the access to
the atmosphere vent remains uninterrupted.
Bulkhead/Shaft Seal
The bulkhead shaft oil seal is a cavity, filled with oil and sealed by two
mechanical rotating seals. Its function is to isolate the motor room from the
compressor room by stopping all gases. The oil cavity is overpressurised to
ensure the sealing. The oil temperature and pressure are monitored with
alarms and trips.
On the motor side, the oil droplets leaking from the bulkhead seal are
gathered by an oil collector which shall be drained. The oil leaks on the
compressor side return back to the oil tank. The bulkhead shaft seal and the
bulkhead are linked by an axial compensating bellow which is
accommodating for the bulkhead deformation due to its welding on the
vessel wall. This bellow is also an additional isolation between the motor
room (increased safe equipment EExe) and the compressor room
(intrinsically safe equipment EExi).
Control Instruments
The system includes monitoring instruments and transmitters for bearing
temperature control, vibration control, lube oil control, seal gas control…
These instruments are providing alarm and shutdown functions for the safe
operation of the machine
Control Logic
The machine is controlled by the integrated automation system (IAS) of the
vessel. This control is done through the local control panel.
This panel is installed next to the compressor skid. It contains the remote I/O
modules through which the compressor intrinsically safe instruments and
components are cabled (sensors,…).
The remote I/O modules dialog with the IAS on a fieldbus communication
line. The local control panel also carries local displays and indicators as well
as interface elements for the local orders (start, stop, flow control).
Remote mode
When the compressor is switched to remote mode, the flow controller in
the GMS will control the VDV position. In addition, the VDV in stage 2
of the compressor will have a load sharing controller contribution on the
VDV command from the IAS.
LD Compressor Anti Surge control
To protect the compressor from surge, a surge controller will be
implemented.
By controlling the bypass valve position, the compressor will be
protected from surge. The surge protection will always be active,
independent of the remote/local switch position in the local control panel.
LD Main Drive Control
When none of the interlocks are active and the motor control centre is
available, the main driver can be started. A dedicated compressor status
page is available from each compressor mimic.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 53 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
It is possible to start/stop the motor from the local control panel when Surge valve stage 1 position Open ZSH 12A  The aux. lube oil pump shutdown is delayed 120 sec. after the
switched to local mode by the Local/Remote switch. When switched to Surge valve stage 2 position Open ZSH 12B main drive shutdown.
local mode, the motor is not available for remote control from the IAS  Failure to get running feedback 10 sec. after start is applied will
system. stop the aux. LO pump and an alarm will be initiated.
In addition there is a high speed start interlock. When the compressor has
When switched to remote mode the driver can be automatically been running in low speed for more than 5 minutes with the gas inlet
The auxiliary lube oil pump is forced to auto mode when the main driver
started/stopped by the vapour handling control system sequences. The temperature below -100°C, the high speed start interlock is removed. If
is started. It is not possible to put it back in manual mode before the
driver is not interlocked when it is running. the condition is met and the compressor is stopped, the interlock will be
compressor has been stopped.
active again after 10 minutes.
Failure to get running feedback 10 sec. after start is applied will stop the Lube Oil Pump Start Interlocks
main drive and an alarm will be initiated. LD Lube Oil and Seal oil Control
The lube oil pump start interlocks are listed in the table below. But when
Start Interlock Logic Lube Oil Reservoir
the compressor gives a running feedback and 120 seconds after, there is
The Lube oil reservoir level and temperature are monitored. The no start interlock of the lube oil pump. The lube oil pump is not
The table below defines start interlocks for the main driver (the driver
reservoir is steam heated with local TCV, and thus not controlled from interlocked when it is running.
will not be stopped based on these conditions once it is running).
IAS. These switch signals initiate IAS alarms:
Description Set point Tag
Description Set point Tag
 LO-tank low level switch 20 sec. delayed Lube oil tank pressure High 0.5 bar PIT 5
Lube oil pressure gearbox Low 1.6 bar PIT 8
 LO-tank low temperature switch Seal gas pressure 1st stage Low 0.2 bar PIT 11A
Lube oil pressure bulkhead Low 1.4 bar PSLL 8C
 LO-tank high temperature switch Differential seal gas pressure stage 2 Low 0.2 bar PDIT 12A
Seal gas pressure 1st stage Low 0.2 bar PIT 11A
Differential seal gas pressure stage 3 Low 0.2 bar PDIT 13A
Differential seal gas pressure stage 2 Lube Oil Pumps
0.2 bar PDIT 12A Differential seal gas pressure stage 4 Low 0.2 bar PDIT 14A
Low
Differential seal gas pressure stage 3 The lube oil system consists of two pumps. The main pump is Temperature oil tank Low +20°C TSL 5
0.2 bar PDIT 13A mechanically coupled to the gearbox and runs when the compressor’s
Low Oil tank level L - LSL 5
Differential seal gas pressure stage 4
main driver is running. The auxiliary pump is electrically driven and
0.2 bar PDIT 14A controlled by the IAS system. Lube Oil Filters
Low
Low speed shaft axial bearing temp. When the Local/Remote switch is set to local mode operation of the
+15°C TE 9A Differential pressure across the lube oil filters is monitored. DPAH
Low pump is only possible from the local panel. initiates an alarm 5- sec. delayed.
High speed shaft radial bearing stage 1
temp. Low +15°C TE 9C
When the Local/Remote switch is set to remote mode operation of the Bulkhead Seal
High speed shaft radial bearing stage 2
temp. Low +15°C TE 9E pump can be performed manually or automatically from the IAS system.
Low speed shaft axial bearing temp. The following automatic functions are included: Bulkhead seal oil supply pressure and bulkhead seal temperature is
Low +15°C TE 9G monitored and the following actions are taken:
High speed shaft radial bearing stage 4  Standby start when the main driver is running and gear lube oil
temp. Low +15°C TE 9I  Supply pressure low switch initiates an alarm 3 sec. delayed.
supply pressure is low.
High speed shaft radial bearing stage 3  Supply pressure low-low switch causes unit shutdown 3 sec.
temp. Low +15°C TE 9K  Standby stop 30 sec. after gear lube oil supply pressure is
delayed.
Low speed shaft radial bearing temp. normal if the main driver is running.
Low +15°C TE 9M
 Seal temperature initiates an alarm.
Low speed shaft radial bearing temp.  Standby start when the main driver is stopped or tripped and
+15°C TE 9O  Seal temperature causes unit shutdown.
Low standby stop 30 min. thereafter to ensure post lube.
Temperature oil system Low +20°C TE 8A  Blackout restarts if the pump or the compressor was running
Gearbox Lube Oil
VDV position ZE 3 10 % ZT 3 before power blackout. Stop of the lube oil pump after a
blackout restart is a manual operation. Blackout restart delay is Gearbox lube oil supply pressure and high-speed non-drive end bearing
WIC inlet valve position Closed ZSL 11A
set to 10 sec. temperature is monitored causing the following actions to take place:
WIC bypass valve position Open ZSH 11B
 The vapour handling system logic performs Start.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 54 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
 Supply pressure low level alarm. 5) Open the compressor suction and discharge valves. 6. Shutdown
 Supply pressure low-low switch causes unit shutdown 3 sec.
6) Run the auxiliary LO pump for approximately 30 minutes to Shutdown Relay Logic
delayed.
warm up the gearbox and bearings. Check the LO system for
 Temperature low level initiates an alarm. any leaks. Dedicated hardwired shutdown logic opens a relay contact to cause the
 Temperature low-low level causes unit shutdown. main driver to shutdown when:
7) Open the cooling water inlet and outlet for the LO cooler and
LD Seal Gas Monitoring confirm there is cooling water available  The Shutdown button (EMS) on the local control panel is
activated.
Seal gas is supplied from the vessel nitrogen system. Seal gas pressure is 8) Open the instrument air supply to the control panel.
 The IAS computer is abnormal (As a watchdog).
monitored with the following functions:
9) Switch on the power to the control cabinet.  The unit receives shutdown output from the software shutdown
 Pressure low switch initiates an alarm logic.
In the cargo control room.
 Pressure low-low switch causes the unit to shut down. The anti surge valve solenoid power is cut by a hardwired circuit when:
1) Select the IAS screen (LD compressor) for the appropriate
LD Shaft Vibration Monitoring  The shutdown button on the local control panel is activated.
operation.
 The IAS computer is abnormal (As a watchdog).
The high-speed shaft of the gearbox is equipped with a proximity sensor. 2) To start the compressor, press the compressor RESET button
Based on the vibration level these actions take place: and check that all of the alarms and trip lamps are off. Confirm Unit shutdown output from the software shutdown logic.
also that the READY TO START lamp is on. Press the half
 Vibration high level an alarm will be initiated. Shutdown Software Logic
speed or the full speed start button. If the half speed start button
 Vibration high-high level causes the unit to shut down. is pressed, the full speed start button has to be pressed to The table below shows all the shutdown signals for the compressor unit.
During main driver start, the start from the start command is given to the increase the compressor to full speed conditions. This can be
done once the inlet gas temperature has been reached. Check Description Set point Tag
MCC and the running feedback is obtained. The vibration alarm is
that no alarm or trip lamps are on and check the bearing Lube oil pressure gearbox LL 1.4 bar PSLL 8
suppressed for 5 sec. and the trip signal is suppressed for 4 sec.
temperatures and vibration levels. Lube oil pressure bulkhead LL 1.2 bar PSLL 8C
5. Operation PIT 16B
3) The auxiliary (standby) LO pump should stop after the Discharge gas pressure HH 7.5 bar
PIT 16C
compressor driven pump has run up to speed and is delivering
NOTE Seal gas pressure 1st stage LL 0.15 bar PIT 11B
full system pressure.
Cargo compressor room exhaust fans and the gas sampling system must Differential seal gas pressure stage 2
be in operation prior to and during any cargo operations which involve 0.15 bar PDIT 12B
Observe the Following Parameters: LL
LNG and GNG entering the cargo compressor room pipework system. Differential seal gas pressure stage 3
1) The differential gas pressure between the seal gas inlet and the 0.15 bar PDIT 13B
LL
The compressors are started on low speed and then switched over to high compressor reference pressure should read 1bar. Adjust the Diff. Pressure between seal gas and
speed once the operating conditions have stabilised. To prepare the LD supply reducer if required. 0.15 bar PDIT 14B
blow down stage 4 LL
compressors for running proceed as follows.
Low speed shaft axial bearing temp.
2) The LO supply pressure should read 1.5bar. Adjust the supply +115°C TE 9B
1) Check the VDVs are closed and switch to automatic mode. HH
regulator if required.
High speed shaft radial bearing stage
+125°C TE 9D
2) Start the LO sump heater between 45 minutes and 1.5 hours 3) The LO supply temperature to the gearbox should be above 1 temp. HH
prior to the expected compressor start up time. The duration can 30°C. High speed shaft radial bearing stage
+125°C TE 9F
vary and is dependent on the ambient temperature. 2 temp. HH
4) Check the local control panel for alarms. Low speed shaft axial bearing temp.
3) Close the seal chamber vent line valve. +115°C TE 9H
HH
5) Check the complete operating system for oil, seal gas, air, water
High speed shaft radial bearing stage
4) Open the nitrogen seal gas supply manual valve. and product leakage. +125°C TE 9J
4 temp. HH

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 55 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
High speed shaft radial bearing stage
+125°C TE 9L
3 temp. HH
Low speed shaft radial bearing temp.
+115°C TE 9N
HH
Low speed shaft radial bearing temp.
+115°C TE 9P
HH
Temperature oil bulkhead HH +80°C TE 10B
Process gas outlet temperature stage
+120°C TE 11C
1 HH
Process gas outlet temperature stage
+200°C TE 15B
4 HH
Discharge gas temperature HH +130°C TE 16B
High speed shaft stage 1 displacement XET 9A
53 μm
HH YET 9B
High speed shaft stage 2 displacement XET 9E
53 μm
HH XET 9F
High speed shaft stage 4 displacement XET 9C
49 μm
HH XET 9D
High speed shaft stage 3 displacement XET 9G
49 μm
HH YET 9H

When one of the trip causes is active the following actions will be taken:

 The unit shutdown relay output will be opened immediately.

 One of the shutdown lamps on the local panel is lit to indicate
what caused the shutdown.
 Lube oil pump shutdown is 120 seconds delayed.

Shutdown Reset

A reset pushbutton is placed on each IAS compressor mimic. This button

has to be activated in order to reset the shutdown logic.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 56 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
<IAS Display> LD Compressor

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 57 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 58 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.5a HD Heater

DEF Fuel Change to Key

MDO or FO
Vapour Line
Condensate Line
Instrument Air Line
Steam Line

Extenal
Trip OR
Split Range Temp. Control
Gas HTR Out XA
Temp. HH TAHH
CCR

HH : 100 ℃
IAS

Condensate TALL Condensate LAHH Manual Trip XA BH017.4 20mA

Temp. LL Level HH Alarm Gas HTR Out XA CG5
18
BH017.1 BH017.2 BH017.3 Temp. HL BH023
H : 85 ℃ 19
L:0℃ Common CG5
Trip 4
TIAHL 0
BH016 50% 100%
HS Valve Opening CG517
Open Close
Condensate Condensate Reset Inlet Inlet HS HS
Temp. Level H. Press. Temp. BH020.1 BH020.2
OR Gas HTR Out
BH013 BH015 Position Remote Temp. Cont. Position Remote Temp. Cont. PI TI
Press. H/L BH016.4 BH016.6 BH016.2 BH016.5 BH016.7 BH016.3 BH011 BH029 Close Open
TIAL LAH XA PI ZI XS XL TC ZI BW XL TC
L : 70 ℃ BH022 ZLL ZLH
BH012
Condensate Steam HTR Out BH020.4 BH020.3
Common Inlet Temp.
Temp. EXE Inlet Temp. EXT Trip Trip
Alarm Extension
BH013.1 Press. BW016.1 BH018 BH019
TEX PI TEX TEX VRC Panel
BH010 BH029.1

SVB

TI PI HS PIT XA PIT XA HS POT HS POT PI PIT

-150~100 ℃
PI

-150~100 ℃
TI TI
4 3 3.1 2 2 2 1 1
Emergency Common Common
Stop Alarm Trip
Cargo Compressor Room

Steam
0~16 bar

0~16 bar

TSHH TE To GCU
2 2
CI534 CG520

-200~100 ℃
To Vapor
Local

HY
ZT s
1
Header
SC313

CG519
CG528

CG527

From IGG
LSHH

LSH
301
Gas Heater To Gas Header
302
TE LG From Forcing
4 Vaporiser
0~200 ℃ TSLL HY
4 From LNG ZT s
1
TE
CD310 SC311 SC312 Vaporiser ZSH ZSH
Condensate CI535 H From No.1 & 2
Drain VR Compressor
CG518 CG517
SC310
From IGG

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 59 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4.5 HD Heater Nozzle velocity CAUTION
m/s 13.2 26.4 3.6
(inlet) When returning heated vapour to the cargo tanks, the temperature at
Nozzle velocity
1. Specifications m/s 0.49 0.97 0.13 the heater outlet should not exceed +80°C to avoid possible damage to
(outlet)
the cargo piping insulation and safety valves.
Maker: Cryostar
2. General Description
Model: 65-UT-38/34-3.8 The temperature control of the heater will work in a split range configuration.
Type: BEU
The main purpose of the vapour heaters is to heat the boil-off to be used for
Number of sets: 1
tanks warm-up prior to a dry docking when preparing tanks for inspection
purposes or for using of GCU to burn the inert gas/natural gas mixture.
Tube Side Operating Case
Unit
(Process Fluid) Design Beg WU End WU
When a tank has to be warmed up, the vapour heaters are used to heat the
Process fluid Methane gas. The gas rate is substantially larger during this mode, and both heaters
Mass flow kg/h 28100 45000 21200 have to be used simultaneously to provide the required duty. The control
Inlet volume flow m3/h 17447 16442 16955 strategy is in principal the same as for the boil-off gas mode. At the design
Outlet volume flow 3
m /h 29818 53676 31869
case the heaters will operate at maximum duty and no cold gas will be
bypassed.
Inlet temperature °C -30 -130 40
Outlet temp.
°C 83 7 121 Two control valves control the temperature. One control valve is located on
(uncontrolled)
Outlet temp. the heater inlet and the other valve is on the bypass line.
°C 80 - 80
(controlled)
Supply inlet <Heater Split –Range>
bar 1 1 1
pressure
Inlet pressure (heat
bar - - - When starting the heater, the bypass valve is fully opened and the inlet
exchanger)
System outlet
valve will be fully closed.
bar 0.7 0.2 0.2
pressure
Pressure drop Controller Inlet valve Bypass valve
bar 0.19 0.37 0.13
(calculated) output position position
Nozzle velocity 0 0.0 100.0
m/s 38.6 36.3 37.5
(inlet)
Nozzle velocity 45 82 100
m/s 29.3 52.7 31.3
(outlet) 50 91 91
Heat exchange 55 100 82
kW 1957 3906 537
(actual)
100 100.0 0.0

Shell Side Operating Case

Unit <Heater Split Range details>
(Saturated Steam) Design Beg WU End WU
Steam
kg/h 3436 6858 943 On heater trip, the controller will be interlocked with 0 % output. When
consumption
the trip is reset, the controllers will start in manual.
Inlet temperature °C 169 169 169
Approx.
Outlet temperature °C - -
164
Inlet pressure bar 7 - -
Outlet pressure bar 7 - - <Heater Control Principle>

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 60 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
<IAS Display> HD Heater

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 61 Part 4 Cargo System

 CORCOVADO LNG
Control Valves in Local Mode
It is possible to put the control valves in local mode from the local station
and the valve positions can then be varied locally.
3. Operating Procedure in Warming-Up Configuration
WARNING
Prior to and during any cargo operations which involve LNG entering
the cargo compressor room pipework system, the cargo compressor
room exhaust fans and the gas sampling system must be confirmed to be
in operation.
To set up the HD heater for warming-up configuration, proceed as
follows:
1) Open the shell side vent valve.
2) Open the shell side condensate valves and check the drains.
3) Crack open the manually operated steam supply valve SC313 to
warm through and vent the heater.
4) When all the air has been expelled from the shell, shut the vent
valve.
5) When water has been drained from the shell, shut the drain
valve.
6) Slowly open up the steam inlet valve SC313.
7) Set the vapour lines as detailed for the operation and put the
cargo heater in use.
8) In the CCR, set the controls for the heater to the ON position on
the IAS.
9) Open the instrument air supply to the controls for the heater.
10) Check the condensate level in the sight glass.
11) Set the temperature and level controller to the correct settings
for the operation being undertaken (first stage: 0 °C, second
stage: +80 °C for warming up operation with vapour, 50 °C for
warming up and inerting operation with inert gas).
12) Open the hydraulically operated gas inlet valve CG517 and
manually operated outlet valve CG520.
13) Monitor the gas vapour outlet and condensate temperatures.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
On completion of the operation;
14) Switch the auto-control to manual.
15) Close the gas supply valve CG517 on the HD heater.
16) Close the steam supply valve SC313 to the HD heater when the
temperature at the heater outlet is above 0 °C.
17) Open the steam side vent, then open the drain when all the
steam has vented.
4. Controls and Settings
The gas outlet temperature is controlled by controllers CG518 and the
bypass valves CG519 of the HD heater.
The steam condensate from the heater is returned to the drains system via
the cargo steam drains cooler and the cargo escape tank, the latter of
which is fitted with a gas detector sampling point.
5. Boil-off Gas Heating Configuration
The vapour lines will be set for using the LD compressor to deliver
vapour to the gas heater.
When the heater has been vented and warmed through, proceed as
follows:
1) Open the shell side vent valve.
2) Open the shell side condensate valves and check the drains.
3) Crack open the manually operated steam inlet valve SC313 to
warm through and vent the heater.
4) When all the air has been expelled from the shell, shut the vent
valve.
5) When all water has been drained from the shell, shut the drain
valve.
6) Slowly open the steam inlet valve SC317
7) Set the LNG vapour lines as detailed for the operation to be
taken.
8) Open the vapour outlet valve CG520 and the vapour inlet valve
CG517.
9) In the CCR, set the controls for the HD heater on the IAS.
10) Open the control air supply to the HD heater controls.
4 - 62
11) Set the temperature and level controllers to the correct settings
for gas burning of +80 °C.
12) Monitor the gas vapour outlet and condensate temperatures.
On completion of the operation
13) After the gas compressor has been shut down and the gas supply
valve to the engine room shut, close the inlet valve to the HD
heater CG517.
14) Shut the steam inlet valve SC313.
15) Open the steam side vent and open the drain valve when all the
pressure is off the heater.
6. Heater Shutdown
Shutdown relay logic
The temperature control valve solenoids power is removed by a
hardwired circuit when:
 Shutdown button on local control panel is activated.
 IAS computer abnormal (Watchdog).
 Unit shutdown output from software logic.
Shutdown software logic
These effect causes unit shutdown.
 Gas outlet temperature high-high switch
 Condensate level high-high switch
 Condensate temperature low-low switch
 Emergency shutdown pushbutton on local panel
When one of the trip causes is active the following actions will be
initiated:
 Unit shutdown relay output will be opened immediately.
 The common trip indicator on the local panel is powered.
 The inlet valve CG518 will close.
 The bypass valve CG519 will open.
Shutdown reset
A reset pushbutton is placed on the IAS mimic. This button has to be
activated in order to reset the shutdown logic, and to get power back on
the control valve solenoids.
Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Illustration 4.6a LNG Vaporiser

Current
Flow FIC
LV010.4
Key
Primary
Accumulator FI Insu. Sp Vapour Line
Flow LV010.5 Flow Press. HH
Calculator NP002.02 Liquid Line
From
Emergency
XS Condensate Line
DPI PI TI Vapour HDR
LV010.2 LV010.3 LV010.1
Cargo Pump
Press. H. Steam Line
GH019
XS Instrument Air Line
From Vapor
Main

Condensate
Temp. LL
TALL LAHH Condensate XA Manual Trip HS
CCR

IAS

LL : 50℃ LV014.1 LV014.2 Level HH LV014.3 Alarm OR

Reset
Common
Trip
Vap. HTR Out
XS
Temp.
H : -30℃ LV016
Exsternal
L : -60℃ Trip
TIAHL CS501
XS Open Close
LV009 Inlet Inlet HS HS
Condensate LAH Press. Temp. LV013.1 LV013.2
Level H. LV013 PI TI
Condensate LV011 LV003
Temp. Vap. HTR Out Position Remote Flow Position Remote ZLL ZLH
OR -150~ 0~ 800~ -150~
TIAL L:70℃ Press. ZI XS XL ZC Control ZI XS XL TC LV013.4 LV013.3
100℃ 100 2000 100℃
LV012 Inlet Temp.
Common XS PI mbar mbar LV005.3 LV005.4 LV005.1 LV005.2 LV007.3 LV007.4 LV007.1 LV007.2
Condensate Extension
Alarm LV015 LV011 HTR Out TEX
Temp. EXE Trip Trip
0~ 0~
EXE
Temp. L EXE Temp. Cont. LV003.1 VRC Panel
200℃ 200℃ TEX
LV012.1 LV009.1

SVB

PI PIT TI
TI HS XA PI PIT TI XA HS POT XS POT
4 2 2 2 1 1 1

EMS Common Common CS502 CS503

Alarm Trip

TE To Mist
SC309 2 Separator
Cargo Compressor Room

Steam APT PT
CG542

PI DPT 100
3 SC308
CI530

In-line CG528
Mixer
To H/D HY
2
CI501 CI502 CI505 Heater s
CG530 ZT
Local

Inst. Air

0~16 bar
CS503 -200~
100℃

LSHH
4
LSH
4
LNG
TE
LI
Vaporiser TE
4 1
0~200℃ TSLL
4
s
HY CI530
CD309 SC306 SC307 ZT 1 ZSH ZSH
Condensate H From
Inst. Air
Main Strriping &
SC305 CS502 CS501 FG Pump

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 63 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4.6 LNG Vaporiser 2. General Description at 1100 mbar during the entire discharge operation. Additional
vapour is generated by the tank spray rings; with the LNG being
1. Specification The LNG vaporiser is a steam heated shell and tube type heat exchanger supplied by the spray pump.
located in the cargo compressor room.
Maker: Cryostar If the back pressure in the discharge piping to shore is not
Type: BEU During unloading the volume of unloaded LNG has to be replaced, either sufficient to have a minimum of 3 bar at the inlet to the
Model: 65-UT-38/34-5.9 from shore via the vapour crossover header or by utilising the LNG vaporiser, a spray pump will be used to supply liquid to the
Vaporiser. The LNG vaporiser is also used for vaporising N2 for the vaporiser.
purging of tanks.
Tube Side Operating Case If the shore is unable to supply vapour return, LNG can also be
(Process Unit EMCY EMCY
Purge Inert N2 The flow through the LNG Vaporiser can be controlled either by a flow fed to the vaporiser using one spray pump or by bleeding from
Fluid) unload forcing
controller or by a pressure controller. The flow controller reads the rate the liquid main.
Mass flow kg/h 10930 26209 4900 2330
downstream of the vaporiser and manipulates the inlet valve. The 2) Gassing up the cargo tanks with vapour after inerting with inert
Inlet volume flow m3/h 24 58 11 3
pressure controller reads the pressure in the vapour manifold and gas and prior to cooldown. LNG is supplied from the shore to
Outlet volume
m3/h 13638 14844 4862 1667 manipulates the same valve. Switching between pressure control and
flow the LNG vaporiser via the spray line. The vapour is produced at
flow control is bumpless and can be done at any time. the required temperature of +20 °C and is then passed to the
Inlet temperature °C -163 -163 -163 -196
Outlet temp. cargo tanks.
°C 32 -34 78 121 The outlet temperature is controlled by a controller, which reads the
(uncontrolled)
Outlet temp. outlet temperature and manipulates the bypass valve. Recommended 3) LN2 vaporisation for inerting the cargo tank and insulation
°C 20 -140 -40 20
(controlled) output temperature in emergency forcing mode is -25 °C spaces. Supply the cargo tanks with vaporised nitrogen using
Inlet pressure bar 4 4 2.5 2.5 liquid nitrogen supplied by the terminal, in the event of the
Outlet pressure bar 0.2 02 0.2 0.2 Shutdown vessel’s inert gas generator being inoperative. This operation
Pressure drop
would only be carried out at the initial inerting of cargo tanks or
bar 0.12 0.79 0.03 0 At shutdown, all controllers will be interlocked with 0 % output. When at the first loading terminal after dry dock. The vaporiser outlet
(calculated)
Nozzle velocity the shutdown is reset, the controllers will go to manual mode. temperature must be controlled at +20 C during the inerting
m/s 2.2 5.27 0.99 0.26
(inlet) operation.
Nozzle velocity Local Control Valves
m/s 30.1 32.8 10.7 3.7
(outlet) NOTE
Heat exchange
kW 2817 4100 1.077 288 It is possible to, locally, put the control valves in local modus and vary Due to its very low temperature, liquid nitrogen will damage living
(actual)
the valve position locally. The control shall, upon this action, read the tissue and any spillage on the ship’s deck will cause fractures and
actual valve position in order to ensure bumpless transfer when the failures the same as for LNG.
Shell Side Operating Case
(Saturated Unit valves are returned to remote.
Purge
EMCY EMCY
Inert N2 4) Emergency forcing by manual operation:
Steam) unload forcing
The LNG vaporiser can function as the forcing vaporiser in case
Steam Alarms are provided for outlet gas temperature and for condensate water
kg/h 4946 7200 1891 5.5 the forcing vaporiser has failed.
consumption high level and low temperature. The gas outlet temperature and the
Inlet temperature °C 169 169 169 169 condensate low temperature alarms are both inhibited when the LNG
Outlet Approx. vaporiser is shutdown.
°C - - -
temperature 164
Inlet pressure bar 7 - - - The LNG vaporiser is used for the following operations:
Outlet pressure bar 7 - - -
1) Discharging cargo at the design rate without the availability of a
Nozzle velocity
m/s 19 27.7 7.3 1.9 vapour return from the shore.
(Inlet)
Nozzle velocity
m/s 0.7 1.02 0.27 0.07 The vapour produced leaves the vaporiser at approx. -140 °C
(Outlet)
and is then supplied to cargo tanks through the vapour main.
Vapour pressure in the cargo tanks will normally be maintained

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 64 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
<IAS Display> LNG Vaporiser

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 65 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
3. Operating Procedure to Bring the LNG Vaporiser into Service 12) As soon as a flow has been established, set the correct value for 4. LNG Vaporiser Shutdown
the desired operation on the temperature controller; -140 ºC for
WARNING volumetric replacement during cargo discharge, or +20 ºC for Shutdown Relay Logic
Prior to and during any cargo operations which involve LNG entering cargo tank purging after refit and LN2 vaporisation for
the cargo compressor room pipework system, the cargo compressor insulation spaces or tank purging duties. The temperature and flow control valve solenoid power are removed by a
room exhaust fans and the gas sampling system must be confirmed to hardwired circuit when:
13) Gradually increase the flow rate up to the desired value and
be in operation.
change the mode to AUTO. • Shutdown button on local control panel is activated.
Set the LNG pipelines as detailed for the operation and prepare the LNG • IAS computer abnormal (Watchdog).
14) Monitor the condensate level until full gas flow has been
vaporiser for use as follow: • Unit shutdown output from software logic.
achieved on in the vaporiser to ensure stable operations.
1) Ensure that the deck steam and instrument air supplies are
15) Continue to monitor the vaporiser for leaks, the vapour outlet Shutdown Software Logic
available to the LNG vaporiser.
temperature, the condensate level and the drains temperature
2) Open the condensate drain valve and the steam side shell vent throughout the operation. These effect causes unit shutdown.
valve.
CAUTION Description Set point Cryostar ID
3) Set up the downstream vapour lines for the required operation Thorough checks around the LNG vaporiser and associated flange Condensate level high-high switch 330 mm LSHH4
and vaporiser outlet valve CG530, to allow for gas expansion connections must be conducted during the operation. Condensate temperature low-low +80 ºC TSLL4
during the warming up stage. Emergency shutdown pushbutton on
On Completion of the Operation: HS5
local panel
4) Crack open the vaporiser steam bypass valve SC308 to warm
through and vent the heater. 1) Close the hydraulically operated liquid line isolating valve
CS501. When one of the trip causes is active the following actions will be initiated:
5) When all the air has been expelled from the shell, shut the vent
valve. 2) Switch the flow control valve CS502, and temperature control • Unit shutdown relay output will be opened immediately.
valve CS503 to manual, and manually open the valves to allow • The common trip indicator on the local panel is powered.
6) When the drains are blowing clear open the drain trap outlet and any remaining LNG to vaporise naturally.
inlet valves and shut the drain. The temperatures, pressures and Shutdown Reset
condensate levels of the heater should be allowed about 30 3) When the heater outlet temperature is well above 0 ºC and there
minutes to stabilise. is no indication of any frosting anywhere on the heater, shut the A reset pushbutton is placed on the IAS mimic. This button has to be
main steam valve. activated in order to reset the shutdown logic, and to get power back on
7) Slowly open the main steam valve SC309 and close the bypass the control valve solenoids.
valve SC308. 4) Open the steam side shell vent valve.

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.
10) Confirm that the spray header is pressurised and then open the
hydraulically operated liquid line isolating valve CS501.
5) When steam stops exhausting from the vent open the condensate
drain valve and shut the inlet valve to the drain trap.
6) When the vaporiser has cooled down to ambient temperature,
shut the vapour outlet valve CG530 and secure the rest of the
system as required.

11) In MAN mode, crack open the flow control valve and admit
LNG to the vaporiser. Physically monitor all the vaporiser
flanges and joints for any signs of leakage.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 66 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.7a Forcing Vaporiser

Vapour HDR Key

Press. H. Vapour Line Steam Line
GH019
From Cargo Tank/ Liquid Line Instrument Air Line
Insulation Spaces &
Atomosphere Pressuere
Condensate Line
Condensate
Temp. LL TALL Condensate LAHH Manual Trip XA
LL : 50℃ FV014.1 Level HH FV014.2 Alarm FV014.03
From H/D Heater
Reset
HS FIC FI PIAL
FV010.4 FV010.5 CP035
OR Current Accumulator F. Gas HDR
External Flow Flow Press.
XA Trip
CCR

IAS

Condensate Condensate Common

Temp. Level H. Vap. HTR Out Trip Flow
Temp. Cont. Calculator
TIAL LAH TICAHL XA
L : 70℃ H : -100℃
FV012 FV013 FV009 L : -140℃ FV016
Trip : -145℃ TICAHL PI DPI
FV010.1 FV010.3 FV010.2
CS504
Open Close
OR
HS HS TI
Steam Steam Press. FV015.1 FV015.2 CP036
Temp. Low Common Outlet HTR Out Flow Position Inlet Inlet
H : 220℃ L : 5 bar Alarm Press Temp. L EXE Position Trip Remote Cont. FV007.03 Trip Remote Press. Temp.
TIAL PAL XS PI EXE TE ZIC XS XL ZC ZI XS XL TC PI TI ZLL ZLH
Condensate FV017 FV018 FV015 FV011 FV009.1 FV030 1A FV005.3 FV005.4 FV005.1 FV005.2 FV007.4 FV007.1 FV007.2 FV004 FV003 FV015.4 FV015.3
Temp. EXE
0~ TEX Temp. EXE
200℃ Cont. VRC Panel
FV012.1 FV003.1

SVB

0~ 0~
300℃ 10 bar

TI PI HS XA PI PIT TI XA HS POT HS POT PI PIT TI

4 2 1
Emergency Common Common CS505 CS506
Stop Alarm Alarm

Steam LNG Vapour

Cargo Compressor Room

PS HTI 03 Vapouriser Header

HI505
TI
PT
100 0~300℃ TE CG TE

Mist Sep.
FV In-line 2 1A
542
Mixer

0~100 mbar
-200~100℃
0~16 bar

-200~100℃

0~16 bar

0~16 bar
To LNG
SC304
Local

Vaporiser CI532
CG532 CG540
s Inst. Air
ZT
CS528 CS527

CS520
0~200℃

0~200℃

LSHH
LSH
4 Forcing To Cargo Tank ZT
s
HY
2 PT PI

TE
4
LG Vaporiser Inst. Air CPI47 PT
100
4 APT DPT
4 TE PT
TSLL ZT
s
HY CS506 1 ZSH ZSH 100 CTI41
4 1 CI CI CI CI CI311 TI
Inst. Air 533 H 511 504 503 From
CD308 SC302 SC303 Stripping
Condensate
Main CS505 CS504 Head
To LNG Vaporiser Inline Mixer
SC301

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 67 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4.7 Forcing Vaporiser 2. General Description 5) When all the air has been expelled from the shell, shut the vent
valve.
1. Specification The forcing vaporisers are situated in the cargo compressor room and the
LNG is supplied from the fuel gas pumps or the stripping/spray pumps. 6) When the drains are blowing clear open the drain trap outlet and
Maker: Cryostar LNG flow is controlled by an automatic inlet feed valve which receives inlet valves and shut the drain. The temperatures, pressures and
Model: 34-UT-25/21-3.2 its signal from the flow controller. condensate levels of the heater should be allowed about 30
Type: BEU minutes to stabilise.
The forcing vaporiser is used for vaporising LNG liquid before the mist
separator and LD compressors, and to supply the engines with additional 7) Monitor the condensate level in the local level gauge.
Tube side Operating case fuel gas when the natural boil-off pressure is insufficient to maintain the
Unit 8) In the CCR, set the flow control for the vaporiser to the ON
(Process fluid) Sizing Forcing demand when the engines are operating in fuel gas mode and to increase
the tank pressure in dual fuel mode. position on the IAS, select MAN mode and ensure that the set
Process fluid Methane Methane
point is for zero flow.
Mass flow kg/h 4900 4900 The temperature control is based on a preset table and the temperature
controller will only adjust the temperature on a long time base in the case 9) Confirm that the spray main is pressurised and then open the
Inlet volume flow m3/h 11 11
that there is an error in the preset table. The temperature set point is fixed manually operated liquid line isolating valve CS504.
Outlet volume flow m3/h 4862 3610
at -100°C, but can also vary between -20 and -100 °C. 10) In MAN mode, crack open the flow control valve and admit
Inlet temperature °C -163 -163
The forcing vaporiser and its controllers maintain the vapour header LNG to the vaporiser. Physically monitor all the vaporiser
Outlet temperature
°C -15 -15 pressure at its set point by supplementing the natural boil-off rate from flanges and joints for any signs of leakage.
(Uncontrolled)
Outlet temperature the cargo tanks by vaporising part of the LNG cargo when operating in 11) In the CCR, set the controls for the forcing vaporiser on the IAS
°C -40 -100 fuel gas only (100 % gas) mode.
(Controlled) mimic.
Inlet pressure bar 4 4 On the ballast voyage, the natural boil-off rate is reduced, so the forcing 12) When vapour is produced, switch the control for the liquid valve
Outlet pressure bar 0.2 0.2 vaporiser will be required to supply larger flow rates to force vaporised to remote and automatic.
Pressure drop gas depending on the amount of spray cooling into the cargo tanks.
bar 0.6 0.6
(Calculated) 13) Monitor the condensate level until full gas flow has been
Nozzle velocity (Inlet) m/s 2.74 2.74
3. Operating Procedure to Bring the Forcing Vaporiser into Service achieved on the vaporiser in order to ensure stable operations.

Nozzle velocity (Outlet) m/s 27.5 20.4 14) Continue to monitor the vaporiser for leaks, the vapour outlet
NOTE
Heat exchange temperature, the condensate level and the drains temperature
kW 1077 891 Cargo compressor room exhaust fans and the gas sampling system must
(Actual) throughout the operation
be in operation prior to and during any cargo operations which involve
LNG and GNG entering the cargo compressor room pipework system. CAUTION
Shell side Operating case
Unit 1) Ensure that the deck steam and instrument air supplies are Thorough checks around the forcing vaporiser and the associated flange
(Saturated steam) Sizing case Forcing
available to the forcing vaporiser. connections must be conducted during operation.
Steam consumption kg/h 1891 1564

Inlet temperature °C 169 169 2) Open the condensate drain valve and the steam side shell vent On completion of operation;
valve.
Outlet temperature °C 164 approx. - 1) Close the manually operated liquid line isolating valve CS504.
Inlet pressure bar 7 - 3) Set up the downstream vapour lines for the required operation
and vaporiser outlet valve CG532, to allow for gas expansion 2) Switch the flow and temperature controllers to manual and
Outlet pressure bar 7 - manually open the valves (flow control valve: CS505,
during the warming up stage
Nozzle velocity (Inlet) m/s 29.1 24 temperature control valve: CS506) to allow any remaining LNG
4) Slowly open the vaporiser steam valve CS304 to warm through to vaporise naturally.
Nozzle velocity (Outlet) m/s 0.27 0.22
and vent the vaporiser.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 68 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
<IAS Display> Forcing Vaporiser

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 69 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
3) When the heater outlet temperature is well above 0 ºC and there Forcing Vaporiser Running State Shutdown Software Logic
is no indication of any frosting anywhere on the heater, shut the
main steam valve. The forcing vaporiser running state is indicated in the mimics. The These effect causes unit shutdown.
running state is depending on the following parameters:
4) Open the steam side shell vent valve.
 Forcing vaporiser inlet pressure > 4.0bar, and Description Set point Cryostar ID
Condensate level high-high switch 330 mm LSHH4
5) When steam stops issuing from the vent open the condensate
drain valve and shut the inlet valve to the drain trap.  Flow control valve opening > 5%, and Condensate temperature low-low +80 ºC TSLL4
Emergency shutdown pushbutton on
 Forcing vaporiser inlet valve opened, and HS5
6) When the heater has cooled down to ambient temperature, shut local panel
the vapour outlet valve CG532 and secure the rest of the system  No shutdown active
as required. When one of the trip causes is active the following actions will be initiated:
Shutdown
4. Forcing Vaporiser Control • Unit shutdown relay output will be opened immediately.
At shutdown both flow controller and the temperature controller will be • The common trip indicator on the local panel is powered.
To ensure stable operation of the forcing vaporiser a minimum flow is interlocked with 0 % out. When the shoutdown has been reset the
required through the forcing vaporiser. controller is set to manual. Shutdown Reset
There are two control valves for the forcing vaporiser, one for The following conditions will cause the forcing vaporiser to shutdown
A reset pushbutton is placed on the IAS mimic. This button has to be
temperature control and one for flow control. (in addition to the protection of the forcing vaporiser):
activated in order to reset the shutdown logic, and to get power back on
Pressure Control Master gas valve trip the control valve solenoids

In order to stabilise the system as much as possible, the forcing vaporiser  ESD
will be pressure controlled.  Propulsion trip

The forcing vaporiser pressure controller will receive its set point from  Heater trip
the GMS converted into steps (with ramp).
Control Valves in Local
Temperature Control
It is possible to put the control valves in local modus and vary the valve
The temperature control is primarily based on the position of the flow position locally. The control shall, upon this action, read the actual valve
valve. A curve between flow valve position and temperature valve position in order to ensure bump less transfer when the valves is returned
position will be used. In addition there is a temperature controller to to remote.
correct deviations from the pre-determined temperature table. The output
value from the flow/temperature table is added with the output from the 5. Forcing Vaporiser Shutdown
temperature controller.
Shutdown Relay Logic
This method will let the FV gas outlet temperature “float” around the
TIC manual set point and give minimum disturbance to the flow control. The temperature and flow control valve solenoid power are removed by a
hardwired circuit when:
A Feed Forward function will come into action when the temperature is
outside ±10 ºC. This feed forward will bias the output by ±1 %
• Shutdown button on local control panel is activated.
respectively. In case the temperature is outside ±20 ºC the feed forward
• IAS computer abnormal (Watchdog).
function will bias the output by ±2 % respectively.
• Unit shutdown output from software logic.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 70 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.8a Mist Separator

Condensate Purge Control

CS504 CS524 CS525 CS530

CS523 CS415 CS315

From FG HDR Press Open Close Open Close Open Close Open Close
HS HS HS HS HS HS HS HS
Temp. Cont. FV055.1 FV055.2 Drain Pot Mist Separator FV023.1 FV023.2 FV032.1 FV032.2 FV031.1 FV031.2
CCR

Position
IAS

FV026.2 FV026.3 Level Level

Position Press Set Value ZC XL XS ZI TE TT ZLL ZLH HS ZLL ZLH HS ZLL ZLH HS ZLL ZLH LIC LICAHL ZLL ZLH ZLL ZLH ZLL ZLH
Control 1B 2 FV055.4 FV055.3 FV024.1 FV024.4 FV024.3 FV023.1 FV023.4 FV023.3 FV033.1 FV033.4 FV033.3 FV022 FV025 FV023.4 FV023.3 FV032.4 FV032.3 FV031.4 FV031.3
ZI ZC Remote Trip FV
FV030.3 FV030.2 FV026.1 FV026.4 029
VRC Panel VRC Panel VRC Panel VRC Panel

-150~100 ℃
POT HS TI
1 1 1B
CS521 CS521

SVB TE SVB SVB SVB

2

-150~100 ℃
To LD
Compressor

In-line TE
1B
From Forcing
Mixer Mist
Vaporiser Separator
PDT
Cargo Compressor Room

1B
HY
3
s
ZT
From s

Stripping & ZLL ZLH ZLL ZLH

Local

FG Header CS521 ZLL

s

s
CS524 CS525
ZLH
ZSH ZSH To No.4 Vent Mast
H CN589 CS530
N2 Gas for
Purging CN588
Key
Drain PDIT
Vapour Line
Pot 2
Liquid Line
Nitrogen Line
ZSL ZSH
Instrument Air Line Comp. Room Trunk Deck
H
Drain Return Line
CS523
H H
0 ZS 0 ZS
41 H 31 H
CL H ZS
H
CL H ZS
H
6 6
ZT
41 31
CS 41
5 CS 31
5
Fuel LNG Recyling Line CS CS
CS528 CS520 CS529

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 71 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4.8 In-Line Mixer and Mist Separator
Mist Separator
1. General Description Model VMS-10/10-800 Gas composition : Manual Case: Laden Voyage
Performance data unit 1 2 3 4 5 6 7
Maker: Cryostar Operating case Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7
Model: VMS-10/10-1100 Fluid Mix Forced BO Mix Mix Mix Mix Mix Natual BO
Total mass flow kg/h 4900 4861 4822 4744 4667 4589 4021
An In-Line Mixer is installed downstream the forcing vaporiser and pipe
Inlet 1 Forced boil-off % 100 91 82 64 46 28 -
from main line, mixing LNG with NBO or FBO, to adjust gas
Mass flow kg/h 4900 4459 4018 3136 2254 1372 -
temperature before the mist separator.
Inlet temperature °C -100 -100 -100 -100 -100 -100 -
Inlet 2 Natural boil-off % - 10 20 40 60 80 100
The in-line mixer and the mist separator are used to:
Mass flow kg/h - 402 804 1608 2413 3217 4021
Inlet temperature °C - -100 -100 -100 -100 -100 -100
 Adjust the BOG temperature at the compressor inlet between
-120 °C and -90 °C (NBOG/FBOG, including recycle flow of Outlet Temperature °C -100 -99.6 -99.3 -98.9 -99 -99.4 -100

the LD compressor) Dew point °C -93.2 -94.2 -95.3 -98.0 -101.4 -106.2 -161.4
3
 To remove the heavier hydrocarbons out of the NBOG/FBOG to Density kg/m 1284 1281 1277 1269 1259 1249 1233
3
maintain the required methane number on the DFDEs. Volume flow m /h 3820 3796 3776 3740 3706 3673 3261
Fluid quality wet wet wet wet dry dry dry
The NBOG from the cargo tanks is fed to the in-line mixer and the mist Condensate Weight % 2.5 1.6 0.9 0.1 -
separator via the vapour main header and associated pipe lines. The kg/h 123.1 78.7 44.9 6.1 -
temperature of the NBOG will fluctuate depending on typical voyage Pressure Inlet mbar 1040 1040 1040 1040 1040 1040 1040
conditions (Laden or Ballast voyage), weather conditions and so on. This Outlet mbar 1040 1040 1040 1040 1040 1040 1040
temperature variation will be caused by heat ingress through the vapour Press. Drop Allow. bar 10 10 10 10 10 10 10
main header, associated lines and valves. Calc. bar 0 0 0 0 0 0 0
k factor 0.111 0.111 0.110 0.109 0.108 0.107 0.094
The in-line mixer consists of a mixing pipe, a spray nozzle and a Nozzle velc’y Inlet m/s 20.9 20.9 20.9 20.9 20.8 20.6 18.3
temperature control valve CS521. The mist separator consists of a drum Outlet m/s 21.6 21.5 21.4 21.2 21 20.8 18.5
and a knitted mesh type pad installed in the top side of the drum to
Outlet gas Compos. LNG Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7
remove droplets. One level transmitter (High-high, High) is installed to
Nitrogen mole % 0.450 0.455 1.129 1.810 3.203 4.646 6.139 8.566
monitor the liquid level in the mist separator. All this equipment is
Methane mole % 89.250 90.161 90.010 89842 90.030 90.373 90.773 91.422
installed in the machinery cargo room.
Ethane mole % 7.250 7.180 6.612 6.023 4.794 3.507 2.175 0.011
Propane mole % 2.950 2.193 2.230 2.200 1.922 1.425 0.882 -
The BOG entering the in-line mixer will be cooled by injecting a certain
Butane mole % 0.100 0.014 0.019 0.027 0.052 0.048 0.030 -
amount of liquid through a temperature control valve CS521 and the
Pentane mole % - - - - - - -
liquid spray nozzle. The warm gas is mixed with the sprayed liquid. The
light hydrocarbon components vaporise. 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00
Condensate Compos. Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7
Excessive liquid (heavy components) which did not vaporise will remain Nitrogen mole % 0.002 0.005 0.008 0.014
at the bottom of the piping to be streamed down with the cooled gas and Methane mole % 3.378 3.325 3.283 3.218
enter the mist separator. The piping is installed with certain slope Ethane mole % 13.893 12.484 11.164 8.663
(minimum 2 %). Propane mole % 74.460 73.260 70.500 59.628
Butane mole % 8.267 10.926 15.045 28.478
Pentane mole % - - - -
100.00 100.00 100.00 100.00

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 72 Part 4 Cargo System

 CORCOVADO LNG
Little droplets are separated from the cooled gas by the knitted mesh type
pad which is installed in the upper side of mist separator. Those heavy
components in liquid phase and the little droplets are collected in the
bottom of mist separator and drained the drain pot. Finally the dry gas
flows to the inlet of the LD compressor.
The electric parts for the control of the temperature control valve CS521
are installed at the forcing vaporiser local panel. The local and remote
mode selection switch of temperature control valve is only available in
the forcing vaporiser local panel.
2. Operating Scenarios
The following is a summary of operation provided by the IAS system of
the vessel. The descriptions are provided only for basic understanding of
the systems which the gas compressors operate in. Actual operation may
be different than describe herein.
Cooling of NBOG
When only NBOG is transferred to the BOG compressor (no recycle
operation, forcing vaporiser not in operation) the temperature upstream
the mist separator will be kept constant by in-line mixer. The gas is
mixed with the sprayed in liquid and the liquid is partly vaporised.
Excessive LNG and the gas enter the mist separator. Small droplets of
liquid (typically heavier hydrocarbons) will be coalesced into larger
droplets, which collect in the bottom of the mist separator and will be
drained to the drain pot. The “dry” gas flows out to the LD compressor.
Cooling of FBOG
FBOG is pre-cooled to -120 °C by the in-line mixer of forcing vaporiser
which is part of the forcing vaporiser. The FBOG leaving the forcing
vaporiser will mix with the NBOG coming from the cargo tanks and will
be finally cooled down to -120 °C to -140 °C in the in-line mixer before
mist separator.
Cooling of LD Compressor Recycle Flow
Warm gas from the LD compressor recycle is routed into the vapour
main header. There it mixes with the cold NBOG. While passing the in-
line mixer, the mixed gas (NBOG + recycle gas) will be finally cooled
down to the desired temperature of -120 °C to -140 °C.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
During load rejection of the DF diesel engines (trip or change from gas
mode to diesel) the flow rate of recycle gas increases rapidly. Hence the
temperature of the gas passing the in-line mixer will increase rapidly.
In case of load rejection and trips of the DF diesel engines, a binary
signal must be provided. The disturbance gate of the temperature
controller of the in-line mixer is provided with a feed forward signal
which will be activated in case of load rejection or trip.
The disturbance feed forward value will be subtracted/added to the
output signal of the temperature controller. The value depends on
occasion i.e., if one or two compressors are running or one, two or three
DF diesel engines are on load rejection or trip.
For each disturbance signal a separate disturbance feed forward value
can be adjusted to cover the required cooling performance for this
operating scenario. The values are withdrawn by a single delay Ramp.
3. Control Description of In-line Mixer and Mist Separator
Local and Remote Operation
The temperature control valve CS521 can be changed between local and
remote mode from the forcing vaporiser local panel. If CS521 is set to
local, the valve can be operated manually from the forcing vaporiser
local panel. If CS521 is set to remote, the valve will receive its automatic
control signal from the IAS.
Temperature Control
The temperature controller will be performed by the IAS. During normal
operation (automatic mode) the temperature control valve CS521 will
receive its control signal from the IAS. The set point (SP) for the
temperature controller of the in-line mixer is fixed from IAS. As process
value (PV) of the controller the higher value between of the BOG
temperature upstream the mist separator. The temperature controller
compares SP and PV, the difference being the ERROR = SP - PV. The
controller always tries to obtain an ERROR of 0. A negative ERROR (SP
< PV) leads to an increasing controller output signal (Temperature
control valve CS521 opens). A positive ERROR (SP > PV) leads to a
decreasing controller output signal (Temperature control valve CS521
closes).
4 - 73
Alarms are provided at the high liquid level in the mist separator. The
High-High level in mist separator must trip the LD compressor, forcing
vaporiser and stripping/spray pump and in-line mixer.
4. Drain Pot
The drain pot is used to drain liquid natural gas which collects in the in-
line mixer, the in-line mixer and the mist separator. Two on/off control
valves are installed at the top of the drain pot. LNG drain valve CS525
and vapour breathing valve are open during the normal operation. LNG
collected will flow down through the LNG drain valve CS525 and
vapour from the drain pot will flow up through the vapour breathing
valve. When the high level of the drain pot is activated, the solenoids of
CS525 and the vapour breathing valve will de-energize and the valves
will close. The N2 supply valve (supplied by others) will open and N2 gas
will be injected into the drain pot. The pressurised N2 will force the LNG
back to the cargo tanks until the level in the drain pot dropped down to
the low level.
When the drain pot low level has been reached, the N2 supply valve will
close, and the vent valve to vent mast will open (approx.. 20 seconds,
adjusted during commissioning) to release over pressure from the drain
pot. After this time the vent valve will close and the LNG drain valve
CS525 and the vapour breathing valve will open again.
5. Mist Separator Drainage
The drain valve CS523 from the mist separator should always be left in
the open position to allow the heavy LNG components (butane and
pentanes) to drain by gravity to No.3 or No.4 cargo tanks liquid dome via
CS315 non-return valve CS316 or CS415 and non-return valve CS416.
The drain pot level will be controlled with a sequence. Manual operation
is also available to operator. In case the mist separator level HH or outlet
temperature LL the inline mixer will be tripped.
NOTE
Cargo compressor room exhaust fans and the gas sampling system must
be in operation prior to and during any cargo operations which involve
LNG and GNG entering the cargo compressor room pipework system.
Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
<IAS Display> In-Line Mixer and Mist Separator

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 74 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.9a Vacuum Pumps

PI PSL
301 302
From Suction
key

Cooling Water Line

Nitrogen Line
Local
Starter I.S Barrier
Control
Panel Panel
Panel
Legender

TSL TI TSL TI Expansion Joint

101 103 201 203

Check Valve

M Electric Motor

Suction Filter Cartridge Suction Filter Cartridge

Screw Vacuum Pump

Solenoid Valve

Cooler

Coupling

2-way Ball Valve

3-way manifold Valve

PI TSH PI TSH
106 102 206 202
TI TI Ball Valve
104 204
(25A) (25A)
Reserver
Air (15A)
Air Vent Discharge Air (15A)
Air Vent Discharge
TSH TSH Silencer
110 (25A)
Silencer TI 210 (25A)
Silencer TI
105 205
Cartridge Filter
M (100 A)
M (100 A)

HT HT
111 211 TSL
(25A) (25A) Temper Switch Low
PI PI
107 Dry Screw 207 Dry Screw TSH
Temper Switch High
Vacuum PI
FSL
Vacuum PI
FSL
108 208
Pump 109 Pump 209 TI
Temper Indicator

PI Pressure Indicator

HT
(25A) (25A) (25A) (25A) Heater

To Discharge
PSL
Pressure Switch Low
Scope-A Scope-B
FSL Flow Switch Low
To CWR
(50A)

(50A)
From CWS

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 75 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4.9 Vacuum Pumps Timing Gear NOTE
The oil level will drop from pump off condition to pump running
1. General Description The timing gear set is the most important part of the screw vacuum pump, condition. Be sure to check and establish the level with the pump
and it is necessary for turning the Screws with a certain clearance kept running. Turn off the pump to add oil. Never attempt to add oil while
Specifications from each other. The tooth surface is heat cured, and then polished with a the pump is running. During operation the oil is splashed over the
Maker: Kowel Precision Co., Ltd. special high precision tooth-polishing machine for lowering of noise. bearings and mechanical seals by revolution of the gears. If the oil level
Model: KDPS 1500-L/G is too low, the gears, bearings and mechanical seals will be damaged as
Type: Screw Type Dry Vacuum Pump Bearings a result of improper lubrication. If the oil level is too high it will cause
Rotary Positive overheating.
The bearings on the fixed side are double row angular contact ball
Performance data: bearing. On the expansion side are roller bearings with heavy load Cooling Purge
 Installation : Cargo compressor room capacity. These bearings have been selected to withstand high speed,
heavy load service and to assure the accurate maintaining of the In case the after cooler is provided, the cooling water inlet should be
 Handled gas : N2 + CH4 + Air & gas mixtures
clearances between gears and between rotors. There are two Oil Level located on the cooler side. If atmosphere intake is impractical, the
 Inlet pressure : Normal 1013 mbar Sight Gauges, one located on each side of the front-end cover. Check discharge air should be cooled and recycled. After cooler is optional.
Rated 200 mbar both sight gauges; the reading should be the same, indicating that the
 Intake temperature : -50 °C ~ 50 °C pump is mounted level. 3. Purges

 Discharge temperature : 50 °C ~ 120 °C

Shaft Seal Cooling Purge
 Relative humidity : RH 95 %
 Operating capacity : 1350 m3/h The shaft seals consist of a bellows-type mechanical seal assembly on the This purge is intended to lower the temperature of the screws and the
discharge side and double lip seals on the suction side. These seals inside of the casing. During the operation of the pump, this purge is
 Ultimate vacuum : 0.13 mbar A
prevent oil from the front end plate and grease from the rear end plate required to remove the heat from the discharge process gases. The
 Pump rotation speed : 1750 rpm from migrating into the casing. The motor side of the front-end process gases introduced into the casing from the suction side are
 Electric motor power : 37 kW cover/drive rotor shaft is sealed by an oil seal or optional mechanical seal. compressed by the rotation of the screws and transferred to discharge
The shaft seals consist of Mech. Seals+Lip Seals kit on both Suction and side. This process gases are heated by compression heat. Since this
Two vacuum pumps are used for insulation space inerting before putting Discharge side to prevent oil leakage from Front/Rear End Plates to compression heat is high enough to make the internal parts to be
the vessel into service (e.g. after dry-docking), and for insulation spaces inside of Casing. Front End Cover side of drive shaft is sealed by a Mech. expanded and could cause pump seizure. Hence, cooling purge is needed
inerting process during maintenance or corrective measures. Seal. to remove this heat.

The vacuum pumps will not be used during the normal operations of the
vessel, and are only to be used for reinstating the insulation spaces to
inerted conditions after dry-docking.
2. Construction
Screw Shaft
The Screw shaft is made with high-grade spheroidal graphite cast steel
and machined precisely. It goes through a perfect dynamic balance
testing upon completion of machining.
Oil Level
There are two Oil Level Sight Gauges, one located on each side of the
front-end cover. Check both sight gauges; the reading should be the same,
indicating that the pump is mounted level. With the pump running, oil
should be at the middle of the red dot. Maintain the level (running)
between the top of the red dot and the middle of the red dot. Do not
overfill! Maintain minimum level to ensure long life of bearings, gears
and seals.
This cooling purge is required and normally use atmospheric air for the
cooling purge as standard purge. An air filter is provided near the
discharge side of casing for this purge.
Cleaning Purge
This purge is required to clean inside of the pump prior to the shutdown.
Before pump shutdown, purge with N2 gas, steam or cleaning agent for
20 to 30 minutes after closing the main valve on suction side to remove
sticky process materials or process gases. This purge is especially
important when pumping corrosive/toxic gases or sticky materials, such
as polymer based.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 76 Part 4 Cargo System

 CORCOVADO LNG
Pump Steam Flushing
After each process, run the pump for 10 to 20 minutes without process gas
load with suction valve closed (Dry run, Cleaning purge). This is to
remove and clean process gases, condensed vapours from the pump that
were built inside the pump during the process. These process materials
build-up inside of the pump could overload the pump during the pump
restart for next process batch.
When restart the pump after a long period of time, these process materials
could cause pump seizure or pump overload. In such case, steam flush
inside of the pump & screws by following procedures. Please do not
rotate the pump with excess force.
4. Operation
Preparation for Operation
1) Remove dust from Vacuum pump and Piping.
2) Check all suction and discharge connections for mechanical
integrity and all the piping supports for adequacies. Also check
cooling water piping.
3) Clean all piping thoroughly not to permit welding slag and chips
being left inside.
4) Supply oil up to the red point of the oil gauge. If oil runs short,
gear and bearing can seize. And if oil is too much, the oil
temperature will rise excessively, and can be reasons for gear
noise or some effect on other parts such as the mechanical seals.
Hence, keeping the oil level at the top of the red point is
important.
5) Let cooling water flow as specified on chart (28 litre/min.).
Starting the Pumps
1) Ensure the direction of the pump rotation is correct; in a Clock
Wise (CW) direction, looking from the motor. Pump rotational
direction check can be done by jogging the pump a brief moment
while checking the rotational direction of the motor fan. If the
motor rotates Counter Clock Wise (CCW), correct the power
cable connections and check the rotational direction again to
ensure the pump rotates in the correct CW direction.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
2) Pump rotational direction check shall be done with the process
inlet isolation valve open. With the process inlet isolation valve
open, operate the pump for 20 to 30 minutes. At this stage, all
pump operating parameters should be checked for any
abnormalities, such as excessive vibration, high oil/grease
temperatures, high cooling liquid discharge temperature, high
process discharge temperature, noise, over current draw, etc. In
case of any abnormality, stop the pump and investigate. Typical
abnormalities are caused by improper lubrications and/or
improper installation of the pump.
3) Upon completion of the above step, operate the pump for 2 to 3
hours under normal process load conditions and check the pump
operating parameters again.
4) If any abnormality is observed during the initial operation with
normal process load, shutdown the pump immediately and ensure
the problem is corrected prior to restart-up of the pump.
Trial Run
Operate the pump under no load condition for about 20-30 minutes to
check for any abnormal vibration or heat. Operate the pump for 2-3 hours
under normal load conditions and check the temperature and motor
current.
CAUTION
During operation, monitor the bearing and lubricant temperature, motor
current and cooling water flow. Maintain the pump operation within the
designated specifications.
Stopping the Pumps
1) Suction Shut Off
Close the isolation valve on the suction line.
2) Corrosive Gas Inhalation - Purge
If any corrosive gas has entered the piping or pump, purge the
pump and piping by flushing the system with a cleansing gas.
Flush for 20 to 30 minutes before stopping the pump to ensure
that the pump is thoroughly cleaned.
4 - 77
3) Motor Shut Off
Stop pump by turning off the motor.
4) Steam Flushing
a) In the event that any process fluids or materials such as
Oligomer, Monomer, Polymer, Resin, etc., have been carried
over into the pump and caused resistance, steam flush the
inside of the pump and screws with the following procedure.
Do not attempt to rotate the pump by force.
b) Set steam pressure approx. 1 bar.
c) Close inlet (suction) valve, open discharge valve and drain
valve from exhaust silencer or separator.
d) Inject steam for 1-10 minutes through one of the purge or
instrumentation ports on the inlet manifold.
e) Ensure power to the motor is disconnected, and then try to
rotate the drive shaft via pulley or coupling by hand. If
necessary repeat the above 2-3 times.
Operation
1) Open suction valve, and turn on the power under no load condition
to check rotating direction. At this time, start-up instantly.
2) Run the pump under no load condition for 20 to 30 minutes to check
any abnormal vibration or heat. In case of any abnormality, stop
operation and search for the cause. In most case, improper
installation or failure of centering of the pump causes abnormal
vibration or heat. Improper lubrication could also be the reason for
the abnormal vibration or heat.
3) Run the pump for 2 to 3 hours under normal load condition and
check the temperature and vibration of each part.
4) During operation, pay attention to the Ampere Meter readings. If
there’s any abnormality, stop the pump immediately and check the
cause. Often, the cause is interference between rotors or between the
periphery of rotor and the inner surface of casing. All pumps we
supplied are passed break in operation. However, full care will be
still necessary after the pump is disassembled and reassembled at
site.
Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual

CAUTION Illustration 4.9b Notice for Drain

 Check temperature of bearing & lubricant and indication of

key
Ampere Meter & cooling water.
 Keep operation in accordance with instructions in the manual. Cooling Water Line
TSL TI
101 103 Nitrogen Line
Shutdown

1) Shut off suction side main valve.

2) If any corrosive gas has entered the pump, introduce Suction Filter Cartridge
atmospheric air from the suction side for 20 to 30 minutes before
stopping to clean inside of pump (except in cases where the
process gas is a reactive gas with air).

3) Stop the pump by turning off the motor.

To Discharge
4) Shut off cooling water.

If freezing is anticipated, completely drain out the cooling water.

PI TSH
106 102
Open drain valve (valve ○1 , ○2 , ○3 , ○4 ) until drain out completely
TI
104
(25A)

Air (15A)
Air Vent Discharge
TSH
Silencer TI
110 (25A)
3
105

M (100 A)

HT
111
2
(25A)

PI
107 Dry Screw
1 Vacuum PI 4 FSL
108
Pump 109

(25A) (25A)

Scope-A

To CWR

From CWS

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 78 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.10.1a Custody Transfer System

Cargo Control Room Electric Equipment Room FS89/90 Electric Equipment Room
CTS OS 54
NDU/PDU Cabinet
CTS Main Cabinet
CTS OS 53
24
Custody Transfer System (CTS)
Dis " Tank Overfill Protection System (TOPS)
pla GLK-100 Units
y Note 8
24 Remote Controller Units (RCU)
Dis " NDU A1 I/O Units
pla
y NDU B1 Ex LON Repeaters
NDU A1 Terminal Boards
Net Switches
NDU A1 Power Supply
Note 1
PDU A1 Dig. Level Display CCR
PDU 2-2
PDU B1
Note 7 NL-296 (BA688C)
NDU A1
NDU B1
NDU C1
PDU 1-1
NDU A1
NDU B1 Note 2
NDU V1
CTS Alarm Printer 4-20mA Trim / List Signals
Note 8 Note 3
PDU 1-1
Note 2
Note 4 System Failure CTS to IAS
Note
CTS will use IAS report printer as Back-up CTS report printer Power Failure CTS to IAS [Safety Area]
[Hazardous Area]
Ex LON Network
Note 5 Note 4

Note 3

(Tank 3) Yard Supplied Cables :

Vapour Vapour
LON Note 6 Transmitter LON Note 6 Transmitter (Tank 2) (Minimum Cable Requirement)
Node GT402 Note 2 Radar TOPS Node GT402 Note 2 Note 1 : 3 x 2.5 mm2
Radar (Tank 3)
GLA-100/5 Radar GLA-100/5 Note 2 : 1 pair twisted 0.75 mm2 w/screen
Node Yard GLA-100/ Node Yard (Tank 2)
5Top Note 3 : 2 pair twisted 0.75 mm2 w/screen
Passage Way Cab.
Passage Way Cab. TOPS
Radar Note 4 : 4 pair twisted 0.75 mm2 w/scree
GLA-100/ Note 5 : 5 pair twisted 0.75 mm2 w/screen
5Top Note 6 : 12 pair twisted 0.75 mm2 w/screen
Note 7 : 2 x 2.5 mm2
Note 8 : Ethernet CAT 7 cable
Stand ESD/LAVH Stand ESD/LAVH
Pipe Sensor Pipe Sensor
Sections Sections
2 x 6PCS 2 x 6PCS Note
Temperature Temperature All Level Alarms and Override Status from
Sensors Sensors CTS & TOPS are Available for IAS/ESDS
MN3927 MN3927
Master Clock is Available from
Bottom Bottom IAS through the Network Connection
Shield Shield
Device Device
No.4 Cargo Tank No.1 Cargo Tank

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 79 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4.10 Custody Transfer System inside and outside the pipe to stabilize, thus allowing the liquid to rise or fall On membrane tanker ship the measured level is compensated with the
unimpeded in the pipe. temperature correction factor for the still pipe. This is done due to the
4.10.1 Custody Transfer System movement of the still pipe signatures related to the average vapour
The RTG receives the reflected signal from the liquid surface. The signal is temperature inside the tank.
Maker: Kongsberg Maritime AS treated in the signal processing unit, employing the AutroCAL® principle.
Type: K-GAUGE LNG / CTS The electronic unit in the RTG includes a patented signal detection method The level is then corrected for Trim and List of the ship, this are values
that ensures optimum signal fidelity (i.e. measurement accuracy). obtained from the inclinometer, calculated from the ships draught system
The Kongsberg Tank Gauging System mainly consists of: or inserted manually to the system.
AutroCAL®
• The Radar Tank Gauge (RTG). If the trim/list values used in the calculation are not coming from a
• The Signal Processing Unit (SPU). The still pipes are delivered by Kongsberg in standard lengths according to calibrated device this will be notified in the report as manually fed values.
the tank height, each section of 6 metres. Each pipe section is supplied with
The Kongsberg Radar Tank Gauge (RTG), GL100/5 is designed to measure flanges specially prepared with Teflon (PTFE) signature plates. The All corrections done to the measured level is based upon approved
level in tanks on board gas carriers. Accurate measurement is possible signature plates serve as markers, and the liquid level and the markers are correction tables approved by a third party and stored in the processing
regardless of the tank atmospheric conditions. measured simultaneously. unit of the system. Correction factors used shall be printed in the report.

By careful calibration of the pipe sections length before installation, the 3. Temperature Measurement
marker positions are known and stored in the system. The marker closest to
the liquid surface, is used as a reference. By comparing the liquid echo with Type MN3927PU
the marker echo, a continuous auto-calibration of the measurement is done. Element Pt100
This is regardless the influence of vapour density or temperature.
Temperature range -200 to +400 ºC
Accuracy Class A (0.15 = 0.002 x xtx)
2. Level Measurement
-145 ºC to 165 ºC ± 0.1 ºC.
Calibration uncertainty
Level gauge GLA 100/5 Values each 5 ºC
0 to 50 metres, increased measuring
Measuring range The measuring principle is based on the Pt100 temperature sensing
ranges possible on request.
RTG RMS accuracy 2 mm element according to IEC 60 751 / ITS 1990. The resistor element gives
System RMS accuracy 5 mm a decreasing resistance value when the ambient temperature increases.
Environmental temperature -40 °C to +80 °C
Nominal resistance at 0~100 ºC is 100~138.5 ohm at 100 ºC. The
element used are according to 1/10 DIN, thus giving an accuracy of
Tank temperature Down to -165 °C
<The RTG (GLA-100/5)> <The SPU (GLK-100)> ± 0.03 ºC at 0 ºC.
The level measurement is performed with a radar antenna placed on the
The RTG is approved and utilized both as primary and secondary tank gauge To obtain the required accuracy each temperature sensor is calibrated.
tank/dome top. By transmitting a microwave pulse in a still pipe which is
onboard gas carriers. The RTG’s are connected to a processing cabinet, Each temperature sensor has a serial number for identification purposes.
reflected from the surface of the cargo the process unit for the radar
normally located in the cargo control room. There is one signal processing Before calibration all sensors are stabilised by varying the temperature
antenna calculate the level in the tank.
unit dedicated for each RTG, ensuring normal system operation if a from -196 ºC and up to room temperature several times.
malfunction occurs on one RTG. Reference data related to the calibration of the radar unit including the
Thereafter each sensor is measured several times at four different
processing unit and reference signatures in the still pipe is stored in the
temperatures: -196 °C, -70 °C, 0 °C and 100 °C, and a calibration
1. Principle of Operation system memory and is taken into consideration when the tank level is
certificate is issued for each sensor. The total accuracy will also take into
calculated and presented as a value. The level is stored in the system and
The RTG employs the Frequency Modulated Continuous Wave (FMCW) account the other parts of the system signal converters, microprocessor,
the average level displayed is the arithmetic mean value of the last five
concept. etc.
measurements with a time interval of 15 seconds. Due to requirements
from the customer the time interval for measurements can be altered in
A frequency sweeping microwave signal is emitted by the RTG through a the system.
still pipe. The still pipe has ventilation holes allowing the vapour pressure

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 80 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.10.1b Cargo Tank Level & Temperature

Tank Guage Tank Gauge Temperature Sensors

Rader (GLA-100/5) Tops Rader (GLA-100/5)

Ref Point Ref Point

Top Pipe L = min 2m

L = min 2m L6
Upper Pipe Joint Top Pipe
L5
L = min 0.4m L4
Mid Pipe 1 100% Filling Level L3
Upper Pipe Joint L2
L1
L = min 0.4m
Alarm Limit 2
Mid Pipe 2
Mid Pipe 1

Alarm Limit 1
L = min 0.4m
Mid Pipe 3
Lower Pipe Joint

Bottom Pipe
Mid Pipe 4

Lower Pipe Joint

Bottom Pipe
L = min 2m

Temperature Sensor MN-3927, -200 -+200 ℃

Tank Bottom Length (mm) at 20℃
(Compensated for Flange Thickness & Shrinkage at -130℃)
Total Length of Tank 1 Tank 2 Tank 3 Tank 4
Cargo Tanks Still Pipes Length (mm) at 20 ℃ Cargo Tanks Still Pipes Length (mm) at 20 ℃ Temperature Sensors Length in mm Length in mm Length in mm Length in mm
All Lengths in mm Tank 1 Tank 2 Tank 3 Tank 4 All Lengths in mm Tank 1 Tank 2 Tank 3 Tank 4 99.5 % sensor (L6) 3492 3422 3422 3422
Top Pipe 2500 2500 2500 2500 Top Pipe 2500 2500 2500 2500 99 % sensor (L5) 5661 5246 5246 5246

4 x Mid Pipes 4 x 6010 4 x 6010 4 x 6010 4 x 6010 1 x Mid Pipes 4000 4000 4000 4000 80 % sensor (L4) 10492 9974 9974 9974
(Each = 6010 mm) =24040 =24040 =24040 =24040
Bottom Pipe 50 % sensor (L3) 17670 17409 17409 17409
Bottom Pipe 3370 3370 3370 3370 1500 1500 1500 1500
(1500 mm) 10 % sensor (L2) 27183 27224 27224 27224
Total Length of Pipe 29910 29910 29910 29910 Total Length of Pipe 8000 8000 8000 8000 Bottom sensor (L1) 30523 30523 30523 30523

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 81 Part 4 Cargo System

 CORCOVADO LNG
To measure liquid and vapour temperature of LNG each cargo tank is
equipped with five or more temperature sensors. This system uses six
temperature sensors, which are supported by spare sensors for emergency
use.
Two sensors (including spares) are installed in the tank bottom and in the
tank top in order to constantly measure the temperatures of liquid and
vapour respectively. The remaining three sensors are installed at equal
distances between the tank bottom and top.
Position of the sensor elements in the tank:
 Top tank (always in the vapour space)
 95 % level
 80 % level
 50 % level
 10 % level
 Bottom (approximately 5 % level)
If a sixth sensor is installed on membrane tanks this is placed as close to
the bottom as possible (50 mm above bottom).
<Temperature Connection Boxes>
<Dual Bottom Temperature Sensor>
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
Both average and individual temperature readings for liquid and vapour
are available at the displays.
Each MN3927PU temperature sensor consists of a mantle cable made of
AISI 316 acid resistant steel. On the lower end, the Pt100 element is
sealed in a tube while in the upper end there is compression fitting for
fastening of the sensor.
The sensor cables (four (4) wires per cable) are connected to terminals in
a cabinet on deck. The transmitter for the vapour pressure is also
connected to terminals in the same cabinet. The temperature sensors are
clamped inside the tank.
<MN3927>
.
<MN3927PU Temperature Sensor / Connections>
4 - 82
4. Pressure Measurement
Type GT402
Accuracy 0.25 %
Temperature drift <0.005 % of FRO*/ºC
Pressure range From 0.25 to 600 bar
The pressure measuring 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.
One GT402 Pressure Transmitter is installed on each tank to measure the
gas vapour pressure. The transmitter is installed on top of the tank and
only the ceramic diaphragm is exposed to the tank atmosphere. Cabling
for the pressure transmitters is via the temperature sensor cabinet.
<Vapour Pressure Transmitter onto Control and Ball Valves>
Part 4 Cargo System
 CORCOVADO LNG
5. Tank Overflow Protection System (TOPS)
Radar tank gauge GLA100/5-TOP
Measuring range 0 to 9 metres
Operating Temp. range 0 to +70 ºC
Accuracy ±7.5 mm
The Kongsberg TOP system is consists of the following hardware units;
 Radar tank gauge: GLA100/5-TOP (one unit per tank)
 Signal processing unit: GLK100A (one unit per tank)
 Remote controller unit: RCU510
 Operator panel: NL5/TOP-M and NL-5/TOP-S
 Interface to CTS operator stations
The System is designed to meet overflow control requirements from all
major classification societies. The system includes level gauges, processing
and alarm handling units and a dedicated operation panel. Optionally
interface to a Kongsberg CTS system is available.
All equipment on deck is designed for rugged marine environment and
manufactured in AISI316L stainless steel
6. Trim / List Measurement
The CTS shall take signals from the primary level gauges and shall
automatically and continuously calculate cargo volumes, corrected for
trim and list, from signals taken from an inclinometer, with accuracy
better than ±0.025º for list and ±0.01º for trim. The trim and list sensor
shall be sealed.
The inclinometer used has a range of ±2° for the Trim and ±5° for the
List. The instrument measures an angel based upon the position of its
installation. The base plate of an inclinometer is very small, seen in
relation to the overall axis it shall measure and it assumes that the axis is
a straight line. The inclinometer takes no consideration to sag / hog of the
ship’s hull. It is therefore important to consider where the instrument is
installed.
The positioning of the instrument can have direct influence to the result
of the measurement, especially for trim.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
7. System Overview
<System Overview Example>
General Description
The K-Gauge Custody Transfer System is operated through a PC-application
with a graphic man machine interface (MMI). The application is the genuine
subject of this user’s manual, as it is the point of user interaction. The PC
MMI provides cargo monitoring and CTS calculation onboard the ship.
Examples of other main system parts are the AIM process control units
(PCUs) and the cargo level sensors.
The application PC is usually referred to as an Operator Station (OS) in the
system. The OS is the main presentation unit of the custody transfer system.
From the OS, situated in a control room, the operator can monitor the
custody transfer data and control all essential operating parameters. Any
number of OS may be connected in an Ethernet network to provide consoles
at various locations onboard a ship.
4 - 83
System alarms are continuously handled ensuring that the operator is
immediately alerted if any alarm limits are exceeded. Failures that may occur
in the system are immediately reported on the OS-screen. The system has
embedded capabilities to handle reports on failures and alarms, as well as
history and trend reports on all measured values.
The K-Gauge Custody Transfer System may be delivered as a stand-alone
system or as an integrated part of a larger Kongsberg vessel monitoring and
control system (including e.g.: power, engine or propulsion modules).
<Home Page Example>
In a stand-alone system delivery, the system CTS Main Menu is modelled as
a vertical Task Bar of control buttons at the right hand side of the OS-screen.
In an integrated system delivery, there is a hierarchical level with command
buttons above the CTS Main Menu: the ‘Home Page’. In the ‘Home Page’
the operator selects among associated monitoring and control modules. By
selecting the <CTS> command button, the operator is guided back to the
‘CTS Main Menu’. By selecting any other command button the operator is
guided to their respective Main Menus.
NOTE
The number of command buttons in the ‘Home Page’ will vary with the
number of associated modules in a Kongsberg integrated vessel monitoring
and control system
The program is operated with a mouse or a trackball. All subpanel selections
are performed by left clicking on the control buttons of the CTS Main Task
Bar.
Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Main Functions • Report Cargo Tanks: The system consists of several stations required for system operation. A
- Vessel Identification Parameters minimum system configuration consists of two operator stations, two field
These are the main functions of the OS presentation program: - Port Identification stations (FS) (or process control units (PCU)) and an Ethernet network. The
- Cargo State Command Buttons history station (HS) is normally integrated with an OS to a single unit. The
• Handling of alarms and failures - Report Command Button system MMI runs on all the OS-PCs and is the operator interface of the
• Configuration of the system - Report View Command Button system. The operator privileges are not the same on all connected OSs, as
• Storage of measured parameter values - Report Change Format Command Button only one of them is in command. The Oss also provide for the
• Calculations using measured parameter values communication between the operator, the FSs and HS. Finally, the OS serves
• Logging of parameter history and trend • Trim and List as a storage and load source for the FSs (PCUs) configurations.
• Generation/Printouts of reports - Trim & List Parameters
- Mode Change (Automatic / Manual) For a more elaborate description of the AIM DCS, please refer to the AIM
Screen Panel Data user manual or the online help module of the OS program.
• Atmospheric Conditions:
The following process data is normally presented on the OS-screen panels: - Pressure Adjustment System Overview
- Pressure Mode Change (Automatic / Manual)
• Common Parameter Values: - Temperature Adjustment K-Gauge Custody Transfer System (CTS) has followings:
- Trim & List Values
- Draft Values (Aft, Port, Starboard, Fore)
• Trends Presentation: • 2 operator stations (OS) with report printer and local printer
- Atmospheric Pressure
- Cargo Level • 2 process control units (here: RCU)
- Various Temperatures of Each Cargo Tank. • 2 backup displays
• Status Cargo Tanks:
- Cargo Tanks Vapour Pressure • 3 (local) networks
- Corrected Levels
• Miscellaneous network switches & repeaters
- Volumes
System Elements • Radar, temperature and pressure sensors for 1 LNG tank
- Loading or Discharging Rates
The control system provides mechanisms to manage and distribute
- Vapour Pressures
The K-Gauge Custody Transfer System is a distributed control system responsibility between OSs. The fields of responsibility are named
- Average Liquid & Vapour Temperatures
(DCS), or an integrated part of such a system. A schematic view of an AIM ‘Command Groups’. Several OSs may be configured into the same
- Tank Temperatures at various Levels
DCS is shown as below. command group, but only one of them has taken command control at any
given time. It is required to be ‘in command’ (taken command control)
• Each Cargo Tank:
before the following actions can be performed:
- Level Readings
- Level Thermal Correction
• Acknowledge alarms
- Level Trim & List Corrections
- Corrected Level • Change alarm limit
- Temperature Readings at various Levels • Start CTS reports
- Average Liquid & Vapour Temperatures • Change temperature offset, trim, list and draft parameters
- Volume and Corrected Volume • Change setup parameters of modules
- Transferred Volumes, before & after Present State
- Volume Transfer Rate An access control system ensures that the CTS users (operators) can only
- Present Cargo State (Loading, Discharging, Seagoing) perform tasks according to their authorization. Users are organized in user
- Alarm Status groups. Each user group is given various permissions and access rights. The
normal operator user has no rights to change any configuration parameters in
• Each Cargo Tank Configuration: the CTS system.
- Temperature Readings Offset Parameters
- Bottom Zone Parameters
- Block Calculation (On /Off)
- Level Alarm Override (On / Off)

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 84 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Main Menu Structure 8. CTS Display Panels
The below shows the menu structure of the K-Gauge Custody Transfer CTS Main Panel
System (CTS)
This panel is activated by clicking on the <CTS Main> commend button
of the vertical task bar (main menu)
The CTS Main panel shows an overview of the cargo tanks of the Cargo
Transfer System and a two-line text box showing the vessel CTS state
(condition)
Menu on Screen
The operation of the K-Gauge Custody Transfer System is performed by
clicking on one of the control buttons located in a vertical task bar at the
right hand side of the main panel. The below shows an example of a main Mark A: Vertical task bar
screen panel of a K-Gauge Custody Transfer System (CTS) Mark B: Status line for trim, list, draught and ATM
Mark C: Total calculated volume field
CTS Status Panel
IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 85
This panel is activated by clicking on the <CTS Status> commend button
of the vertical task bar (main menu)
The CTS Status panel shows an overview of the cargo tanks of the Cargo
Transfer System containing temperature, pressure, level, calculated
volume and rate.
Data from each tank is presented in distinct, separate coloured columns.
The data include:
• Average vapour temperature in the tank
• Average liquid temperature in the tank
• Vapour pressure in the tank
• Corrected liquid level in the tank
• Calculated cargo volume in the tank
• Present tank loading or discharging rate
CTS Large Panel
When the Large panel is configured it will be activated on the <LARGE>
button in the vertical task bar.
This panel shows an overview of each tank in large fonts, meant to be
readable from a distance. Showing
• Instantaneous level (m)
• Volume (m3)
• Volume (%)
• Bar-graph showing the fill level
Part 4 Cargo System
 CORCOVADO LNG
CTS Report Panel
By clicking on the <CTS Report> command button of the vertical task
bar (main menu) a report dialog is presented. To be able to start report
printing, the OS must be in Command.
9. CTS Report
CTS Loading Reports
When the <Start Loading> button is pressed, all loading/unloading buttons
are deactivated, and information is written in upper left corner “ACTIVE
BEFORE LOADING”.
The “Certificate of Measurements before loading” report is sent to the
printer. When loading is in progress, the status changes and the <Stop
Loading> button is activated.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
When the <Stop Loading> button is pressed, all loading/unloading buttons
are deactivated, and information is written in upper left corner “ACTIVE
AFTER LOADING”. The “Certificate of Measurements before loading”
report, “Certificate of Measurements after loading” report and the
“Certificate of quantity transferred during loading” report is sent to the
printer.
CTS Unloading Reports
When the <Start Unloading> button is pressed, all loading/unloading
buttons are deactivated, and information is written in upper left corner
“ACTIVE BEFORE UNLOADING”
The “Certificate of Measurements before unloading” report is sent to the
printer.
4 - 86
When loading is in progress, the status changes and the <Stop
Unloading> button is activated.
For each selected function, the text in the upper left corner changes to
inform about the current state.
When the <Stop Unloading> button is pressed, a;; loading/unloading
buttons are deactivated, and information is written in upper left corner
“ACTIVE AFTER LOADING”. The “Certificate of Measurements before
unloading” report, “Certificate of Measurements after unloading” report and
the “Certificate of quantity transferred during unloading” report is sent to the
printer.
CTS Snapshot
The system can print a snapshot report at any time, and can be set up to print
snapshot at specified interval. Key in the interval value, number of minutes
between each snapshot report, and click the <Start Snapshot Report> button.
In the following dialog a report is set up to be printed every 5 minutes. Press
the <Stop Snapshot Report> button to stop the function.
Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
CTS Report - Change Report Format
This function applies for membrane tanks only. For spherical tanks only
one report format is defined, so no change of type will be implemented.
On the OS, a set of predefined report formats are stored. The user can
change report format by selecting a new format file. Press the <Change
report format> button in the report dialog to start this function. The
following dialog will pop up.
The transferred volume will be calculated as follows:
 For the loading operation, the transferred volume is the difference
between the total liquid volume at the closing (high liquid level)
and opening (low liquid level).
 For the unloading operation, the transferred volume is the
difference between the total liquid volume at the opening (high
liquid level) and closing (low liquid level).
 The total liquid volume is expressed in cubic meters at -160 °C.
CTS Report - Examples

The following examples are included:

 Transfer document of loading.
 Certificate of measurement before loading.
 Certificate of measurement after loading.

Report Heading
 Ship’s name (Fixed in the report)
 Port name (Inserted by the operator before report is started)
 Cargo no. (Inserted by the operator before report is started)
 Gas officer (Inserted by the operator before report is started)
CTS View Reports
 Date format (YYYY/MM/DD) default can be changed on request.
Reports that are previously printed are also store on the disk.
 Time format (HH:MM) default can be changed on request.

All historical reports can be view in a report viewer. To start the report
viewer, select and click the <View Reports> button.

CTS Report - Calculations

The average vapour temperature will be calculated as follows:

 The sum of all vapours temperature read outs in all tanks divided
by the total number of temperature sensors in vapour.

The average liquid temperature will be calculated as follows:

 Summation of all liquid temperature readouts in all tanks divided
by the total number of temperature sensors in liquid.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 87 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Computer Cargo Record Sheets

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 88 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.10.1d CTS Flow Diagrams

CTS Calculation Flow Diagram CTS Report Printout Flow Diagram

Read Observed Level Operators Activate Printouts

(every 15 secounds) Workstation of Data Printouts

Start CTS Report Logging

Average Level
(based on the 5 last readings)

Level Average Avg. Vapour Avg. Liquid

Level Trim List Temperature Temperature

Average Level
Calculation
Average Level Trim Correction
Trim Correction of 5 measurements
Correction Table
Trim List Pipe
Trim / List Corr. Corr. Corr.
from Table Table Table
Sensor
Correction
List Correction of
List Correction Table Level

Corrected Average Level

Pipe Correction Pipe Correction
Volume at
Table
-160 degC

Retrieve Voume from Volume Table

Corrected Level at-160 deg C Add Volume from
Volume all Other Tanks
Tanks
Temp. Sensor

Adding Average
Volume Vapor Quantity of
Volume from
from All Temperature After 80 sec. measurement before
Other Tanks
Tanks First page print out Loading / Unloading
Temp. Sensor

Snap Shot
Report Activated Snap Shot
Corrected Liquid Volume Storing of Stored Data with Defined Report
at Observed Average Measured Data
Printing Intervals
Temperature

Quantity of Transfer
measurement after document of
Stop CTS Report Logging
Loading / Unloading Loading / Unloding
END

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 89 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 90 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.10.2a Float Level Gauge System

Hazardous Area Non-hazardous Area

3304 Gauge 3304 Gauge

2047 MT 2047 MT
To Host Computer

1084 MKll
Receiver
TB2 & 3 Power Supply

TB4

Tank No.3 Tank No.4

3304 Gauge 3304 Gauge

2047 MT 2047 MT

1761 PSU
BN4

BN3 BN2

Tank No.2 Tank No.1

Power Supply

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 91 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4.10.2 Float Level Gauge 3. Main Equipment
1. Specification 3304 Liquid Level Gauge
The 3304 Liquefied Gas marine liquid level gauge is a rugged
Maker Whessoe
mechanical system of accurately and continuously measuring liquid
Type Figure 3304
levels in the refrigerated tanks of liquefied gas carriers. The gauge can
Quantity 4 (1 per tank)
±3.0 mm intrinsic accuracy. operate in tanks, up to 44 m deep, and at temperatures as low as -200 ˚C.
Accuracy The gauge is entirely mechanical in operation and does not require any
±5.0 mm in service.
Range 0~44 m power to provide a constant local readout.
Repeatability ±1 mm
Operating Principle
Operating pressure 3.5 kg/cm2 (50 psi) / 4 bar (60 psi)
Product temperature The 3304 Marine Liquid Level Gauge has been designed and developed
-200 °C to ambient
range specifically for low temperature liquefied gas carriers to measure
accurately and consistently product liquid level in marine cargo tanks
2. General Description during loading and discharging operations.
The Whessoe float level measurement system is of conventional tanker In addition to local readout, remote reading transmitters may be fitted to
type, but uses an Invar tape to compensate for temperature variations. the gauge head at any time without taking it out of use.
A gauge head, containing a mechanical indicator, an invar tape tensioned The gauge is float-actuated and employs a Tensator spring as a counter-
by a negator spring and a 12″ diameter PV float attached to the lower end balancing mechanism which maintains a constant tape tension at the float
of the tape, is fitted to each liquid dome. so that float immersion is not affected by the length/weight of the tape
paid out. The accurately perforated tape transmits float movement to the
Two guide wires for the float are fixed at the lower ends to an anchor bar
sprocket wheel, which in turn drives a mechanism providing a local
130 mm above the tank bottom, which is secured to the trellis structure
counter readout visible through a window in the counter housing.
base plate. The shrinkage of the float in LNG is 15 mm and the minimum
level which can be read from the gauge is 145 mm. Float lock-up and gauge head isolation is achieved by winding the float
upwards via the permanently attached cranking handle. The cranking
CAUTION
handle is designed to drive in one direction only and is spring-loaded by
To avoid the risk of tape failure and wear on the gauging mechanism, the
a cam arrangement so that it is not in motion during normal gauging.
floats should be fully stowed at all times, tension may cause tape
breakage. When float is stowed, leave isolation valve open unless repairs The float is released by pulling the spring loaded plunger at the base of
are anticipated. This keeps the float casing pressurised and prevents air the gauge head which allows the float to descend, under control, to
or water getting into the float through any float housing leaks. product level. This is an automatic function made possible by the
inclusion of a viscous damper within the gauge head.
‘Special attention must be paid to closing the float isolation valve.
Double check to assure the float is properly stowed and the gage tape The sprocket wheel drive to the counter mechanism is transmitted via a
will not be cut by closing the isolation valve.’ (this has happened on than magnetic coupling across a solid barrier flange which completely isolates
one occasion) the counter chamber from the tank atmosphere.
To obtain the liquid level, the float is released from its stowage position Total gauge head hysteresis is minimised through the use of a magnetic
using the release lever, and allowed to descend freely to the liquid coupling counter-drive and glass-loaded PTFE plain bearings.
surface. The tank sounding may then be read from the meter. The
Whessoe gauges are checked against the Kongsberg CTS during each
alternate loading.
IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 92
2047MT-Advanced Marine Tank Gauge Transmitter
Range: 0~50 m
Data transmission: IS EIA 485 Bus
Accuracy: ±1 mm
Alarms: 4 level alarms
Power: Approx. 17 mA @ 12 Volts
The 2047-MT transmitter has been manufactured to cater to the
requirements of data acquisition systems, whether they are unitary (one
per tank) or selective (from 2 to 8 tanks per field Bus).
The 2047-MT transmitter uses an absolute encoder that accurately
registers the rotation of the level gauge’s toothed sprocket wheel, with
one revolution taking place every 300 mm. A mechanical meter
accurately records the number of revolutions made. The coder wheel is
attached to the toothed sprocket wheel via a magnetic drive coupling and
hence turns with it. This coder wheel incorporates holes from which the
level is encoded in millimetres and centimetres.
Every 10 centimetres of movement, a Geneva pinion causes the
movement of a decimetre drum. In turn, every 10 decimetres this drum
engages the next stage, of which the code represents the metres. Finally,
every 10 metres, this drum engages the third and last drum, of which the
encoding represents the decametres. This assembly of four coder wheels
enable an absolute encoding from 0 to 99,999 mm with a precision of
plus or minus 1 mm.
These codes are signified by holes or white areas on a black background,
and are read by optical sensors, which do not touch the measuring unit
(comprised of the 4 wheels) at any point, thus ensuring minimum friction.
The encoding of each wheel is read by 5 optical sensors evenly
distributed over the encoded area. The level is therefore known by
reading the state of these 25 optical sensors. To eliminate any ambiguity,
inherent to any meter with moving digits, each decade is divided into 30
equal parts, providing 30 different codes per decade. 2 unused codes, out
of the 32 possible codes actuate an alarm signal if they are read; this can
happen if one of the sensors is at fault.
In addition, to ensure reliability of the reading, the correct operation of
each sensor is tested automatically by the microprocessor every 5
minutes. The 25 sensors are read 3 times per second in order to show the
level on the display in real time.
Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
When the level is read, it is always read twice in succession and the two Screens Arrangement
readings must be identical to be accepted. If this is not the case, an error 1084 Receiver
message is displayed until equality is re-established. This safeguard 1) Tank page.
comes into play when the encoder moves at more than 25 mm per second. 90 %
Tank N° 1 This page displays:
LNG - 5  All level, temperatures, pressure and alarms information
1084 Mini Receiver ULL regarding the tank selected.
20.640 m
AL
H-H
 Last alarm occurring from other tanks, by using ▼ key you
Capacity: Up to 32 tanks AV G T° AL Spot T° Press AL have direct access to tank in alarm.
Data transmission: Whessoe Bus, RS-232, RS-485, or 20 mA loop -120.5°C H T1 : -120.5°C -10 mbar L Alarm
 The status of the “COM IN” communication port.
Inputs: Level, temperature Alarm : Tk N°6 H-H Level.
Power

Outputs: Level, temperature, alarms STATUS : COM 4 Rx Fault – Tank « n » Buzzer

Power: 20 VA non-hazardous area

WHESSOE
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 <1084 Receiver Panel>
stand alone display unit designed to read the data sent by up to 32
inventory management instruments. The information is displayed on a Key pad.
large format, back lit LCD display for easy viewing, which can then be
retranslated and sent to a DCS, or host computer system. This is achieved It allows displaying different screens as tank page, tanks list, and alarms
by an easy to use, tactile user interface. The unit provides complete on- list, to get the access to the configuration menu and to accept and
site configuration to industry standard protocols in 3 serial ports, with 4 acknowledge alarms occurring.
2) Tanks List.
programmed alarm relays (flexible baud rates). 1) “Mode” key functions.
This page displays:
The receiver systems include RS232C, EIA-485 and 4-20 mA. The unit  Navigation from an automatic scrolling of tanks pages to a
is based on 16-bit micro controller technology with memory battery manual display of tank, tanks list(s) and alarms list(s) pages  The information of level and alarms status by group of five
backup. A single buzzer is available as well as 4 programmable relays.  Access to configuration menus (Mode + Set). (5) tanks. If more than five (5) tanks, by using the keys
 Access to tank (Mode + ). you will display following or previous group.
Programming the unit is completed by menu select options using six keys.
 Last alarm occurring from other tanks, by using ▼ key you
Access is protected by a user-programmed code, which can be changed at  Capital, small letters / Symbols. have direct access to tank in alarm.
regular intervals to maintain security.
 The status of the “COM IN” communication port.
2) “Set” key functions.
The 1084 receiver is microprocessor based level indicator designed to:
 Buzzer stop.
 Read the level, temperatures, pressure and alarms data from up  Alarms acknowledge.
to 32 x Whessoe 02047 M level gauges or 02047 MT level  LCD brightness (Set + ▲,▼).
transmitters.  Access to configuration menus. (Mode + Set).
 Display these data on its large and back lighted LCD screen  Settings confirmation.
through different pages easily accessible by the use of its
integrated tactile keypad. 3) “Arrows” keys functions.
 Transmit simultaneously the data received to three different
external devices, such as, loading or monitoring computer, PLC,  Manual display from tank page N°1 to tank page N° ”n”
remote relays, etc… ).
 Direct access to tank in alarm ( ).
 Displacement from line to line (▲,▼).

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 93 Part 4 Cargo System

 CORCOVADO LNG
3) Alarms List.
This page displays the list of alarms for the level, temperature
and pressure and theirs current status as well (Blinking = Not
acknowledged, Fix with “ack” indication = acknowledged). By
using the keys ▼▲ you will move up or down to select the
alarm and then by using the key you will have direct access
to its tank page. Very first line is the last alarm which has
occurred; second line is the alarm before the last, etc. Up to 32
alarms (5 pages) can be displayed.
It displays also the status on the “COM IN” communication port.
Operation.
When powering the unit, first display during few seconds will be
information about software version, then it will display by scrolling all
tanks pages.
By pushing successively the “Mode” key you will display the:
 Tank page(s).
 Tanks list page(s).
 Alarms list page(s).
 Automatic scrolling of tank pages.
Cargo Operating Manual
The 0 volt is floating (not connected to the earth)
Recommended Cable:
 Copper diameter 0.8 to 0.9 mm
 PVC or polythene insulation
 2 twisted pair screen or braid with continuity wire
 PVC sheath
 Armoured steel protection
 External sheath hydrocarbon resistant
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.
 Maximum current: 150 mA
 Maximum transmitters: 8
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.
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.
4) Check that the counter reads exactly the same before and after
use.
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.

From each pages you have information of current or last alarm occurring 3. Operation: Gauging
with a direct access to its tank page by simply using the arrow keys , .
1) Open the gauge isolating valve fully; normally it is left open.
1761 Power Supply Intrinsically Safe
2) Put the crank handle in the STORED position, i.e. with the
DC power supply: 9.5~17 V handle towards the gauge covers.
Max. current: 150 mA 3) Put the spring-loaded automatic float lock-up and the datum
Max no. of transmitters: 8 plunger up to release the float and allow it to descend at a
controlled rate to the liquid level.
The new 1761 power supply has been designed to consider the ever-
increasing demand on space within cargo control rooms. Its physical To Return the Gauge to the Stored Position
dimensions and weight have been significantly reduced to ensure simple
and flexible installation with a wide range of power supply voltage 1) Put the crank to the CRANKING position, i.e. with the handle
options. outwards.

Field Cables to Transmitters
The wiring cable between transmitter and receiver or between transmitter
and transmitter must conform to the intrinsically safe standard.
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.

All wiring must be designed to support 250 volts in service.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 94 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.10.2b Float Level Gauge

FWD AF T

Inspection Plate Gauge head

Stating Operation

515
of crank handle Spring loaded automatic
float lock up & datum plunger
“Pull” to release float.

Inspection chamber

Cushion Spring

Invar Tape

724
FLIV valve

Tank top

140 mm Float

Perforated bottom plate

75 maximum clearance Tank bottom

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 95 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 96 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.10.3a Trim/List Indicator System (1/2)

Wheel House Equip. Room No.3 Cofferdam

TrimIndicator List Indicator Trim & List Trim & List

Indicator Indicator
Trim/List Signal box Sensor
Signal box
box
Dimmer

+ -

FORE

PORT STBD

AFT

CCR

C-JB
-16701
TrimIndicator List Indicator

CTS

Trim

List

Safety Area Safety Area Safety Area Hazadous Area

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 97 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
4.10.3 Trim/List Indicator In connection with analogue indicator for wheel house, the dimmer 5. Installation
switch shall be supplied for adjusting brightness of analogue indicator.
1. Specification
3. System Configuration
Maker Scanjet Macron Co., Ltd.
Direction Twin Axial Type The system is interfaced to CTS (Custody Transfer System), analogue
indicator located at CCR and Wheel house with DC4~20 mA signal.
Measuring Trim: -2 ~ +2˚, List: -5 ~ +5˚
Accuracy ± 0.05 % FSO
The sensor box is installed at the bottom of No.3 cofferdam space which
Output DC 4 ~ 20 mA is recommended by ship owner. The signal box is installed in
IP grade IP 67 accommodation area. The signal and cable should be connected directly
Operating between signal box and sensor box without any junction box. <Location of Trim/List Indicator Sensor>
-40 °C ~ 85 °C
Temperature
 Install the sensor box at the owner’s preference location (No.3
Power DC 24V In order to avoid vibration or ship bending (hogging and sagging) effect,
Cofferdam).
the sensor should be installed as close wall or hull frame as possible.
2. General Description  Sould also install the sensor box when the ship is anchored,
The temperature of glycol heating pipe is a little higher than the moored when the sea is calm or the ship is in dock.
The standard scope of supply of Scanjet Macron “Trim & List Indication operating temperature of the sensor (85 °C).
System” consists of following main components:  Install the sensor on the horizontal floor or plate which should
The seat of the sensor should be located as far away from glycol heating be secured by using fitting bolts and adjusting double nuts
 Inclinometer (Sensor) with Sensor Box pipe as possible. definitely.
 Signal Box with IS isolators
 Otherwise, the sensor would be loosened from the fitting seat by
 Analogue Pointer Instruments 4. Principle of Trim/List Indicator
vibration.

The system is designed considering cost effective and service
friendliness because the system function and operation can be checked,
and the system is rigid against ship’s sagging and hogging.
The inclinometer (Sensor) can be provided either EX type or Non-EEX
type depend on location of sensor. If the sensor type is EX-type, the box
protection class should be IP66 and it should have an EX e certificate.
It is absolutely recommended that the sensor with sensor box should be
installed at the centre of the gravity of the ship because the centre of
gravity the ship is most sensitive to the effect of sagging and hogging of
the ship.
The signal of trim and list could/should connect to custody transfer
system, and it requires much higher accuracy for cargo amount
calculating against ship inclination.
The type of inclinometer is Accelerometer type sensor. The Trim/List
Indicator Sensor is servo type which is an accelerometer used in the earth
gravity field (± 1 g).
This instrument consists of an inertial mass pendulum which is rotating
around a torsion bar. The servo controlled in position by means of an
inductive torque, which current is proportional to the applied acceleration.
And an optical position sensor is used.
For small angles, the measured acceleration can be considered as equal to
the angle; it is necessary to make an Arc-Sin conversion to determine the
angle of tilt for wider ranges. This technology allows to get very
sensitive inclinometers (< 0.5 angle sec) without Hysteresis.
 The sensor box installation direction should be followed
according to the drawing.
 After inserted cables through cable gland, the glands on the box
should be tighten completely.
 The screen of signal cable (Inner shield) should be connected to
IS earth bar in sensor box.
 There is a PE bar and an IS bar in signal box. The inner shied
for signal cable should be connected to IS bar and outer shield
of cables should be connected to PE bar.
 The earth cable should be connected to ship’s hull, the ground
lug off both box should be used for this work.
 When the correct voltage is connected, the power LAMP should
indicate be “ON”.

The analogue pointer instrument (Analogue indicator) would be installed  When installing the sensor box, the direction of sensor, the
in both CCR and wheelhouse as console mounting type. direction is indicated on the cover of the sensor box.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 98 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
Illustration 4.10.3b Trim/List Indicator System (2/2)

Arc Sine DC Output

Converter

DC Power Electronic Servo Output

Input Module Amp Amp DC Output
+5V

U/t
Resistor 4~20mA
Converter

Damping
Network

￥α

Display
3 1 /2 digits

Sealed
Model SX 41500 Housing

Stop (C) Torque Motor

(A) Pendulous Mass
(B) Optical Position Sensor

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 99 Part 4 Cargo System

 CORCOVADO LNG Cargo Operating Manual
6. Horizontal Adjusting 2) Check the “0” indication on CTS monitor if connected in case
even keel.
Front Door
Sensor Box
3) Check the direction of trim and list on the indicator and the
monitor in case ship is inclined.

Trim / List Sensor 8. Service and Maintenance

Cable Gland
Adjusting Nut
In the event of a malfunction of the Trim/List sensor, contact the after
sales service immediately. Do not attempt any maintenance on the
product.

If the sensor box is found to be operating improperly, check that the input
power is DC 24V
<Sensor with Sensor Box>

The sensor should be adjusted with witnessed surveyor after installation

of the system completed. Depends on ship inclination condition, the
sensor would be adjusted by adjusting nuts in comparison analogue
indicator value in CCR and wheel house mounted.

 Adjust the horizontal level using the adjusting nuts until the
analogue indicator indicates “0” in case there is no incline.
 If ship is not horizontal (any inclined) while adjusting the sensor,
the angle of trim and list should be measured accurately for
sensor high performance

7. Operation

Check the following steps before power on the system.

1) Check the cable wiring connection for power supply and signal
in sensor box and signal box according to electrical connection
drawing.

2) Check the cable wiring with polarity on analogue pointer

indicator in CCR and Bridge as well as on the monitor of
custody transfer system if the sensor signal is connected.

Check the following after power on the system.

1) Check the “0” indication on the TRIM and LIST indicator in

case even keel.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 100 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Illustration 4.10a Nitrogen Generator

CN976
CN971 CN972
Nitrogen to Consumers (50A)

(Press. 5 bar)
(15A)

CN977
CN974 CN973
Nitrogen to Consumers Set : N2 Sytem
Permeate & Air (250A)
13 bar
(Press. 5 bar) PSV-8.61 Shut-down Stand-by Running Fault Serial Link
Vent to Atm.
PI I XS I XS I XS I XY
8.60 V- (50A) (50A)
A A A A
CN978 S 8.71 S 8.72 S 8.73 S 8.74
IV-
8.63 (50A)
Communication protocol (modbus RTU) TP
8.60 w/all process indications, alarms and status signals 3
Key Nitrogen Buffer
(50A)
V-8.65
Nitrogen Line Tank (150A)
UA SD
(26 m3)
Fresh Water Line Electrical Power Supply 5.1
5.32 Em'cy Stop
220 V, 60 Hz, 1 ph XA Mathematic Function
Compressed Air Line Control 5.41 PLC Battery Failure AY SP FIC
V-8.62 440 V, 60 Hz, 3 ph Panel 8.50 8.54
XA SD
Drain Line V-8.66 5.42 Communication Failure AIC AAH AAHH SD AT MAH
8.50 8.50 8.50 8.50 8.49
TAH SD PDAH TDAL SD TAH SD PAL SD PSHL Stop
8.39 8.32 8.39 8.42 8.45 FI MI 8.58 Start
440 V 60 Hz
3 ph Common Compressor 8.50 8.49
Supply Alarm Running
IV-
XA XI TI PDSH LA SD TAH SD TIC PI PCV-8.54 Calibration 8.50 PI FY XV XV PI
8.01 8.01 8.39 8.32 8.36 8.40 8.42 8.45 Span Test 8.53 8.54 8.55B 8.55A 8.58
IV- IV- IV- IV- (150A)
8.32A 8.32B MT 8.54A 8.54B
8.49 FT
TT TSH TT PT TI PT PT
TP 8.39 8.40 8.42 8.45 PCV- PCV- 8.52 8.53 8.54 8.58 TP
1 8.50B 2
8.50A
Feed Air V-8.31 F-8.11 F-8.12 F-8.13 IV-
8.45
V-
8.50
IV-
8.53 FC FC S NV-8.57
IV-
8.58
(50A) (40A) (40A)
Compressor
No.1 NS003 Membrane HCV- FE
FCV-8.54 XV-8.55A
El. Heater Separator 8.56 8.54
FO S XV
S S S (5 kW) 8.56 TP
LCV LCV LCV
XV-8.55B 5
TP
LC160 LC161 8.36 8.37 8.38
4
V- V- V-
NV-8.56 S FO (15A)
Cooling (25A) NS004 8.36 8.37 8.38
Water [No.1 Nitrogen Generator] XV-8.56
Supply (25A)
NS006
N2 Sytem
Compressed Air Shut-down Stand-by Running Fault
I XS I XS I XS
Serial Link
I XY
System in E/R A A A A
S 8.71 S 8.72 S 8.73 S 8.74
(40A)
Communication protocol (modbus RTU) TP
w/all process indications, alarms and status signals 3
Crossover
Panel
UA SD
5.32 Em'cy Stop (50A)
Electrical Power Supply 5.1
NS005 V-8.88 220 V, 60 Hz, 1 ph XA Mathematic Function
Control 5.41 PLC Battery Failure AY SP FIC
440 V, 60 Hz, 3 ph Panel 8.50 8.54
NS002 XA SD
5.42 Communication Failure AIC AAH AAHH SD AT MAH
(25A) (25A) 8.50 8.50 8.50 8.50 8.49
(15A) (50A)
TAH SD PDAH TDAL SD TAH SD PAL SD PSHL Stop
8.39 8.32 8.39 8.42 8.45 FI MI 8.58 Start
440 V 60 Hz
3 ph Common Compressor 8.50 8.49
Supply Alarm Running
IV-
XA XI TI PDSH LA SD TAH SD TIC PI PCV-8.54 Calibration 8.50 PI FY XV XV PI
8.01 8.01 8.39 8.32 8.36 8.40 8.42 8.45 Span Test 8.53 8.54 8.55B 8.55A 8.58
IV- IV- IV- IV-
8.32A 8.32B MT 8.54A 8.54B
8.49 FT
TT TSH TT PT PI TI PT PT
TP 8.39 8.40 8.42 8.45 8.46 PCV- PCV- 8.52 8.53 8.54 8.58 TP
1 8.50B 2
8.50A
Feed Air (50A) (40A)
V-8.31 F-8.11 F-8.12 F-8.13 IV-
8.45
IV-
8.46
V-
8.50
IV-
8.53 FC FC S NV-8.57
IV-
8.58 (40A)
Compressor
NS001 Membrane HCV- FCV-8.54 XV-8.55A
No.2 El. Heater FE
Separator 8.56 8.54
FO S XV
(5 kW) 8.56
S S S TP
LCV LCV LCV
XV-8.55B 5
TP
LC163 LC162
8.36 8.37 8.38
4
V- V- V-
NV-8.56 S FO (15A)
(25A) 8.36 8.37 8.38
Cooling [No.2 Nitrogen Generator] XV-8.56
Water (25A)

Return
Oil Drain (15A)
Return

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 101 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
4.10 Nitrogen Production System Selective permeation is the general principle behind the membrane  Emergency stop push button
system. Each gas component has a characteristic permeation rate that is a
1. Specification function of its ability to dissolve and diffuse through a membrane. This Compressed air is fed to the Nitrogen Generator and passes through a filter-
characteristic allows “fast gases” such as oxygen to be separated from package that will protect the membranes from any harmful particles and oil
Maker: Air Products As “slow gases” such as nitrogen. and water condensate.

Model NC1.1-1612P-WKP-150-970
The key component of the system is the membrane module. Each module The air then passes through an electric heater which will rise the air
Operating principle: Membrane Separation contains thousands of hollow fibre membranes to obtain maximum temperature by min. 8 °C to approx. 50 °C, which is the optimal temperature
Ambient temperature: Min. 0 °C, Max. 50 °C membrane surface per unit of volume. Compressed air is fed to the bore to reach the design capacity. The heater is controlled by a temperature
Ambient relative humidity: Max. 80 % at 35 °C side of a hollow fibre bundle enclosed in a pressure vessel, which is controller, receiving signal from a temperature element. A temperature
arranged geometrically the same way as a shell and tube heat exchanger. switch in the heater and in the piping will protect the heater and the
Max. capacity: 150 Nm3/h x 2 sets
As the air flows along the bore side of the fibres, O2, CO2 and H2O membranes from being exposed to a too high temperature. PRISM
N2 Purity (N2+Argon): 97 vol% (vapour) contained in the air, permeate faster than nitrogen to the low- membranes can withstand temperatures up to approx. 85~90 °C without
N2 Dew point at atm pressure: -70 °C pressure side of the fibres. The bore side air is gradually depleted of the being damaged. To avoid any potential overheating the heater shut down set
N2 Discharge pressure (Process fast gases (H2O is fastest) and enriched in nitrogen. By adjusting the point is set at 70 °C.
11 bar (At generator outlet)
design): airflow rate through the membrane module, different nitrogen purities
N2 Buffer tank start/stop switch: 5-11 bar and flow rates can be produced. The heated air is now fed via a manifold to each individual membrane
separator, and the product exiting the membrane is nitrogen.
Outlet Temperature: Max. 50 °C
The unwanted O2 and CO2 are vented to the atmosphere at the rear of the
Product CO, SO2 and NOX 0 vol% vessel’s funnel. In order to maintain a constant process and hence constant flow across the
membranes, the nitrogen passes a flow control valve. Regulation of the flow
2. General Description Many factors must be considered when designing a membrane separation is done by the PLC-software through signals from a pressure transmitter
system. Three of the more important ones are the driving force (or the installed upstream and a flow transmitter downstream the membranes. Fine
Two nitrogen generators are installed in the engine room, and both are differential partial pressure) across the membranes, the length of time the tuning is done through signals from the oxygen analyser. Parameters in PLC
used to produce nitrogen in a gaseous manner which is then used for the gases are exposed to the membrane surface, and the membrane area. In software can be set to limit the max capacity to design capacity.
following functions: practice this means the feed air pressure, the feed flow rate and the
membrane area respectively. Since the inlet pressure defines the nitrogen flow necessary to meet a set O2
 Pressurisation of the cargo tank IBS and IS around the cargo level, a mathematical function in the PLC will make the Nitrogen Generator
tanks. The produced nitrogen is stored in a 26 m3 nitrogen buffer tank, where automatically producing on-spec nitrogen at varying inlet pressures. Also the
high and low service pressure set points actuate the start and stopping of fine-tuning done through signals from the oxygen analyser, will make the
 Sealing of the HD and LD compressor shafts in the cargo
the generators. Nitrogen Generator to supply on-spec nitrogen short time after start-up.
machinery room.
 Purging of the cargo pipelines and the vent mast. 3. Control Systems and Instrumentation The Nitrogen Generator is equipped with an oxygen analyser that will
 Purging the fuel gas lines to the gas combustion unit. continuously monitor the oxygen content in the product nitrogen. Should the
 Fire extinguishing medium in the LNG vent mast risers. The control panel permits fully automated and unmanned operation of oxygen content for some reason rise above the design value %, an alarm will
the units. The following alarms and controls are mounted on the control be initiated. If the oxygen content continues to raise, a second alarm, oxygen
 Purging various parts of the cargo piping and boil-off gas
panels. content high-high will be initiated and close the delivery valve and open the
system.
dump valve. When the oxygen content has fallen to limits within
 System status indications specification, these valves will reverse and the system will supply nitrogen
The air that we breathe contains 78 % nitrogen, 21 % oxygen and 1 %  Push button for audible alarm acknowledgement again.
other gases. The prism membrane system of the nitrogen generators uses  Continuous N2 delivery pressure
this unlimited supply of raw material to produce specific purities of  Continuous O2 content reading
nitrogen.  Dew point analyser
 Electrical heater temperature control

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 102 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
If the nitrogen consumption is lower than design, the backpressure in the with other gases and metals. 1) Main Menu
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 WARNING The main menu is the default picture when the system is
this manner, the Nitrogen Generation Package will be capable of a 0~100 % Due to the absence or to the very low content of oxygen, nitrogen is powered up.
capacity turndown. At no product consumption there will be some asphyxiate. At liquid state, its low temperature will damage living
consumptions of feed air due to permeation of air to the low pressure tissue and any spillage of liquid nitrogen on the ship’s deck will result ► Enter Main Menu
(permeate) side. in failure as for LNG.
When located in a sub-menu, press the key “main menu” (A).
The on-spec. Nitrogen will be distributed to misc. consumers. A pressure 7. Operator Terminal
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.

5. Nitrogen Purge

To prevent ingress of the water in the ambient air into the nitrogen system
during shutdown periods, dew-point preservation back purge lines are From the “Main menu” more detailed pictures of the N2 generator
installed between the nitrogen system and the nitrogen buffer tank. and delivery pressure work range are available by pressing the
function keys on the right side.
6. Physical Properties of Nitrogen
From this picture the following can be read:
Nitrogen is the most common gas in nature since it represents 78 % in
volume of the atmospheric air. At room temperature, nitrogen is a - Oxygen content.
colourless and odourless gas. Its density is near that of air, 1.25 kg/m3 The operator panel is used for the following purposes:
- N2 dew point.
under the standard conditions. When liquefied, the temperature is - Compressor status.
-196 °C under atmospheric pressure. It has a density of 810 kg/m3 and a  Monitoring process and status indications
- N2 generator status.
vaporisation heat of 199 kJ/kg.  Monitoring Alarms and changing alarm settings
- Last alarm will be shown in bottom line.
 Start/Stop of N2 System
1) Properties of Nitrogen  Changing controller set points and parameters
2) N2 Generator

No. Keys Function

Molecular weight 28.016 ► Enter N2 Generator menu
A Main menu Returns to main menu
Boiling point at 1 bar absolute -196 °C
B Enter Activates changes in parameters to the PLC
From the main menu, press function key “N2 GEN.” to the right to
Liquid S.G at boiling point 0.81 C Alarm list Move to alarm list
switch to that menu.
Vapour S.G at 15 °C and 1 bar absolute 0.97 D NUM keys Used for entering new set points / alarm limits etc.
Gas volume/liquid volume ratio at -196 °C 695 Function Used for changing between different views.
E
keys
Flammable limits None
F Arrow keys Used to move cursor up/down and left/right.
Dew point of 100 % pure N2 Below -80 °C G LED Indicates system status.

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

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 103 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
From this menu the following values can be read: 3) Delivery “Work Range” (Automatic Start/Stop) keys monitor the alarm system.
- O2 content.
- Feed air pressure. ► Enter Work Range
- Feed air temp.
- Membrane feed temp. From the main menu, press function key “Work Range” to the right,
- Dew point. to switch to that menu.
- Product flow.
- Product Pressure.
- Delivery pressure.
- Actual position of control valves.
- Indicating whether heater is “on”, “off” or “alarm”
- Indicating whether filter pack is in “alarm” condition.
- Last alarm will always be shown in the bottom line. ► Stop/Reset Horn (audible alarm)

► Monitor Different Process Values
From this menu the following values can be read:
By entering “NEXT”, different process values can be monitored as
- N2 delivery pressure.
follows:
- Set-point of N2 delivery high pressure “stop”.
- Set-point of N2 delivery low pressure “start”.
- Enabled/ disabled automatic start/stop of N2 generator.
The menu allows you to:
- Enable/ disable automatic start/stop of N2 generator.
- Change start/stop limit for N2 tank working range.
Press function key ‘RESET HORN’ to stop/reset horn.
► View alarm list/Reset Alarms
a) Press function key ‘Alarm’ to view the Alarm List.
The alarms will be marked with one of the following
characters:
* Alarm active and unacknowledged
- Alarm active and acknowledged
$ Alarm inactive and unacknowledged

4) O2 analyser calibration b) For warning alarms, press function key ‘ALARM ACK.’
to reset.
a) From the main menu, press function key “Analyser
► Activating Trend Lines c) For shutdown alarms, press function key ‘ALARM
Calibration” at the bottom when you want to start
calibrating the O2 sensor. ACK.’ button twice to reset.
By entering “Trend Lines “ different “trend” curves can be entered
as follows: d) Press function key ‘ALARM ACK.’ for more than 5
b) Turn calibration valve inside cabinet to “air” position.
The readings could read 20.9 %. seconds to erase alarm list.
By pressing the watch key shown in this screen you will
NOTE get more detailed information about the alarms. The
The O2 analyser can only be calibrated at span 20.9 % O2. alarms will be marked with a character, date and time.
During calibration the O2 alarms/safety functions will be Press the key once more to view the next set of
inhibited. information. In this view the alarms will be marked with
one of the following characters:
8. Monitoring Alarms and Changing Alarm Settings S Time when alarm occurred
E Time when alarm condition disappeared
1) Monitoring Alarms A Time when the operator acknowledged alarm
By using “main keys” duration and time settings on actual curves
can be changed.
In the Operator Terminal, some of the below shown function

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 104 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
2) Changing Alarm Settings 9. Operation 3) General Start-up (Stop System)

► View alarm settings 1) First Start-up a) Press (global) function key “Stop system”

a) Press global function key “Alarm setting” a) Prior to first start-up separate document “Preparations” must During stop sequence, the LED attached to the stop button will
be read through and completed. be flashing.
b) The picture will now show the different alarm set-ups as
process values, alarm set points, delay of enable times b) After power is turned on, the O2 analyser will have a warm up NOTE
and if the alarm is activated or not. period on approximately 90 minutes. Within this period the O2 If the N2 System is cold when started, the design capacity will not be
signal will generate a loop error, functioning as a shutdown achieved at once due to cold membranes. Full capacity will be
alarm and O2 analyser will indicate “warm-up period”. achieved within approximately 20 minutes.
Starting the system within this period will not be possible.
4) Automatic (Emergency) Shutdowns and Alarms
c) Wait until warm-up period is finish and press “acknowledge
alarm”. The conditions under which the system will shut down
automatically or alarms will operate, are given in the Alarm List.
2) General Start-up (Start System) Any alarm activates the alarm horn and associated indication in the
operator terminal.
a) Prior to start, clear all Shutdown (SD) alarms (if any).
c) To go back to main picture the button “MAIN” or
The system can be shuttled down via emergency shutdown switch
“PREV” must be pressed.
b) Press global function key “Start system” to start system. (mushroom type) in control panel, or via a customer ESD signal.

► Change Alarm settings

During start-up sequence, the LED attached to the start button 10. Alarm List
will be flashing. When system is started, the LED “System
a) Use arrow keys to put the cursor in the wanted field
running” will illuminate. Description Set point
b) Enter the value with the numeric keys and press ENTER SD 1 (shutdown of complete
When oxygen level gets below the alarm set point and the
key to activate. Compressor common alarm system) if compressor shut
start-up timer has run out, the nitrogen generator will be ready
down. Start-up delay 2 minutes
for delivery to consumer.
NOTE Feed air filter diff. pressure high 0.6 bar
To change parameters, it is necessary to LOGIN (password Feed air temp. high 50 °C
If the Work range “enable” function is enabled, the nitrogen
required). This is to prevent unintended tampering.
will automatically start the delivery to consumer. The LED Heater temp. rise low 5 °C
“System delivery” will indicate that the nitrogen is going to Heater overtemp. 350 °C
3) Alarms and signals to ships control system (IAS)
consumer.
Separator feed temp. high 70 °C
All signals from the PLC are available to ships alarm system via Separator feed pressure low 4 bar
If the Work range “enable” function is enabled, the system
MODBUS serial link communication. This allows the ship
will stop when the delivery pressure reach its upper set point. Dew-point content high - 60 °C
operators to select whatever alarm or signal they want presented
The LED “System st. by” will illuminate.
in the IAS. Also see separate document “I/O schedule -IAS/PLC Oxygen content high 3.5 %
communication”. Oxygen content high-high 4.0 %
When the delivery pressure has dropped to the lower set point
the system will automatically re-start.
In addition 3 potential free contacts are available. These are .
“System ready/standby”, “System running” and “Common
alarm”.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 105 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 106 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Illustration 4.11a Inert Gas and Dry Air System (1/2)

To WB Tank for
Key Cargo Compressor Room
Access Trunk Gas Freeing
Inert Gas Line Diesel Oil Line for Pipe Duct Spool Spool
Piece Piece
Air Line Fresh Water Line Motor IG041 IG042 Cargo Engine
To MGO Serv. Tank (P) / IG026
Sea Water Line Steam Line Room Area Room To Funnel Top
MDO Serv. Tank (S) TOP (200A)
Blind Flange Valve Trunk Deck
Glycol Water Line Drain Line
No.5 Cofferdam (450A)
Side IG030
IG023 Passage Way Gas Sampling Connection
for Gas Detection System
1 P 2
(25A) IG222 IG022
(450A)
64-2 64-1 P
(450A)
Fuel Oil Pump Unit Platform for
Side Passage Way Access to Valve 16 10 P
Weather Deck P
IG007 (450A)
(25A) LC086 IG030
(150A)
Fresh Water Inlet
IG009 IG039
(40A) LC087 Steam Inlet Dryer Unit
Oil Coaming (150A)
Fresh Water Outlet
(450A)
From MDO Serv. Tank / 157
S
(50A) P P
MGO Serv. Tank (P) 23
P
P 153
IG036
To Vent Cooling Unit Flow
P P
156 P Pipe Meter
12-3
IG037 (500A) (450A)
E/R FW Main
(50A) 12-1
Condenser
IG005 IG006 P Electric
S MT
Heater
12-2
(15A) (40A) (450A) (450A) (500A)

Steam
ADS ADS
P Inert Gas Cooler IG010 Heater
No.2 Air Blower Unit O2 (50A)
1 2
Analyser FI
M 7-1
108-1 P
P
M (350A) N2 Brine
Inert Gas Fan
50
Circulation Cooler
(300A) Generator System
151-1
P
P P P
P
P P
No.1 Air Blower Unit (300A) Chiller Evaporator
(50A)

M 7-2
108-2 P IG038
(350A)
M

SLWL FW Filling
151-2 P 5 (12,500 A/B) IG032
(25A)
P IG601
To Weather Purging Outlet
IG016 (800A) Upper Deck H Deck
LSWL

Min.
(9,320 A/B) Steam
Slo pe 1
5˚
Outlet
OD10 x 0.8T
1-2 Core 1/4" Plug LC085
(600 with Boss
A ) P (65A) Fresh Water
P IG02
22 8 Outlet
H ZS LC084
17 (65A) Fresh Water
(100A) IG02 Inlet
7
IG001
Orifice Valve IG002
IG024
Location : Under LWL Drain to
Sea Water (400A) Bilge Holding Tank To Nearest Weather Deck
To Nearest E/R Scupper
Inlet IG099 To Bilge Well E/R Scupper

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 107 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
4.11 Inert Gas and Dry Air System oxygen, mainly giving carbon-dioxide and water. Some little rest A non-return valve (2250) is mounted on the air supply line, to aerate the
quantities of oxygen, carbon-monoxide and hydrogen also remain. The combustion chamber. This vacuum relief valve should prevent that a
1. Specification nitrogen leaves the generator unchanged. vacuum can occur in the combustion chamber. For instance when our
system is turned off electrically, and the cooling water supply is switched
Maker Aalborg The water is drained for the main part by condensation, and by on. This valve closes automatically when the air blowers are running.
Type SMIT Gas Gln 16000 – 0.25 BUFD adsorption in a dryer. So, the inert gas produced mainly consists of 85 %
nitrogen and 15 % carbon-dioxide. 5. Fuel Oil Supply
Capacity 16000 Nm3/h
Discharge pressure 0.25 bar
In the combustion chamber the combustion gases dissipate their heat to Fuel oil is sucked in and supplied at a constant pressure by a fuel oil
Max. -45 °C after expansion to the chamber walls. The hot combustion gases are cooled, first indirectly pump (1012) with built-in overflow valve. Prior to starting the ignition,
Dew point
atmospheric pressure in the combustion chamber by a seawater jacket. Main cooling of the and while the pump is already running (pre-purge time), all the fuel oil is
About 30 °C average (Max. 65 °C during gases, however, occurs thereafter in the scrubber section, where at the pumped back to the tank via the overflow valve on the pump. By means
Temperature
switch-over of dryer vessels) same time the sulphur oxides are washed out. Sulphur is mostly present of this valve, the maximum discharge pressure of the pump is adjusted as
in the fuel and is oxidized during combustion. The inert gas is cooled well.
Typical gas composition (on dry basis) down to < 3 °C over seawater temperature and is saturated with water at
Oxygen (O2) Max. 1 vol% that temperature. At the end of the cooling section, the water droplets are The fuel oil flows to the nozzle of the main burner via two valves (1059,
Carbon-dioxide (CO2) Approx. 14 vol% separated by a demister. 2042) and a manual fuel-oil regulating valve (2032) for 100 % mode or
Carbon-oxide (CO) Max. 100 ppm (1060,2042) for 50% mode and a manual fuel-oil regulating valve (2033).
Sulphur-oxides (SOx) Max. 10 ppm Further removal of the water occurs in a cooling unit, where the gas is The solenoid valves are controlled by the PLC-system, mounted in the
Nitrogen-oxides (NOx) Max. 100 ppm cooled to a temperature of < +5 °C (average). The heat exchanger used is local control panel 2.
used in combination with a water chiller. The bulk of water present in the
Nitrogen (N2) Balance
gas condensates and is drained. Afterwards, in the final stage, the water is During ignition, a small quantity of fuel oil is supplied at the fuel oil
Soot (On Bacharach scale) 0 (= Complete absence)
removed by adsorption in a desiccant dryer. pump discharge pressure to the pilot burner (2101) via two solenoid
valves (2103, 2105) and a small quantity of instrument air for
2. General Description
The required end pressure of the plant is achieved by two 'multistage'- combustion is also supplied via solenoid valve (2114), which are ordered
type air blowers, situated in front of the combustion chamber. This by the same PLC-system. The fuel oil pressure is monitored by a switch
The inert gas/dry air plant is located in a compartment in the engine room.
pressure is maintained constant to ensure a stable flame during operation, (1053).
It produces inert gas or dry air for the inerting, purging and aerating of
independent of pressure fluctuations in the distribution system. This is
the cargo tanks and associated piping systems prior to and after refits or
done by a pressure control valve at the end of the installation. 6. Steam Line
other inspection periods.

A water seal (by control valve 2419) at the bottom of the scrubber section The steam enters at valve 1601 and is dried in a special steam dryer
The operating principle is based on the combustion of a low sulphur fuel
allows free discharge of cooling water, at the same time maintaining the (1602). The condensate is discharged automatically via a condensate trap
and the cleaning and drying of the exhaust gases.
required pressure and avoiding the escape of inert gas. (1604). Discharge must be a free one. Before the start, the supply line can
be quickly blown-off to remove possible condensate, with the aid of a
The inert gas/dry air plant is locally operated. The connection to the
4. Combustion Air Supply valve (1606) found parallel to the automatic discharge.
cargo system is made through two non-return valves and a blind flange
valve, which is normally in the closed position.
The combustion air is supplied to the main burner (2001) by two 'roots' A pressure reducer (1624) stabilizes the incoming steam pressure and the
type air blowers of 50 % capacity each (2202, 2222). The quantity of correct atomizing pressure for the main burner can be adjusted.
3. Working Principle
combustion air to the burner can be manually adjusted by a regulating
valve (2055) in the excess air discharge line. The valve must be adjusted The pneumatic valve (1631) in the steam line is opened a few seconds
Inert gas is produced by stoichiometric combustion of fuel oil with air.
in such a way, that the oxygen content of the inert gas that is produced, after ignition of the pilot burner; it is closed if the burners are out of
The fuel oil is a hydrocarbon and the air a mixture of mainly 79 % of
will be between its limits. The air pressure is monitored by two pressure operation.
nitrogen and 21 % of oxygen.
switches for too high (2010) or too low (2011) pressure. By using one
blower the system can run on 50% capacity. Air blow off valve (2051) A steam spiral is fitted in the combustion chamber, in which the steam is
The combustion is a chemical reaction between the hydrocarbon and the
will close in 50 % mode. overheated to produce dry steam for a proper atomization in the burner.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 108 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Illustration 4.11b Inert Gas and Dry Air System (2/2)

Relief to Free Air Water Chiller Unit

P
PIC
4128 4130
GC GC GC
4129 4129 4129
Cooling Water 4126
Inlet 4127
4125 Condenser Dryer Unit
Cooling Water
Open Position Limited
Outlet 4153 Weather S S
P P
Deck 5451 5441
Semi Hermetic 5452 5442
GS GS
b b
Screw Compressor
TT
3 Purge to 5450 5440
Y3 Outside H TT TT
Y2 5057 5056
Vent

5457

5456

5459

5458
Y1 5453

5431
Cap. Reg
Y4 Drain TIS TI Drain Cooler Cooling Water
Testblock Solenoid 5058 PT 5055
Valve 6006
ETS3 Drain GS GS Drain Cooling Water
a a

5016

5026
P P 5437
5017 5027

5436
PT PT PT PT Drain
Y9 6005

S
3 S GS GS S
4 5 1 b b
PZA
5013 5023 Drain
ICS3 Economiser 5305 L
5018 5028
P P
5012 5022
PT PI PT
1 5303 5307 GS GS GS GS
CVC Y6 a b a b S 5405

5304

5306
ICS3
5301 5302 5011 5021
HH 5401
TIZA H Ambient
CVC Y5 Dry Inert Gas 5408
Air
Screen
4323 Instrument
4324
TT P
Air 5409 5402
4325
Filling Filling

5407
Y8 Y7 Sample HH
Expansion TT TIZA H
Electronic LI Line
4321 Barrel 5225 5216 5404
Injection Valve
ETS2 ETS1 5083 5093 M Fan
LZA S S 5403
4322 L
Water Chiller Dewpoint PI PI

5406
P P
(Evaporator) TS 5061 5082 5092 5071 5109a
1 Analyser Vessel 1 Vessel 2

5062

5072
GS GS GS GS
TS TS TS TS a b a b 5108a
3 1 4 2 Steam 5110a 5112a 5111a
DPT
1 5081 5091 Heater
100%
TT Centrifugal Pump Capacity
2 S

5007

5008
P S 5115a
5032 P
5033 5114
Chilled Chilled PIC 5115
Water In Water Out 5113
5110
Drain 5031 Drain
LCRP/plc LCRP/plc
HH HH LCRP/plc 5109
TIZA PIZA PI
H H 4435 S
8002 8003 H P 5104a
TT TIZA 5035
S 5108
4422 P 5107
4434

8004
TI PI 5036
4428 4431 5104
TT PT
5034 PI
5112
5105
4427 4430
GS GS
a a HH 5106

5041

5051
4429 P P 5111
IG Generator Demister Sample Gas 5042 5052 TZA H
5416
Vessel GS GS Electrical
(Inert Gas System) S b b S
4421 Heater
Rinsing Water Inert Gas Cooler 5043 5053
TT
LZA HH 5417
4414
4403 4402
Drain
Glycol 5103a 5103
Drain 4415

4404 Vent 5102

Key TIC TZA H
5412 5414 L
Fresh Water Line 4405
Condensate Line Filling-Up
TT TT
5415 5413
Inert Gas Line
Steam Line
Drain Line
Air Line Condensate Condensate
Drain

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 109 Part 4 Cargo System
 CORCOVADO LNG
7. Pilot Burner
During a certain interval of the ignition sequence, the pilot burner is
supplied with fuel oil at the set pump pressure and instrument air for
atomization and combustion. The pilot burner is ignited with the aid of
an ignition transformer (2131) and a spark plug. The burning of the flame
is monitored by an UV-flame detector (2121), in conjunction with the
flame detector relay in the local control panel 2.
8. Main Burner
The burner has a fixed position = 100 % or 50 % mode.
The main burner is ignited by the pilot burner. The burning of the flame
is monitored by an UV-flame detector (2021), in conjunction with the
flame detector relay in the local control panel 2.
The fuel oil is atomized in two steps. Firstly, the fuel oil is dispersed by a
spray nozzle. Then it is subjected to a tangential impulse flow of steam
which, added to the mainly axially orientated impulse flow of the liquid
itself, results in an ultrafine dispersion of the liquid. In this way a
thorough mixing of oil and combustion air is achieved.
The tangential impulse flow is created by supplying the steam through
holes in a ring fitted round the oil spray nozzle. An optimal atomization
of the fuel oil is achieved if the atomizing steam pressure over the holes
of the atomizing ring is such that the colour of the flame is almost blue.
In this case a very low oxygen content can be obtained without the risk
of producing soot.
The burner cone is a part of wear and tear. Therefore this cone must be
checked periodically on damage and replaced as soon as it starts burning
away (holes, decrease of length).
The life of the burner cone is strongly influenced by:
 the quality of the fuel oil that is used
 the correct adjustment of the burner (no soot production)
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
9. Combustion Chamber
Main and pilot burner are mounted on the combustion chamber (2301).
The combustion chamber is surrounded by a cooling water jacket to
discharge the generated heat as much as possible. The cooling-water
jacket is provided with a spiral, so the cooling water flows round the
combustion chamber wall and an optimal cooling effect is achieved.
The seawater is supplied directly to the sprayers (2303) in the
combustion chamber and to a sprayer pipes in the scrubber and via a
seawater control valve (2370) and two orifices (2314, 2315) to the jacket
of the combustion chamber and the burner front.
The seawater leaving the sprayers flows out via the water regulating
valve (2419) and the cooling water leaving the jacket is/can be
discharged directly to overboard.
Sufficient cooling of the combustion-chamber wall is safeguarded by a
high-alarm temperature switch (2312) in the cooling water outlet of the
combustion chamber jacket. The seawater supply is safeguarded by a low
alarm pressure switch (2320).
The combustion chamber pressure in the water jacket is safeguarded for
high pressure by pressure switch (2321).
10. Cooling and Scrubber Section
The inert gas coming from the burner has a rather high temperature and
contains sulphur oxides. The hot gases are cooled down in two steps:
firstly in the combustion chamber and secondly in the cooling/ scrubber
section. The water from the sprayers ensures an intense contact between
gas and water, reducing the inert gas temperature and the content of
sulphur oxides.
The pre-cooled inert gas flows through the scrubber tower (connected to
the combustion chamber), where it is directly cooled with seawater to a
lower temperature. At the same time the sulphur oxides, which are
formed during combustion of the sulphur-containing fuel oil, are washed
out.
A demister (2307) prevents a water-mist from being carried away with
the inert gas. The mist is condensated and re-supplied as water droplets,
which are carried off via the scrubber outlet.
4 - 110
11. Effluent Water seal
A water seal mounted under the cooling section discharges the cooling
water and the condensate from the generator, at the same time
maintaining the required overpressure in the generator and avoiding the
escape of gas or air.
Level controller 2418 controls the height of the water seal. This
controller becomes its input signal from differential pressure transmitter
2415, which is fitted in front of control valve (2419). As soon as the
pressure controller (2418) has been started the level control will be
activated. Because the level control is operated by a differential pressure
transmitter, this control is independent from the pressure inside of the
combustion chamber. Therefore, in conjunction with the pressure control
system of the generator a constant and stable pressure can be maintained.
The consequence is a constant combustion air supply, thus a constant
oxygen percentage.
For a proper functioning of the water seal, the discharge line must have a
slope of minimal 20° to overboard. In case of less slope aeration
connections back to inert gas main must be made.
A level switch (2322) safeguards a proper discharge of water to the
effluent water seal. For draining a pneumatic valve (2410) is mounted in
front of the control valve. The drain valve is normally closed and can be
opened via a solenoid valve. Draining will take place in case of a burner
failure at start-up. The water, with some fuel oil, is discharged to the
bilge. As long as this draining valve is opened, the generator cannot be
(re)started as the limit switch (GSb) of the valve is connected to the
starting circuit of the generator.
Part 4 Cargo System
 CORCOVADO LNG
12. Cooling Unit
This unit cools the required quantity of inert gas or dry air with a relative
humidity of 100 %, from + 35 °C to < +5 °C (average). The materials
applied in the inert gas cooler are adapted to the presence of seawater
vapours in the inert gas.
The unit consists of:
 Inert gas cooler by cold water (water/glycol mixture)
 Demister unit to separate droplets from the inert gas
 Water (water/glycol mixture) cooling unit with:
 Compressor unit with capacity control (step control by valve
lifting) followed by hot gas flowing from a high pressure side of
the compressor through a by-pass control valve to the suction
side of the compressor.
 Electronic expansion valve(s).
 Water chiller by refrigerant R-407C
 R-407C condenser
 Water circulation pump with E-motor
The cooling unit is also called Freon cooler. The unit is capable of
cooling the required quantity of inert gas or air from max. +35 °C and a
relative humidity of 100 %, to about +5 °C and a relative humidity of
100 %.
The capacity of the plant is controlled automatically over a range of 0-
100 % to adapt the cooling capacity to seawater temperature, which may
vary between 0 and 32 °C, necessary to prevent the condensing water
from freezing.
Provided the volume and pressure of a gas remain the same, the maximal
quantity of water that the gas can contain only depends on the
temperature: the lower the temperature, the less grams of water vapour
per m3 are in the gas mixture at 100 % RH.
Based on this phenomenon, the cooler fulfils an intermediate function in
the inert gas drying process. By bringing down the temperature to a few
degrees over the freezing point, the dewpoint of the gas is lowered to <
+5 °C.
The control of the compressor is modulated from 30 % capacity up to
100 %. A provision for modulated continuous control is found by means
of a hot gas by-pass which is stand-by continuously.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
The water chiller consists of three main components: evaporator,
compressor and condenser. In the evaporator, heat is withdrawn from the
inert gas; in the condenser it is dispelled to the cooling water.
13. Inert Gas Dryer
In this heat-regenerated, two-vessel desiccant dryer (main group 5000)
the inert gas or air is dehumidified further to the required final dewpoint.
Starting condition is a gas with a dewpoint of < +5 °C, coming from the
cooling unit. The dryer is effected by a desiccant, adsorbing water from
the inert gas. The restriction of the adsorption capacity of the desiccant,
necessitates a two-vessel system. One vessel is on drying service and
loaded with water, while the other is being regenerated (driving out the
water from the desiccant).
Changing from adsorption service to recuperation of the desiccant
vessels as well as drying and regeneration cycles are controlled
automatically. A controlling device for completing the regeneration
process after the generator has been stopped, is also included, to be
ensured of the complete drying capacity when starting the generator a
next time.
Changing of service occurs every 5.5 hours. Regeneration happens by
flushing the vessel with air heated to a temperature of about 150 °C max.
No inert gas is required then.
The heating expels the water from the adsorbent. This water will be
dissolved in the hot air and carried off in the flushing stream. The air is
heated electrically.
The dryer requires insulation. The dryer vessels are provided with
brackets or pins for this purpose. The total regeneration time is 5.5 to 6
hours.
14. Generator Pressure Control System
For a proper combustion with a constant quantity of combustion air at a
given capacity, the pressure inside the generator should be kept stable at
a constant generator delivery pressure. Adjustment of the fuel-oil
regulating valve (2032 or 2033) must be carried out at a generator
delivery pressure of 0.25 bar(g). Another pressure results in another
combustion air delivery, while the fuel oil supply via the regulating valve
remains the same.
4 - 111
The generator pressure is held constant by a regulating valve (6001),
controlled in the following way:
 the generator pressure is measured and converted by a pressure
transmitter (6006), input range 0-400 mbar, output 4-20 mA.
 the output signal is fed to a pressure controller (8005), where it
is compared with the set value (250 mbar) adjusted on the
controller.
 the output of this controller (8005) is fed to the valve positioner
(GCb ) on actuator (6002) of the regulating valve (6001).
Measured and set values are indicated on the controller 8005. Depending
on the difference between measured and set values, a proportionally
integrated signal is generated (range 4-20 mA), which is fed to the valve
positioner of the control valve. The valve (6001) is normally opened by a
spring. At ignition of the main burner the valve must be open,
safeguarded by limit switch Gsa on the control valve.
15. Purge and Delivery Valve
The delivery line of the generator has a pneumatic stop valve, the so-
called 'delivery valve' (6041), which is closed by a spring in fail-safe
position. It is controlled via a solenoid valve (6044) in the instrument-air
line to the valve actuator (6042).
The pneumatic valve in the purge line, the so-called 'purge valve' (6021)
is normally opened by a spring in fail-safe position. It is controlled via a
solenoid valve (6025) in the instrument air line from the valve actuator
(6022). The purge valve is functioning as the inert gas delivery valve at
the same time, however, in reverse direction.
In case the mode "INERT GAS PRODUCTION" is chosen, the purge air and
(after ignition) the firstly produced inert gas, are blown-off to the outside for
at least 5 minutes. Then, provided the O2-content is within its limits, set on
the O2-alarm units, the delivery valve will be opened and the purge valve
will be closed after starting the switch IG or air ready for delivery and open
command from CCR. Inert gas or air is supplied to the tanks then.
Limit switches (GSa,GSb) on purge and delivery valve resp., interrupt
the starting circuit of the generator when, owing to e.g. a mechanical
defect, the purge valve is not opened and/or the delivery valve not closed.
Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
In this way, the air sucked-in during the pre-purge time of the ignition Illustration 4.11c Oxygen Analyser
sequence cannot enter the tanks and the generator cannot be started. After
ignition of the main burner, the limit switches are bridged. Via limit
switch (GSa) is ensured that the purge valve can only close, if the
delivery valve is already open. 7022 H
02 Sample From
IG Cooler To Oustide
7025
16. Measurement and Safeguarding the Oxygen Content O2 HH
Sample
QIA H
Selection 7001
SP : 1.0 L/min
Valve L
The classification societies require a continuous check (indication, PIC 7023 7026 FI
7049 7024
H S
registration & alarm) of the oxygen content. An analyser (7001) Calibration Air
QT
To Outside
7002
constantly measures and indicates the oxygen content in the inert gas and Flow Meter Oxygen
Transmitter
will effect an alarm if a set maximum or minimum quantity of oxygen is PIC
7050
exceeded. O2 HH
QIA
H
SP : 1.0 L/min 9001
L
The highest value is fixed by the application of the inert gas. The lowest Calibration Gas FI
9024
value protects against under stoichiometric combustion (too high content QT
9002
To Outside
of combustibles CO + H2). Flow Meter Oxygen
Transmitter

The generator will not stop at alarm condition. This enables the operator
to change the adjustment of the equipment and to see the result. At alarm
condition " O2-HIGH" visible and audible alarm will occur, but the inert Key
gas produced will be blown-off now via the purge valve (6021), while Innert Gas Line

the delivery valve (6041) is closed. The inert gas is not supplied to the Nitrogen Line

cargo tanks.
PIC PI H
H
At alarm condition " O2-LOW" the inert gas will be blown-off as well
7051 7053
and audible and visible alarm will occur too.
In case of an alarm, the O2-content can be changed by supplying more or
less fuel oil to the main burner to be controlled manually by the
regulating valve (2032 or 2033 depending the capacity mode) in the fuel 7054
Nitrogen
line. This can be necessary e.g. at temperature variations of the with
Oxygen
combustion air. Cal. Gas

The alarm contacts for a "LOW" and a "HIGH" O2-content, will be

activated if the O2-content exceeds one of the set limits. In case of an
alarm ("O2-LOW" or " O2-HIGH-HIGH") the purge valve (6021) will be
opened and the delivery valve (6041) will be closed if the failure remains
for more than 60 seconds.

The analyser has to be calibrated regularly with the aid of a 'zero' gas
(nitrogen with some oxygen) and a 'span' gas (instrument air).

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 112 Part 4 Cargo System
 CORCOVADO LNG
17 Measurement of the Dewpoint
The dewpoint of the inert gas is constantly indicated, measured and
monitored by an analyser (7101) via a measuring probe. This analyser gives
an output of 4-20 mA which can be used for the recorder.
In case of a too high dewpoint that remains for more than 15 minutes after
start, an alarm is given and the inert gas blown-off via the purge valve
(6021).
18. Automatic Ignition Sequence
(Inert gas production)
After having carried out the preliminary starting instructions, such as
opening supply valves, starting up seawater supply, putting mode selector
switches into position "INERT GAS PRODUCTION", the generator can be
started by operating the generator start/stop switch. The automatic program
for inert gas production then runs as follows:
0 sec. Blower No.1 (valve 2215 and 2235 in closed position)
start and fuel oil pump start. Pre-purge time of 60
seconds.
35 sec. Open discharge valve (2215) blower No.1 to ignite
position.
45 sec. Blower No.2 (valve 2235 in closed position) start
80 sec. Open discharge valve (2235) blower No.2 to ignite
position.
120 sec. Ignition pilot burner.
Solenoid valves (2103, 2105, 2114) for fuel oil and
instrument air to pilot burner open; Ignition transformer
(2131) and thus spark plug energized.
130 sec. Ignition transformer de-energized.
Flame pilot burner must have been detected by UV-
flame detector (2121), otherwise generator shuts down
and an alarm is given.
145 sec. Ignition main burner.
Solenoid valves (1059 or 1062 depending capacity
mode, 2040) for fuel oil to main burner open; pilot
burner ignites main burner.
150 sec. Solenoid valves (2103, 2105, 2114) for fuel oil and
instrument air to pilot burner are closed again.
Pilot burner extinguishes.
Main burner flame must have been detected by UV-
flame detector (2021), otherwise generator shuts down
and an alarm is given.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
Generator pressure will be automatically adjusted and
controlled at set value (0.25 bar(g)) set on controller.
355 sec. From this moment on, inert gas can be delivered to the
tanks, provided that:
i) the O2-content is between its limits,
ii) the dewpoint is below its limits
Then solenoid valve (6044) in the instrument air line to the actuator of the
delivery valve (6041) is energized by which the delivery valve opens. As
soon as the open position is detected by its limit switch (GSa), the solenoid
valve (6025) in the instrument air line to the actuator of the purge valve
(6021) is energized, by which the purge valve closes.
19. Control Panel
1) Operation Panels
Starter panels 10, 11, 12
The starter panels contain the electrical starting and safeguarding
equipment for the E-motors (panels 10 and 11 for the combustion
air blower, panel 12 for the fuel oil pump).
Local control panel 2
The local control panel 2 contains all equipment for the start-up of
the generator.
On the front door of this control panel all failure lamps are inserted
in a mimic diagram.
Control panel 7 for the cooling unit
Panel 7 contains all equipment for the start-up of the cooling unit.
Control panel 8 for the drying unit
Panel 8 contains all equipment for the start-up of the drying unit.
2) Switches on the local control panel 2
Start/stop generator
For start/stop of the generator a switch with three fixed positions
and a "START" position is provided. The positions are:
- 0 : OFF
The switch must be put in this position if the generator is
stopped in case of air production or after the blower is stopped
in case of inert gas production.
4 - 113
- 1: NORMAL STOP
The switch must be put in this position if the generator is
stopped in case of inert gas production. The main burner
extinguishes but the generator is purged with air from the
blower for a preset time of about. 3 minutes. The blowers are
stopped automatically after this time.
- 2: NORMAL OPERATION
In this position the switch must be put in case the switch is
released from "START"-position.
- START
The switch must be turned to this position at start for some
seconds and then released to position "2".
Provisions are made for remote control of the stop position.
Production mode switch
A key-controlled selector switch is located on the control panel to
choose one of the following three production modes:
- 1: INERT GAS PRODUCTION i.e. delivery of inert gas.
- 2: AIR PRODUCTION i.e. delivery of air.
- 3: AERATION i.e. delivery of air (by-pass dryer)
This mode can be used for delivery of cooled air
to the tanks via the by-pass of the dryer. The by-
pass valve must be opened, monitored by a limit
switch.
Oxygen control mode switch
A selector switch is located in the control panel to choose one of
the following modes:
- 1: ACTIVE
In this position the automatic oxygen control is activated. The
position of the automatic fuel control valve will be controlled
automatically based on the actual oxygen content.
- 2: FIXED
The position of the automatic fuel control valve will be fixed.
The operator has to adjust the manual fuel oil control valve to
keep oxygen content stable.
Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
20. Switching On Start-up of dryer: 10) Checks and adjustments.

Inert Gas Production
At least 6-8 hours before starting:
1) Check whether the control voltage supply to the generator panel 2,
cooler panel 7 and dryer panel 8 is switched on (keep ON
normally).
Check if the circuit breakers in the local control panel 2 and the
main circuit breaker in the cooling control panel 7 are switched on!
The reasons are:
i) Element for heating lubricating oil in crankcase of R407C
compressor is energized.
ii) O2-analyser is energized (heating up).
iii) Space heaters in E-motors and panels are energized.
1) Check whether following drain valves are closed: 11) Approx. 5 minutes after the start, if the oxygen content is between
- in fresh water supply to cooler (5436) its limits. The operator can turn oxygen control switch on ACTIVE
- on the fresh water cooler unit (5437) now, so the system will control the oxygen content automatically.
- on the vessels (5007, 5008) The operator also has to switch on the I.G. OR AIR TO TANKS
- manual drains (5457, 5458) (via position START). To supply inert gas to the tanks, the I.G. OR
AIR CHARGE switch in the CACC panel must be put on so:
2) Start the dryer by the start/stop switch on the dryer panel 8: turn the - the delivery valve (6041) opens.
switch to position - the purge valve (6021) closes as soon as the delivery
START and release to position 1 (ON) valve is fully opened.
Start-up of generator unit: Inert gas is supplied to the tanks now.
1) Open fuel-oil supply valve (1001, 1051). Air production
2) Open steam supply valve (1601). 1) See Inert Gas Production, items 1, 2, 4 to 9 incl.

After 6-8 hours: 3) Turn oxygen control selector in local panel 2 into FIXED. 2) Select production mode local control panel 2 into AIR
PRODUCTION.
1) On the generator unit open shut-off valves for: 4) Turn production mode selector switch on local panel 2 into INERT
- instrument air supply (1501) GAS PRODUCTION. 3) Turn START GENERATOR switch on inert gas generator local
control panel 2 into position START and release to position 2
2) Check calibration of oxygen analyser. 5) Turn production mode selector switch into position NORMAL (NORMAL OPERATION).
OPERATION. - blower starts running
3) Check whether following valves are closed: - pressure control system into operation.
- rinsing valve (2310) on scrubber 6) Check if the bilge DRAIN CANCEL switch inside local control
- rinsing valve (2340) on combustion chamber jacket panel 2 is put into position "1" (AUTODRAIN ON). 4) Checks and adjustments.
- drain valve (1625) on steam supply line
- by-pass valve (1606) on condensate discharge 7) Check if the bilge DRAIN POSITION switch is put into position Without a waiting time of about 5 minutes and dry air can be
- rinsing valves on cooling water supply line(s) (if appl.) "0" (DRAIN CLOSED) supplied to the tanks now.
- 3-way drain valve at the bottom of the demister vessel at
the IG cooler unit. 8) Turn GENERATOR start/stop switch on local control panel 2 into Aeration (without dryer unit)
position START and release to position 2 (NORMAL
4) Open valves in cooling water supply (if appl.) and discharge lines OPERATION). Aeration is the process of filling the tanks with normal (not dried) air. The
to generator air passes the dryer via the dryer bypass valve. The delivered air can be
9) The start-up sequence is as follows: cooled with the cooling unit.
5) Start cooling-water supply pump. - Fuel oil pump and one blower start running. About 15
Check pressure. seconds late, the second blower starts. Aeration with cooled air of +4 °C
6) Open valve(s) (4125/4126) in cooling water supply to condenser - System is purged with air for 60 seconds, after which
(4101) of the R407C cooling unit. pilot burner is ignited. 1) See Inert Gas Production 1, 2, 4 up to 7 incl. and 15 incl.
- Next, pilot burner ignites main burner and is switched off
again. 2) Open valve in dryer by-pass line monitored by a limit switch.
- Pressure and oxygen control system comes into operation.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 114 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
3) Turn the production mode switch on the local panel 2 into position 8) Close the overboard valve (if applicable).
"3" (AIR PRODUCTION)
9) Close the fuel-oil supply valve (1001) and instrument air valves
4) Turn the operation mode switch S13 on the local panel 2 into (1501, 5301).
position "1" (AERATION)
CAUTION
5) Turn GENERATOR start/stop switch on local panel into position Instrument air valves (1501, 5301) should not be closed before the
START and release to position 2 (NORMAL OPERATION), so: dryer has completed its regeneration cycle.
- blower starts running
- pressure control valve (6001) in operation
10) Drain possible fuel oil out of the burner housing by opening the
- air blown-off via purge valve (6021).
valve (2003) underneath the burner.
Close this drain again!!
6) Without a waiting time of abt. 5 minutes and wet air can be
supplied to the tankers now
11) Do not switch off the electric supplies, as these are required for:
- the delivery valve (6041) opens
- space heaters in the E-panels
- the purge valve (6021) closes
- oxygen analyser (no heating-up time at next start up).

Cooled air of abt. +4 °C and 100 % RH is supplied to the tanks now.

21. Normal Stop

1) Switch off the 'IG/AIR CHARGE' switch on the CACC panel, by

which the purge valve opens and the delivery valve closes. The
delivery of air/inert gas to the tanks is stopped.

2) Put the start/stop switch on the local panel in position "1" (= AIR
PURGE AT NORMAL STOP) (in case of "INERT GAS
PRODUCTION" only).

3) The main burner extinguishes, the fuel-oil pump stops but the
blowers keep running. The combustion chamber is purged with air
now to remove the oil vapour and the gases with sulphur.

4) The blowers are switched off automatically after about 3 minutes.

Put the start/stop switch in position "0" (OFF).

5) Never stop the dryer. The dryer stops after heating and 2 minutes
heater cooling automatically.

6) Stop the water supply pump(s).

7) Drain the water loop seal via the 'DRAIN' switch inside local panel
2 and close the valve (2410) again.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 115 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 116 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Illustration 4.12a Cargo Area Gas Detection System

Repeater Panel Repeater Panel Repeater Panel

(in FCR) (in W/H) (in ECR)

No.4 Trunk Deck Space No.3 Trunk Deck Space No.2 Trunk Deck Space No.1 Trunk Deck Space Vent Intake
Vent Exhaust Primary Insul. Space To Pipe Duct
form Pipe Duct Scavenging Secondary Insul. Space
Cargo Area Vent Mast Vent Mast Vent Mast Vent Mast
Gas Sampling Liquid Bosun
System Dome Gas Liquid Gas Liquid Gas Liquid Gas Bow
Sto re
Control Panel SW2020 Dome Dome Dome Dome Dome Dome Dome Thruster
for Gas Stop Room &
(in CCR)
Valve GD018 GD016 GD012 GD008 GD004 FWD
Detection Bosun
To IAS GD017 Pump
System GDS Central Sto re
GD014 GD010 GD006 GD002
(in CCR) No.1 (in CCR) GD013 GD009 GD005 Room
GD019 GD015 GD011 GD007 GD003
To Engine
Room Near Gas Sampling
Type Panel GD021
GD020

Wheel House
Motor Com p.
D-DK
Room Room
C-DK CCR
B-DK
A-DK Detection Type : Infrared Type, Total : 39 Points
Upp-DK - Accommodation : 11 Points Detail of Exhaust From
- Bosun Store : 2 Points Analyser Cabinet
- Bow Thruster & FWD Pump Room : 1 Point 12
Main Entrance
Observation Tank (GD020) Main Panel Control Air
to Accommodation
For Cargo Comp. Room For Elec. Motor Room Exhaust Line
(in CCR) Supply
C Deck
Vent for Frewsh Water De-Aeration Tank
Air Cond. Room Drain Separator Box Detection Line
Cofferdam
Cargo Escape Tank
Ventilation Intake Accom. Outside
Stop Valves Box
Si (Inside Accomm.)
e
ag

Stop Valves Gas Detection Trunk Deck Space de

ss

P
ay Pa

Main Line W ass Accom. Front Wall

ay ag
W de

e
Si
ay
W

S
Trunk Deck Space W ide
e
ag

ay Pa Trunk Deck
ss

s sa
Pa

ge
de
Si

- Side Passage Way (P & S) : 4 Points - Cargo Escape Tank : 1 Point

- Electric Motor Room : 2 Points - Cofferdam : 5 Points Upper Deck
- Cargo Comp. Room : 3 Points - Vent for Fresh Water Expasion Tank : 1 Point
- Observation Tank : 1 Point

Bosun Store
Primary Insulation Space
Vent Mast

Secondary Insulation Space

Gas
Dome
No.1 Cargo Cofferdam
ay
ay

Trunk Deck Si Si Tank

W
W

e Space de Trunk Deck Space de

ag
e
ag

P P
ss
Pipe Duct Trunk

W ass W ass
ss

Pa ay ag ay ag
Pa

de e e Bow Thruster
de

Si
Si

Room &
FWD Pump
Room

- Vent Intake to Pipe Duct : 1 Point - Each Liquid Dome : 4 Points - Vent Mast : 4 Points - Secondary Insul. Space (S-only) : 4 Points Pipe Duct
- Vent Exhaust from Pipe Duct : 1 Point - Primary Insul. Space (S-only) : 4 Points

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 117 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
4.12 Gas Detection System No.2 Secondary Insulation NOTE
6 15 %LEL 30 %LEL
Space Above sampling time is the time each line has to be suctioned by ONE
1. Specification No.3 Secondary Insulation pump. For these project two pumps are used, one analysing pump and
7 15 %LEL 30 %LEL
Space one pre-suction pump.
Maker Consilium No.4 Secondary Insulation
8 15 %LEL 30 %LEL
Detecting gas Methane (CH4) Space The gas sampling system is an automatic gas scanning sampling system,
Salwico Gas Sampling SW2020 9 No.1 Vent Riser 15 %Vol 30 %Vol and is permanently installed with a number of sampling points. There is
System one common sampler for all sampling points. The sampling time for each
Salwico GDS Gas Alarm System 10 No.2 Vent Riser 15 %Vol 30 %Vol
Sampler Infrared Optima Plus point is individually adjustable corresponding to the pipe length of each
11 No.3 Vent Riser 15 %Vol 30 %Vol
sampling point. This gives an optimal short cycle time.
Methane 0-100 %LEL
Sampling Range 12 No.4 Vent Riser 15 %Vol 30 %Vol
Methane 0-100 %vol
13 Side Passage Way (Port, FWD) 30 %LEL 60 %LEL The system uses an automatic scanning function which is connected to
Side Passage Way (Port, AFT) the different sampling points in a predetermined sequence. An actual test
2. General Description 14 30 %LEL 60 %LEL
sample from the sampling point connection is obtained through a
15 Side Passage Way (Stbd, FWD) 30 %LEL 60 %LEL sampling pipe which is pre-evacuated before the sample is taken. Pre-
There are two completely separate gas monitoring/trip systems fitted on
16 Side Passage Way (Stbd, FWD) 30 %LEL 60 %LEL evacuation takes place only in the sampling pipe which is to be
board. One is the fixed gas sampling system which monitors the
17 Pipe Duct (FWD) 30 %LEL 60 %LEL connected next for sampling.
sampling points in the hazardous gas zone and the other is the fixed gas
detection system which monitors the non-hazardous gas zone areas. The 18 Pipe Duct (AFT) 30 %LEL 60 %LEL This helps avoid any excessive dust, dirt, salt and moisture being sucked
analysing/control units for both systems are located in the electric 19 Bosun Store (FWD) 30 %LEL 60 %LEL into the filters, which are fitted to every individual pipe in the system.
equipment room on A deck and are linked to the IAS to allow the active
20 Bosun Store (AFT) 30 %LEL 60 %LEL The entire internal pipe system in the analysing unit is purged
alarms to be viewed.
21 Fwd pump room 30 %LEL 60 %LEL automatically with clean air between the pre-suction and sampling phase.
In the event of a gas being detected, alarms are activated simultaneously Cargo Escape/Observation
22 15 %LEL 30 %LEL In order to avoid water or any other liquid being sucked into the pipe
at the IAS stations on the bridge, cargo control room and engine control Tank
system and reaching the sampler, an automatic pump stop function is
room. 23 No.1 Cofferdam Space 15 %LEL 30 %LEL
included.
24 No.2 Cofferdam Space 15 %LEL 30 %LEL
The alarms which sound in the engine room, motor room and cargo A gas cylinder, with a gas mixture of known composition, is connected to
25 No.3 Cofferdam Space 15 %LEL 30 %LEL
machinery room are two-tone high pitched sirens, and there are also the system for regular calibration of the gas alarm instrument, as well as
flashing lights that indicate that the gas alarm has been activated. Both 26 No.4 Cofferdam Space 15 %LEL 30 %LEL checks on the operation of the system.
systems are calibrated on 100 % methane. 27 No.5 Cofferdam Space 15 %LEL 30 %LEL
The gas sampling system consists of four primary units:
28 No.1 Liquid Dome 15 %LEL 30 %LEL
3. SW2020 Gas Sampling for Cargo Area
29 No.2 Liquid Dome 15 %LEL 30 %LEL 1) Control Unit
The control unit contains all control and checking functions of the
Type of Two Optima Plus IR-Detector Methane 0-100% LEL 30 No.3 Liquid Dome 15 %LEL 30 %LEL
system and is located in the cargo control room.
detectors Two Optima Plus IR-Detector Methane 0-100%VOL 31 No.4 Liquid Dome 15 %LEL 30 %LEL
No. Location Name Warning Alarm 32 Bilge observation vent 15 %LEL 30 % LEL 2) Analysing Unit
1 No.1 Primary Insulation Space 15 %vol 30 %vol 33 Vent for FW. Exp. Tank 15 %LEL 30 %LEL The analysing unit contains all functions for gas sampling and
2 No.2 Primary Insulation Space 15 %vol 30 %vol transportation of the test samples. A measuring point for internal
Monitoring Monitoring
34 No.4 N2 Vent Mast monitoring of leakage is also installed in the analysing unit.
3 No.3 Primary Insulation Space 15 %vol 30 %vol LEL only LEL only

4 No.4 Primary Insulation Space 15 %vol 30 %vol 35 Inside gas sampling cabinet *) 15 %LEL 30 % LEL
3) Repeater Unit
*) If the system detects more than 30 %LEL inside cabinet the system
5 No.1 Secondary Insulation Space 15 %LEL 30 %LEL The repeater unit contains a clear text display for alarm and fault
automatically shuts down.
messages. The units are normally located in the wheel house, ECR
and fire control station.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 118 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Illustration 4.12b Gas Detection System (1/2)

No.1 Primary Insulation Space 1

No.2 Primary Insulation Space 2
No.3 Primary Insulation Space 3
No.4 Primary Insulation Space 4
No.1 Secondary Insulation Space 5
Comm. & Power Bus B
No.2 Secondary Insulation Space 6 B
No.3 Secondary Insulation Space 7
No.4 Secondary Insulation Space 8
No.1 Vent Riser 9
No.2 Vent Riser 10
No.3 Vent Riser 11
Cargo Area
No.4 Vent Riser 12
SW2020
Side Passage Way (PORT, FWD) 13
Gas Sampling System
Side Passage Way (PORT, AFT) 14
Side Passage Way (STBD, FWD) 15
Central
Side Passage Way (STBD, AFT) 16
Pipe Duct (FWD) 17
Pipe Duct (AFT) 18
Bosun Store (FWD) 19
Bosun Store (AFT) 20
Bow Thruster & FWD Pump Room 21 Consisting Of :
Cargo Escape / Observation Tank 22 SW2020 Control Unit
Drain Separator Box SW2020 Analysing Unit
No.1 Cofferdam Space 23 2 Infrared Detectors for 0-100%
No.2 Cofferdam Space 24 Lel Methane
(One is Working as Stanby)
No.3 Cofferdam Space 25 2 Infrared Detectors for 0-100%
No.4 Cofferdam Space 26 Vol Methane
No.5 Cofferdam Space 27 (One is Working as Standby)
No.1 Liquid Dome 28 2 Pumps Working Simultaneously
(The First Pump is Backup If
No.2 Liquid Dome 29
The Second Pump Fails)
No.3 Liquid Dome 30 Test Gas Bottles
No.4 Liquid Dome 31
Bilge Observation Vent 32
Vent for FW EXP. Tank 33
Drain Separator Box
No.4 N2 Vent Mast 34

Measuring Gas Outlet O1

Rectifier
Inlet for Fresh Air I1
Dry Instrument Air Inlet C1 O2

Main 230 VAC Input

Emerg. 230 VAC Input
Water Filter Outlet Relay Outputs and
to Floor Well
ModbusRTU

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 119 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
4) Pipe System The APCS is activated by a sampling pipeline becoming blocked. This Entrance lobby of Acc. A-DK
8 20 % LEL 60 %LEL
The pipe system transports the test samples from the sampling will cause the pump to stop and the automatic pipeline cleaning function (STBD)
points to the analysing unit. The pipe system includes shut off to be started. This consists of purging the sampling line back to the Entrance lobby of Acc. A-DK
9 20 % LEL 60 %LEL
valves, flame traps, filters and cones. sampling point with dry compressed air for 15 seconds in order to clear (PORT)
the blockage. The pump will then restart and try to obtain another sample. 10 Wheelhouse 20 % LEL 60 %LEL
If the vacuum switch is again activated the flow failure alarm will be
11 CCR 20 % LEL 60 %LEL
activated.

There are also two pressure switches fitted within the system for DF Engines and GCU Area
monitoring the discharge pressures of the pre-suction pump and the Optima Plus IR-Detector with Bartec EEx-d Junction
Type of
analyser pump. They are activated in the event of low discharge pressure Box for Methane 0-100% LEL
detectors
from either pump and will stop the pump and the sampling sequence,
<Gas Sampling Panel (Salwico SW2020)> Warning High
resulting in a flow failure alarm. No. Location Name
Alarm Alarm
4. Operation of the Fixed Gas Sampling System 1 No.1 GVU room (S) for DF engine 20 %LEL 60 %LEL
5. Salwico GDS Fixed Gas Detection System
2 No.2 GVU room (S) for DF engine 20 %LEL 60 %LEL
This system consists of a pre-suction pump which draws from each of the
sampling points individually via a suction filter and discharges into the Cargo Area 3 No.1 GVU room (P) for DF engine 20 %LEL 60 %LEL
gas sampling unit via a flame screen. An analyser pump draws the Optima Plus IR-Detector with Bartec EEx-d Junction 4 No.2 GVU room (P) for DF engine 20 %LEL 60 %LEL
Type of
sample in and discharges it to the infrared gas analyser and finally out to Box for Methane 0-100% LEL
detectors 5 Above No.1 DF engine 20 %LEL 60 %LEL
atmosphere.
Warning High 6 Above No.2 DF engine 20 %LEL 60 %LEL
No. Location Name
Alarm Alarm
There are two gas analysers fitted, both of which are in constant use, with 7 Above No.3 DF engine 20 %LEL 60 %LEL
one measuring 0 to 100 %LEL and the other measuring 0 to 100 %Vol. 1 Cargo compressor room (STBD) 30 %LEL 60 %LEL
8 Above No.4 DF engine 20 %LEL 60 %LEL
The LCD panel on the front of the main control panel displays both 2 Cargo compressor room (Center) 30 %LEL 60 %LEL
9 ECR 20 %LEL 60 %LEL
the %LEL and the %Vol readings for the point being sampled.
3 Cargo compressor room (PORT) 30 %LEL 60 %LEL
10 Inert gas line after dryer 20 %LEL 60 %LEL
There are 34 external sampling points and one internal sampling point 4 Cargo electric motor room (STBD) 30 %LEL 60 %LEL
No.1 vent inlet of double FG pipe
11 20 %LEL 60 %LEL
which is located inside the analyser unit at the top of the cabinet. This 5 Cargo electric motor room (PORT) 30 %LEL 60 %LEL in E/R
internal sampling point is positioned to detect any gas due to leaking No.2 vent inlet of double FG pipe
12 20 %LEL 60 %LEL
pipework within the cabinet. Accommodation in E/R
No.3 vent inlet of double FG pipe
Optima Plus IR-Detector with Bartec EEx-d Junction 13 20 %LEL 60 %LEL
An alarm will sound and shutdown the system at set point. If a sample Type of in E/R
from any of the 35 sampling points reaches at set point, a high gas alarm detectors Box for Methane 0-100% LEL
No.4 vent inlet of double FG pipe
14 20 %LEL 60 %LEL
will be activated on the IAS. A high-high gas alarm is activated if the gas Warning High in E/R
reading rises to 30 %LEL except side passage way, pipe duct and buson No. Location Name
Alarm Alarm No.1 vent outlet of double FG pipe
store (60 %LEL). A complete sampling cycle takes approx. 30 minutes. 15 20 %LEL 60 %LEL
1 FWD (S) entrance in Acc. B-DK 20 % LEL 60 %LEL in GVU room
No.2 vent outlet of double FG pipe
2 FWD (P) entrance in Acc. B-DK 20 % LEL 60 %LEL 16 20 %LEL 60 %LEL
There are two vacuum switches fitted within the system, one is used for in GVU room
an internal leakage test and the other for a flow failure on the 3 Air conditioning machinery room 20 % LEL 60 %LEL No.3 vent outlet of double FG pipe
transportation pump. The internal leakage test is carried out every 24 17 20 %LEL 60 %LEL
4 Air condition machinery air intake 1 20 % LEL 60 %LEL in GVU room
hours and consists of closing all the sampling solenoid valves and No.4 vent outlet of double FG pipe
5 Air condition machinery air intake 2 20 % LEL 60 %LEL
running the analyser pump. If the vacuum switch is activated, it proves 18 20 %LEL 60 %LEL
in GVU room
the integrity of all the pipework, valves, pump and also the vacuum 6 Near the sampling system panel 20 % LEL 60 %LEL
No.1 crankcase breather pipe for
switch. An alarm sounds in the event of the vacuum switch not being 7 Entrance lobby of Acc. Upp.-DK 20 % LEL 60 %LEL 19 20 %LEL 60 %LEL
DF engine
activated.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 120 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Illustration 4.12c Gas Detection System (2/2)

Hazardous Area Safe Area Safe Area Hazardous Area

FWD (S) Entrance in ACC. B Deck 1 I/O

FWD (P) Entrance in ACC. B Deck 2 Fire Control Station
M20
Cargo Electric Motor Room (STBD) 4 MN 400 GN1 I/O 15 No.1 Vent Outlet of Double FG Pipe in GVU Room
ADR 101 Repeater Repeater
Cargo Electric Motor Room (PORT) 5 16 No.2 Vent Outlet of Double FG Pipe in GVU Room
M20
17 No.3 Vent Outlet of Double FG Pipe in GVU Room
ADR 109
Air Conditioning Machinery Roomk 3 I/O B 18 No.4 Vent Outlet of Double FG Pipe in GVU Room
Comm. & Power Bus B
Air Condition Machinery Air Intake 1 4
M20
Air Condition Machinery Air Intake 2 5 Wheel House
ADR 102 I/O 21 Pump and Detector No.1 Crankcase Breather Pipe
Near the Sampling System Panel 6 19
MN 400 GN1 Cabinet for DF Engine
Repeater Repeater M20
Totally 3 Gas Detectors Installed No.2 Crankcase Breather Pipe

Comm. & Power Bus B

Comm. & Power Bus B

ADR 110 20
I/O in this Cabinet. for DF Engineom
Cargo Compressor Room (STBD) 1
Cargo Compressor Room (Center) 2 M20 A
Cargo Compressor Room (PORT) 3 Modbus RTU
ADR 103 I/O 24 Pump and Detector No.3 Crankcase Breather Pipe
22
Cabinet for DF Engine
M20
BBE 5 Out
Totally 3 Gas Detectors Installed No.4 Crankcase Breather Pipe
ADR 111 23
Entrance Lobby of ACC. Upper Deck 7 I/O BBE 5 In in this Cabinet. for DF Engineom
Comm. & Power Bus A
Entrance Lobby of ACC. A Deck (STBD) 8 BBE 3 Out
M20
Comm. & Power Bus A Comm. & Power Bus A
Entrance Lobby of ACC. A Deck (PORT) 9 BBE 1 Out BBE 3 In
ADR 104 Comm. & Power Bus A
BBE 1 In 230 VAC

Wheel House 10 Analogue Module

CCR 11 Analogue Module

Salwico Comm. & Power Bus A I/O 25 ER Venitilation Inlet (PORT AFT)
BBE 4 Out
No.1 GVU Room (S) for DF Engine 1 I/O Comm. & Power Bus A
BBE 2 Out
GDS 26 ER Venitilation Inlet (PORT FWD)
No.2 GVU Room (S) for DF Engine 2 BBE 3 In
Central M20
M20 Comm. & Power Bus A
27 ER Venitilation Inlet (STBD AFT)
No.3 GVU Room (P) for DF Engine 3 ADR 112
ADR 105 28 ER Venitilation Inlet (STBD FWD)
No.4 GVU Room (P) for DF Engine 4

Above No.1 DF Engine 5 I/O I/O 29 Incinerator Space

Above No.2 DF Engine 6 M20 30 ER Vent Outlet Around Funnel Fire Damper
M20
Above No.3 DF Engine 7 Comm. & Power Bus A 31 Emergency Generator Room
ADR 106 BBE 4 In ADR 113
Above No.4 DF Engine 8

Main 230VAC Input

I/O I/O 32 No.2 GVU Room Ventilation Outlet for GCU
ECR 9 Emergency 230VACInput
M20 M20 33 No.1 GVU Room Ventilation Outlet for GCU
Inert Gas Line After Dryer 10 Relay Outputs and 24 VDC Outputs

ADR 107 34 Double Pipe for GCU

ADR 114
35 GVU Room for GCU
No.1 Ventilation Inlet of DEouble
11
FG Pipe in ER
No.2 Ventilation Inlet of DEouble I/O I/O 36 No.1 Vent Outlet of GCU Room (S) for DF Engine
12
FG Pipe in ER Modbus RTU
M20 IAS M20 37 No.2 Vent Outlet of GCU Room (S) for DF Engine
No.3 Ventilation Inlet of DEouble
13 Modbus RTU
FG Pipe in ER ADR 108 Cabinet 38 No.1 Vent Outlet of GCU Room (P) for DF Engine
ADR 115
No.4 Ventilation Inlet of DEouble 39 No.2 Vent Outlet of GCU Room (P) for DF Engine
14
FG Pipe in ER

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 121 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual

No.2 crankcase breather pipe for according to its configuration.

20 20 %LEL 60 %LEL
DF engine
No.1 local sampling cabinet, All communication between the operator and the system is performed via
21 20 %LEL 60 %LEL
Internal gas leakage the front panel on the control unit. The GDS system detects gas, fault,
No.3 crankcase breather pipe for abnormal condition or change in the system status; this is displayed on
22 20 %LEL 60 %LEL
DF engine the control unit panel. The operator can control and check a number of
No.4 crankcase breather pipe for functions in the system.
23 20 %LEL 60 %LEL
DF engine
No.2 local sampling cabinet, To make it easier for the operator to handle all the functions, they are
24 20 %LEL 60 %LEL
Internal gas leakage divided into three access levels, where each level is protected by an
25 Er ventilation inlet (port AFT) 20 %LEL 60 %LEL access code that can easily be changed by the operator.
26 Er ventilation inlet (port FWD) 20 %LEL 60 %LEL
The following functions are available in the system:
27 Er ventilation inlet (STBD AFT) 20 %LEL 60 %LEL
<Wall Mounted Repeater in Box>
28 Er ventilation inlet (STBD FWD) 20 %LEL 60 %LEL
 Disconnection of zones, detectors, manual call points, zone
29 Incinerator space 20 %LEL 60 %LEL
units, alarm devices, external controls.
E/R vent outlet around funnel fire
30 20 %LEL 60 %LEL  Electric isolation of a loop.
damper
 Reconnection of all disconnected units.
31 Emergency generator room 20 %LEL 60 %LEL
No.2 GVU room ventilation outlet  Supervision of zones and detectors.
32 20 %LEL 60 %LEL
for GCU  Display of all events present in the different lists in the system.
No.1 GVU room ventilation outlet  Change of system status, such as date, time, number of zones
33 20 %LEL 60 %LEL
for GCU
connected to the system and connection/disconnection of PC.
34 Double pipe for GCU 20 %LEL 60 %LEL
 Change of detector settings.
35 GVU room for GCU 20 %LEL 60 %LEL
 Display of the status of all units connected to the system.
No.1 vent outlet of GVU room (S)
36 20 %LEL 60 %LEL
for DF engine  Test buzzer, LEDs, indicators and display.
No.2 vent outlet of GVU room (S)
37 20 %LEL 60 %LEL
for DF engine The Gas alarm panel is activated when a gas alarm is detected in the
No.1 vent outlet of GVU room (P) system.
38 20 %LEL 60 %LEL
for DF engine
No.2 vent outlet of GVU room (P) In this event, the GAS indicator begins flashing and the alarming zone
39 20 %LEL 60 %LEL
for DF engine number and detector addresses are displayed on the numeric display.

The Salwico GDS fixed gas detection system consists of 62 fixed gas
detectors located within the cargo area, accommodation and FD engines
and GCU area. The system is a computerised, fully addressable analogue
gas alarm system with analogue detectors. The detectors are
automatically tested and continuously supervised by the central unit. In
the event of gas being detected, the appropriate output channels are
activated controlling the gas damping measures.

At pre-set fixed intervals, the system actively checks that all connected <Control Panel>
units are in working order and that the contents of the system are

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 122 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Illustration 4.12d E/R Gas Detection System

Gas Detector Head Flange Type

Duct Mounting Type

Gas Detector Head Duct Mounted Type

Normal & Ceiling Type
Gas Detector Head & Pump
Continuous Sampling Type
(Location of Installation
:Funnel A Deck)
Engine Room Gas Detection System
(Detector Type : Infrared Type, Total : 37 Points)

To Gas Detection Panel

(CCR E/R System)
(Elec. Cable)
Engine Room

Cofferdam
Steering Gear
Room

Sensor
Module

Sampled Air Outlet

to Ship Outside

No.1 No.2
Local Local
Cabinet Cabinet
AP Tank

No.1

No.2

No.3

No.4
Above DF Engine (4 EA)

for DF Engine (4 EA)

FG Pipe in E/R (4 EA)

FG Pipe in GVU Room (4 EA)

(Around Funnel Fire Damper)

GVU Room for DF Engine
(4 EA)

E/R Vent. Outnlet

for GCU

GVU Room for GCU

Double Pipe for GCU

Inert Gas Line after Dryer

GVU Room Vent. Outlet

E/R Vent. Inlet (PORT, FWD)

E/R Vent. Inlet (PORT, AFT)

Incinerator Space
E/R Vent. Inlet (STBD, AFT)

ECR
E/R Vent. Inlet (STBD, FWD)
Vent. Inlet of Double

Em’cy G/E Room

Crankcase Breather Pipe

Vent. Outlet of Double

GVU Room for DFDE(4 EA)

Vent. Outlet of

Pipe Duct

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 123 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 124 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Illustration 4.13.1a Cargo Valve Hydraulic Lines

(2-2 Core) (4-OD12x1.0T) (2-2 Core) (5-3 Core)

CL401 CL402 CL301 CL302 CL300 CL310 CL804 CL803 CG801 CL802 CL801
(6-2 Core) (4-OD12x1.0T) (3-2 Core)
(5-2 Core) Manifold (P) (1-2 Core)

CG002 CS419 CS417 CS401 CS404 CS405 CL101 CL102 CL100 CL110 CP178
(3-2 Core) CS315 CS301 CS304 CS319 CS317 CL200 CL210 (3-2 Core) (1-2 Core)
(4-OD12x1.0T)

(2-2 Core)
(1-2 Core)
CS415 CL400 CL410 CS105 CS101 CS104 CG106

(1-3 Core)
CS201 CS204 CL201 CL202
CG001
(1-2 Core)
(1-2 Core)
CG636
(2-3 Core) WD402
CS305 Dry Powder
CS205
Station
CG415 CG405

Side Passage
No.4 No.8
(50A) Acc. Acc. Side Passage Way
Stand Stand
(25A)
LS
(15A)
(15A)

(15A)

(15A)
Hyd. Oil
Storage

(25A)
(40A) (40A)
VR001
Tank VR004 (25A)
(1,200L) (40A) (25A) (25A) (25A) (25A) (25A) (25A) (40A)

(14 Sets) (11 Sets) (6 Sets) (7 Sets) (9 Sets)

VR006
No.4 Sol. No.3 Sol. No.8 Sol. No.2 Sol. No.1 Sol.
Valve Box Valve Box Valve Box Valve Box Valve Box

(25A)
(25A)
Power Pack C/D Trunk Deck C/D Trunk Deck C/D Trunk Deck C/D Trunk Deck C/D
for Cargo
P T (6 Sets)
No.7 Sol.
(25A)
(25A)

Valve Box

(25A)
P T (40A)
Acc. Stand P
for Power Unit
(15A)
(15A)

(40A)
for Cargo T

VR003 VR002 Side Passage Way

Oil Coaming No.7
Acc.
Stand

Cargo Compressor Room

(25A) (25A)

(4-2 Core) (10 Sets) (4-2 Core) (1-2 Core)

No.5 Sol.
Valve Box
To/From Power Unit CG538 CS501 CS504 CN588 WD401 Valves have open/closed
(for Ballast) and intermediate position indication.
Dry Powder Manifold (S) Valves are of emergency shut
(2-2 Core) Station (5-3 Core) down valve.
CG501 CS523
(L/S) Key
Hydraulic Oil Line
CG505 CG517 CG513 CG509 CG529/534 CL704 CL703 CG701 CL702 CL701

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 125 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
4.13 Cargo and Ballast Valve Control Valve CG001 Main Pump
No.3 Solenoid valve box Valves CL300, 301, 302, 310  Main pump (2 sets) flow rate: 28 l/min at 1750 rpm.
All the valves necessary for the operation of the cargo and ballast system (11 sets) Valves CS301, 304, 305, 315, 317,  Motor for main p/p (2 sets): 8.6 kW , 440 V, 60 Hz, 3 phase, 1750
are hydraulically operated by separate hydraulic power packs, situated in CS319 rpm, IP55, insulation class: F
the engine room. Control of the power packs and valve operation is from Valves CL400, 401, 402, 410
the IAS in the CCR. No.4 Solenoid valve box Valves CG002, 405, 415, 636 Topping up Pump
(14 sets) Valves CS401, 404, 405, 415, 417,  Topping up pump (1 set) flow rate: 14 l/min at 1740 rpm.
4.13.1 Cargo Valve Control System 419  Motor for topping up p/p (1 set): 4.6 kW , 440 V, 60 Hz, 3 phase,
No.4 Accumulator stand 1740 rpm, IP55, insulation class : F
Valves CG405, 415, 636
1. General Description (3 sets)
Accumulator
Valves CG501, 505, 509, 517, 513,
The hydraulic power unit consists of two main pumps and one topping- 538 The total capacity of accumulator units is sufficient to compensate the oil
No.5 Solenoid valve box
up pump. During normal loading and unloading operations only one Valves CN588 leakage in the hydraulic network for five (5) minutes.
(11 sets)
pump is required to meet the demand, while the second pump is put on Valves CS501, 504, 523  Accumulator capacity : 32L x 2 sets = 64L
automatic stand-by cut-in mode and will cut in when the system pressure Valves FW704
is reduced to 105 bar. The topping up pump is normally used during sea- Valves WD401 *Accumulators and N2 bottles (47L x 2 sets) are combined with hyd. power
going condition. No.7 Solenoid valve box
Valves CG701 pack tank.
(6 sets)
Valves CL701, 702, 703, 704
Maker KSB Seil Co., Ltd. No.7 Accumulator stand Valves CG701 4. Alarms and Setting Values
Accumulator capacity 32 litre x 2 sets (4 sets) Valves CL701, 702, 703, 704
N2 Bottle 47 litre x 2 sets Valves WD402 Alarms and setting values are provided as shown on the below table.
No.8 Solenoid valve box
Valves CG801
Main pump capacity 28 litre/min at 1750 rpm x 2 sets (6 sets)
Valves CL801, 802, 803, 804 Setting Stand-by Running
Main electric motor 8.6 kW, 1750 rpm, 440 V, 60 Hz Description Alarm
No.8 Accumulator stand Valves CG801 value pump start pump trip
Topping up pump capacity 14 litre/min at 1740 rpm x 1 set 90 bar
(4 sets) Valves CL801, 802, 803, 804
Topping up electric motor 4.6 kW, 1740 rpm, 440 V, 60 Hz Low Low pressure - No -
(for ESD)
3. Hydraulic Power Pack Low pressure 100 bar Yes No -
2. Location of Cabinets Stand-by pump Yes
The hydraulic power pack builds up hydraulic pressure (discharging start pressure 105 bar - Yes *2)
No
All remotely operated valves are piston operated except for the liquid pressure: 120 bar) for actuating the valves for the cargo system. The Normal discharging
pumps are of the self-regulating type, in which the oil pressure is pressure 120 bar - - -
dome and the spray main isolating valves, which are vane type actuators.
The supply oil is distributed to 6 solenoid valve boxes situated in the maintained at the preset pressure in the circuit by use of a constant High pressure 130 bar Yes No No
trunk deck and 1 in the cargo machinery room. Each cargo tank, running pump. The hydraulic power pack can be operated remotely from Relief valve 143 bar - - -
manifold area and the cargo compressor room has its respective solenoid the IAS or locally from the local control box.
Motor defect - Yes Yes Yes
valve box as follows: Low level 430 litre
*1)
Yes No No
Pump and Motors
Low Low level 300 litre Yes No Yes
Valves CG106 Two (2) sets of main pumps (one set is used for stand-by pump) and one
High temperature 50 ºC Yes No No
No.1 Solenoid valve box Valves CL100, 101,102, 110 (1) set of topping up pump are provided. Each the hydraulic main pump
(9 sets) Valves CS101, 104, 105 has a sufficient capacity to close or open three (3) pcs of largest valve Filter clogging 2 bar Yes No No
Valves CP178 within 60 seconds. When one main pump is selected (start), the other
No.2 Solenoid valve box Valves CL200, 201, 202, 210 main pump will be worked as a stand-by pump. The hydraulic topping up *1) a timer allows up to 3 seconds operation after the low level contact
(7 sets) Valves CS201, 204, 205 pump is designed to keep the system pressurized when no valve is under activates.
operation. *2) in case of topping up pump running, the topping up pump will not be
automatically stopped.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 126 Part 4 Cargo System
 CORCOVADO LNG
NOTE
The alarm contacts are provided as fail-safe philosophy (contacts open at
alarm condition and close at normal condition.)
5. Pump Stand-by (auto change) Sequence.
When a stand-by start condition occurs after a pump starts, stand-by pump
will take place of the running pump, however, it occurs again after stand-by
pump running, the other pump will not automatically run, when low pressure
occurs, push the stop push button manually and check the hydraulic network
and/or electric circuit.
Stand-by start condition: during main pump running
 Main motor defect
 Stand-by pump start pressure
 Main motor high temperature
8. Valve Control
6. Solenoid Valve Boxes in Hazardous Area
Valve remote control and position indication is carried out from the IAS.
The solenoid valve boxes are designed to be installed in the passage way
Remote Control of Valves
except No.5 box which is designed to be installed in the cargo compressor
room.
The valves shown above table are controlled through solenoid valves in the
solenoid valve boxes.
Total valve quantity: 64 sets.
*ESD valves: fuel master valve and manifold valves (Total ESD valves
quantity: 13 sets)
Below listed items are equipped in/on each the box.
 2 sets/box - main stop valves on pressure and return lines
 1 set/box - pressure filter with its visual clogging indicator
 1 set/box - pressure gauge (0-250 bar) with isolating valve
 3 sets - solenoid valve for ESD (each 1 set at No.4, 7, 8 box)
 each 1 set/valve - directional solenoid valves(IS type) with flow
control valve or flow reducer
7. Components Description.
1) Solenoid valve
Solenoid valve controls hydraulic oil way to corresponding valve
actuators (open/close chamber) by its electric signal which to be
from IAS.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
2) Flow reducer
Flow reducer is a kind of needle valve with a control knob
equipped. With the knob, the speed of valve motion can be
controlled through adjusting the amount of oil flow in the hydraulic
way.
3) Flow control valve
This valve controls the amount of oil flow to the corresponding
valve actuator for consistent speed of operation by compensating
the differences caused by various temperature and pressure.
4) ESD solenoid valve
ESD solenoid valve controls hydraulic oil way to closing chamber
of corresponding ESD valve actuators to make the valve shut at its
ESD condition.
1) For O/S valves
Opening or closing order is obtained when the solenoid
corresponding to the requested motion is energized (the signal to be
through intrinsically safe power supply unit in the barrier box). The
valve moves to full open or full close and cannot be stopped at any
intermediate position.
CAUTION
When the signal position at full close or open is required, keep the
solenoid energized minimum 10 seconds.
2) For intermediate valves
Opening or closing order is obtained when the solenoid
corresponding to the requested motion is energized. The valve
moves as long as the corresponding solenoid is energized (the
signal to be through the IS relay repeater in barrier box). The valve
can be stopped at any intermediate position.
CAUTION
When the signal position at full close or open is required, keep the
solenoid energized minimum 10 seconds.
4 - 127
3) For ESD valves
Under normal operating condition, the ESD valves can be
controlled the same as the other valves. Under ESD conditions, the
ESD solenoid valve is de-energized and ESD valves shut by
Actuator.
Emergency Control of the Solenoid Valves
1) In case of electric power fail
Push the solenoid as manual override on the solenoid valves.
 Open/shut valve: push the manual override until obtaining a
corresponding valve position (full close or full open).
 Intermediate valve: push the manual override until obtaining a
corresponding valve position.
2) In case of lack of hyd. pressure
a) Close the main isolating valves.
b) Connect the emergency hand pump with connection block on
pressure common line and return common line.
c) Push the solenoid as manual override on the solenoid valves
while pumping of the emergency hand pump until obtaining a
corresponding valve position.
- Open/shut valve: full close or full open position.
- Intermediate valve: full close/ full open or any required
valve position.
9. Valve Position Indication.
1) O/S Valves with a Limit Switch
Opening or closing position indication is obtained from the course
limit switch on hydraulic valve actuator, and it is connected
through the intrinsically safe type relay repeater in the barrier box
in which voltage-free contacts are generated in order to realize the
valve position indication in IAS.
2) Intermediate remote controlled valves
Opening or closing position indication is obtained from the
potentiometer and limit switches on the hydraulic actuators in order
to realize the valve position indication in IAS.
 Potentiometer signal: converted to 4~20 mA signal through IS
R/I converter in the barrier box.
 Limit switch signal: connected through IS relay repeater in the
barrier box.
Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
10. Valve Operating Time Adjustment

Valve operating time adjustment can be modified by acting of the flow

reducer or flow control valve installed on each the solenoid valve block.

NOTE
The operating time depends on the length of the yard piping and oil
characteristics. The operating time is set at ambient temperature, however,
the actual operating time is strongly influenced by the actual ambient
temperature and the oil characteristics (except for the valves fitted with
flow control valve), particularly if the distance between actuator and
solenoid operated control valve is long.

11. Emergency Hand Pump Operating Control

When hydraulic power fail, emergency operation of the actuators are

done by means of portable hand pump. In case of electric power fail, the
solenoid valve can be operated by push the manual override.

Operating Procedure
Three (3) sets of emergency portable hand pump are provided for cargo
system and ballast systems. 1) Check oil level in the tank.

The following components are equipped on hand pump. 2) Connect the threaded ends ○1 to the actuator, “O” and “S”

3) Act on the pump lever with monitoring the pressure on the

 1 × 5 litres tank with filling plug and on which are secured
pressure gauge ○2
 1 hand pump (25 cm3/stroke)
 1 pressure gauge (0-250 bar)
 2 × 5 m high pressure flexible

The whole is secured on a frame with small wheels.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 128 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Illustration 4.13.2a Ballast Valve Hydraulic Lines

Upper Deck
(4-2 Core)

Bosun Store
OFH90 OFH91
To/From Power Unit
For Cargo

No. 4 WB Tank (P) No. 3 WB Tank (P) No. 2 WB Tank (P) No. 1 WB Tank (P)
OFH94 OFH95
Hyd. Power Pack Room
C/D
Power Pack
for Ballast
P T (1-4 Core, 1-2 Core) (1-4 Core, 1-2 Core) (1-4 Core, 1-2 Core)
FWD
WB Tank (P)
(1-4 Core, 1-2 Core)

BA017 BA018 BA019 BA013 BA014 BA015 BA010 BA009 BA011

(1-4 Core) (1-4 Core) (2-4 Core)
BA020 BA022 BA023
Void
(1-4 Core, 1-2 Core)
Bow
P T BA016 BS039 BA012 BS033 Thruster
BS027 BS025 BS020 BA008
(2-4 Core, 1-2 Core)
Room &
In Engine Room BA021 BS045 BS202 FWD Pump
(1st Deck Level) Room
Solenoid Valve Board
for Ballast, FO Pipe Duct BA002 BA003 BA005 BA007 BA006
SW Cooling System WD603
(19 Sets)
P T
Oil Coaming W/Drain Plug In Engine Room
(Floor Level) FWD
(1-2 Core, 2-4 Core)
Solenoid Valve Board WB Tank (S)
for Ballast, Bilge
Water Spray System
(56 Sets)
OF121 OF124 OF229 OF115 OF219
(2-4 Core)
Oil Coaming W/Drain Plug
No. 4 WB Tank (S) No. 3 WB Tank (S) No. 2 WB Tank (S) No. 1 WB Tank (S) C/D

OF260 OF227 OF113 OF217 (3-2 Core)

(1-4 Core)
(L/S)

WD222 BA222 BA229 BA221

BA228 BA225 WD223 (3-2 Core)
(2-4 Core) BG006
BG018
BG019
CW101 CW102 CW107 CW107 BA223 BA213 BA215
(1-4 Core)
(1-4 Core, 2-4 Core)
(1-2 Core)

BA214 BA212 BA227

WW001 WW002 WW003 (2-4 Core) (2-3 Core)

BA211 BA217 BA226 BA219 BA204 BA202 BA207

Valves shall have open/closed
Engine Room (2-4 Core) and intermediate position indication.
(1-4 Core)
(1-2 Core)
Key
BA208 BA210 BA209 BA224 BA201 BA203 BA205 BA206 Hydraulic Oil Line

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 129 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
4.13.2 Ballast Valve Remote Control System 3. Hydraulic Power Pack 4. Alarms and Setting Values

1. Specification The hydraulic power pack builds up hydraulic pressure (discharging Alarms and setting values are provided as shown on the below table.
pressure: 120 bar) for actuating the valves for the ballast system. The
Maker KSB Seil Co., Ltd. pumps are of the self-regulating type, in which the oil pressure is Setting Stand-by Running
Description Alarm
maintained at the preset pressure in the circuit by use of a constant value pump start pump trip
Accumulator capacity 20 litre x 2 sets
running pump. Low pressure 100 bar Yes No -
N2 bottle 47 litre x 2 sets
Stand-by pump Yes
Main electric motor 8.6 kW, 1750 rpm, 440 V, 60 Hz The hydraulic power pack can be operated remotely from the IAS or start pressure 105 bar - Yes *2)
No
Topping up electric motor 4.6 kW, 1755 rpm, 440 V, 60 Hz locally from the local control box. Normal discharging
pressure 120 bar - - -
Main pump capacity 28 litre/min at 1750 rpm x 2 sets
Pump and Motors High pressure 130 bar Yes No No
Topping pump capacity 14 litre/min at 1740 rpm x 1 set
Relief valve 143 bar - - -
Two (2) sets of main pumps (one set is used for stand-by pump) and one (1) Motor defect - Yes Yes Yes
2. General Description set of topping up pump are provided. Each the hydraulic main pump has a *1)
Yes
Low level 430 litre No No
sufficient capacity to close or open three (3) pcs of largest valve within 60
Low Low level 300 litre Yes No Yes
The system is designed for position indication and electro-hydraulic remote seconds. When one main pump is selected (start), the other main pump will
control of hydraulically actuated valves for ballast system. be worked as a stand-by pump. The hydraulic topping up pump is designed High temperature 50 ºC Yes No No
to keep the system pressurised when no valve is under operation. Filter clogging 2 bar Yes No No
Pressurised oil generated by the power pack is directed into the opening or
closing chamber of the actuators through solenoid operated control valves. Main Pump *1) a timer allows up to 3 seconds operation after the low level contact
 Main pump (2 sets) flow rate: 28 l/min at 1750 rpm. activates.
Valve position indication is made thanks to:  Motor for main pump (2 sets): 8.6 kW , 440 V, 60 Hz, 3 phase, *2) in case of topping up pump running, the topping up pump will not be
 Open/Shut valves: Limit switches installed on the hydraulic 1750 rpm, IP55, insulation class: F automatically stopped.
actuators.
 Intermediate valves: Potentiometer installed on the hydraulic Topping up Pump NOTE
actuators.  Topping up pump (1 set) flow rate: 14 l/min at 1740 rpm. The alarm contacts are provided as fail-safe philosophy (contacts open at
 Motor for topping up pump (1 set): 4.6 kW , 440 V, 60 Hz, 3 phase, alarm condition and close at normal condition.)
Valve remote control and position indication is to be realized from the VDUs
1740 rpm, IP55, insulation class: F
of IAS in CCR.
5. Pump Stand-by (auto change) Sequence.
The hydraulic power unit consists of two main pumps and one topping- Accumulator
up pump. During normal loading and unloading operations, only one When a stand-by start condition occurs after a pump starts, stand-by pump
pump is required to meet the demand, while the second pump is put on The total capacity of accumulator units is sufficient to compensate the oil will take place of the running pump, however, it occurs again after stand-by
automatic stand-by mode ready to cut in when the system pressure is leakage in the hydraulic Network for five (5) minutes. pump running, the other pump will not automatically run, when low pressure
reduced to 105 bar. The topping up pump is normally used when the  Accumulator capacity : 20L x 2 sets = 40L occurs, push the stop push button manually and check the hydraulic network
vessel is in sea mode condition. and/or electric circuit.
*Accumulators and N2 bottles (47L x 2 sets) are combined with hyd. power
All remotely operated valves are piston operated. The supply oil is pack tank.
Stand-by start condition: during main pump running
distributed to a solenoid valve board situated in the engine room. The  Main motor defect
operation of the valves is conducted from the IAS in the CCR.  Stand-by pump start pressure

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 130 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
6. Solenoid Valve Rack in Safety Area CAUTION 2) In case of lack of hyd. pressure
Do not energize a solenoid valve for more than 10 minutes a) Close the column isolating valves.
This solenoid valve rack has to be installed in safe area. continuously, this may cause the solenoid damaged. b) Connect the emergency hand pump with connection block on
pressure line (column) and return line (column).
The valves shown below table are controlled through solenoid valves in the c) Push the manual override instantly for open/shut valves while
2) Flow reducer
solenoid valve racks. pumping of the emergency hand pump until obtain a
Flow reducer is a kind of needle valve with a control knob
corresponding valve position.
equipped. With the knob, the speed of valve motion can be
Total valve quantity : 75 sets. d) Push the manual override continuously for throttling valves
controlled through adjusting the amount of oil flow in the
while pumping of the emergency hand pump until obtain a
hydraulic way.
Valves BA020, 022, 023, 021, 017, corresponding valve position.
018, 019, 016, 013, 014,
8. Valve Control
015, 012, 010, 009, 011, 9. Valve Position Indication.
008, 002, 003, 005, 007,
Valve remote control and position indication is carried out from the IAS.
006, 222, 229, 221, 223, 1) O/S Valves with a Limit Switch
No.11 Solenoid valve box 213, 215, 214, 212, 227, Opening or closing position indication is obtained from the course
Remote Control of Valves
(56 units) 211, 217, 226, 219, 208, limit switch on hydraulic valve actuator, and it is connected
210, 209, 224, 204, 202, through the terminals in the barrier box to IAS(in case the valve is
1) For O/S valves
207, 201, 203, 205, 206 located in the hazardous area, it to be connected through
Opening or closing order is obtained when the solenoid
Valves BS045, 202, 039, 033, 027, intrinsically safe type relay repeater in the barrier box) in order to
corresponding to the requested motion is energized. The valve
025, 020 realize the valve position indication in IAS.
moves to full open or full close and cannot be stopped at any
Valves OFH90, 91, 94, 95
intermediate position.
Valves OF121, 124, 229, 115, 219, 2) Intermediate remote controlled valves
260, 227, 113, 217 Opening or closing position indication is obtained from the
2) For intermediate valves
No.12 Solenoid valve box Valves BA228, 225 potentiometer on hydraulic actuators and the signal is converted to
Opening or closing order is obtained when the solenoid
(19 units) Valves CW101, 102, 107, 108 4~20 mA signal through R/I converter(in case the valve is located
corresponding to the requested motion is energized. The valve
Valves WD603 in the hazardous area, the R/I converter to be of intrinsically safe
moves as long as the corresponding solenoid is energized. The
Valves WW001, 002, 003 type) in the barrier box in order to realize the valve position
valve can be stopped at any intermediate position.
indication in IAS.
Below listed items are equipped in/on the valve rack.
CAUTION
 2 sets - main stop valves on pressure and return lines 10. Valve Operating Time Adjustment
When the signal position at full close or full open is required, keep the
 1 set - pressure filter
solenoid energized minimum 10 seconds. ; Do not energize a solenoid
 1 set - pressure gauge (0-250 bar) with isolating valve Valve operating time adjustment can be modified by acting of the flow
valve for more than 10 minutes continuously, this may cause the
 Others reducer installed on each the solenoid valve block.
solenoid damaged.
- IS R/I converter: 10 Interface boxes
- IS relay repeater: 19 Interface boxes NOTE
Emergency Control of the Solenoid Valves
- NIS R/I converter 17 Interface boxes The operating time depends on the length of the yard piping and oil
1) In case of electric power fail characteristics. The operating time is set at ambient temperature, however,
7. Components description.
Push the solenoid as manual override on the solenoid valves (right: the actual operating time is strongly influenced by the actual ambient
close, left: open) temperature and the oil characteristics particularly if the distance between
1) Solenoid valve actuator and solenoid operated control valve is long.
 Open/shut valve: push the manual override for an instant.
Solenoid valve controls hydraulic oil way to corresponding valve
 Intermediate valve: push the manual override while obtain a
actuators (open/close chamber) by its electric signal which to be
corresponding valve position.
from IAS.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 131 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 132 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Illustration 4.15a Emergency Shutdown System

Cargo Tank Filling Valve Close

by TPS-2 (ES027.01,02,03,04)

EH ESD
Cargo Tank Level (99%) Override
ES014.01 Reset ESD by OR Cargo Tank Strip. Pump Stop by ESD
Push Button ESD by (ES033.01,02,03,04)
ES014.02 Electric Available
ES021.01, ES021.02 Fusible Plug
ES014.03 Optic ESD ESD to CCR Loading Unloading
Low DP between Cargo Tank & ES021.03, ES021.04 ES022.01, ES022.02 OR Em’cy Pump Stop by ESD
ES014.04 ES015.01 ES015.02 ES016.04 ES017.01 ES017.02 (ES033.05)
Pri.Ins.Space 5 mbar XL XL XL XS XL XL
ES021.05, ES021.06 ES022.03, ES022.04
ESD FR ESD FR ES021.07, ES021.08 ES022.05, ES022.06 Cargo Tank CGO Pump N o.1 Stop by ESD
Very Low DP (0.0 mbar) between Shore Shore ES021.09, ES021.10 ES022.07, ES022.08
OR
Cargo Tank & Pri. Ins. Space (ES033.06,0 7,08,09)
by Optic by Electric ES021.11, ES021.12 ES022.09, ES022.10
ES019.01 ES019.02 ES021.13, ES021.14 ES022.11, ES022.12 OR Cargo Tank CGO Pump N o.2 Stop by ESD
(ES033.10,11,12,13)
CCR
IAS

Independent Level Switch XA XA XA XA

99 % ESD by Reset FR Black Out Black Out
OR HD Compressor Stop by ESD
Hdy. Oil PRS LL CCRC Test Block from MSBD 1 from MSBD 2 (ES033.14,15)
Low Press at Vapor Main Line ES004.05
ESD by
ES016.01 ES016.02 ES016.03 ES026.01 ES026.02
3 mbar Cont. Air LD Compressor Stop by TPS-1
PALL XC XC XC XC XC
PRS L (ES033.16,17)
Equal Press between Vapor Main
ES004.06
and Pri. SP N2 Press Line Manifold STBD Valve Close (ES028.01)
PIC
Manifold PORT Valve Close (ES028.02)
Low Press at Cargo Hyd. Unit
Pneu. Link Sel. Gas Master Valve Close by TPS-1 (ES029)
Electric Power Fail Bypass : ES018.01
(From CSBD) ESD Alarm to Alarm Device (ES030)
Group A : ES018.02
Group B : ES018.03 Ship/Shore Link in Use (ES031)
Group C : ES018.04
Group D : ES018.05 ESD Signal to Sho re by Electric (ES032.01)
Group E : ES018.06
ESD Signal to Sho re by Optic (ES032.02)
Group F : ES018.07

ESDS

Tank
Electric Equipment Room

Protection
Control 2
Tank
Protection
Control 1
I.S. Barrier

OR Emergency
Shut Down
Control
I.S. Barrier
PI PS PT
Processor
Self
Diagnosis

Ship / Shore
Communication System
(Optic / Electric)
Air Control Board

PB W/H Manual Push Button (IS Type)

12 1
~ 12 PB - Cargo Tank Liq. Dome - Q’ty 4
- Manifold - Q’ty 2
PB CCR PB ~ PB 0 ~ 16 bar - Forward Area - Q’ty 1
11 1 9 CPI44 - Cargo Comp. Room - Q’ty 1
10 PB - AFT Area - Q’ty 1
PB FCS PB ~ PB PI Man ifold (P)
10 10 14 7
Manual Push Button (None IS)
- Fire Control Station - Q’ty 1
- Wheel House - Q’ty 1
Local

- CCR - Q’ty 1
PB 1 2 PB 3 4 PB 5 6 PB 7 8
1 2 3 4 - Dry Powder Station - Q’ty 1
- EMR - Q’ty 1
Liquid Liquid Gas Liquid Liquid PB
Dome Dome Dome Dome Dome 5 Fusible Element (IS Type)
Air Release
Gas
Val ve
Gas Gas - Cargo Tank Liq. Dome - Q’ty 4
Dome Dome Dome
- Cargo Tank Vap. Dome - Q’ty 4
PB Dry Powder PB - Manifold - Q’ty 2
9 PB 12 PB 11 Station 14
13 8 - Cargo Comp. Room - Q’ty 1
Fusible Element (None IS)
PI 9
Man ifold (S) PB - Electric Motor Room - Q’ty 1
6
Optic Cable Connection
CPI43
0 ~ 16 bar Electric Cable Connection

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 133 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
4.15 Emergency Shutdown System - Cargo tank liquid dome (4 units)
- Manifold (2 units)
4.15.1 Main Components and System Interface - Deck forward area (1 unit)
- Cargo compressor room (1 unit)
1. General Description - Deck aft area (1 unit)
- Fire control station (1 unit)
In case that emergency situation should be generated at LNG Carrier or - Wheel house (1 unit)
LNG Terminal, all working (Loading and unloading etc.) must be - Cargo control room (1 unit)
stopped. At the same time, relevant main equipment stop/shutdown and - Dry Powder station (1 unit)
this emergency situation must be communicated to LNG carrier/LNG - Electric motor room (1 unit)
terminal each other in order to recognized them immediately. Above
mentioned functions will be done automatically, this is ESDS for LNG Fusible elements that are designed to melt at temperature
Carrier. between 98 and 104 °C are installed on the following locations
(Total 12 units):
There are various emergency cases, but first of all we define the major
case as follows: Fire, Unsafe of Cargo Tank, Manual shutdown, the - Cargo tank liquid dome (4 units)
shutdown equipment related to these situations is cargo pumps, gas - Cargo tank vapour dome (4 units)
compressors, and relevant valves. - Manifold (2 units)
- Cargo compressor room (1 unit)
And the communication method between LNG carrier and terminal are - Electric motor room (1 unit)
electrical connection, optical connection and pneumatic connection.
These communication methods are decided by Terminal's situation. 2) Cargo Tank Independent Level Sensors
2. Emergency ShutDown Extremely-high Level (ESD) sensors - filling level (99 %) - in
each cargo tank (4).
1) ESD Push Buttons and Fusible Elements
The extremely-high level alarms may be blocked by activation
of switches at the Cargo console. The status is interfaced to and
displayed in IAS.
3) Cargo Pressure Sensors
The following signals will initiate an ESD shutdown according
to the Cause & Effect:
<Push Button Box and Push Button Switch> - Vapour header pressure = primary space header
pressure
Push-buttons for manual ESD and fusible elements are installed. - Vapour header pressure = atmosphere pressure + 3
They are individually connected to the ESDS, and will be mbar (vapour pressure very low)
shown on the geographical mimic.
The vapour header pressure is the pressure in the vapour piping
All manual pushbuttons are labelled "ESD" and have flip-cover common to all the four tanks.
and the manual emergency shutdown push buttons are located
as follows (Total 14 units): Upon ESD activation by vapour pressure very low (3 mbar) the
IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 134
manifold valves are closed automatically. Loading or unloading
operations are stopped.
4) Ship and Shore ESD Link
There are three systems that interface the shore cargo terminal
or side-laying LNG carrier with ESD signals.
Ship-to-shore ESD link comprising a fibre optical and an
electrical part.
The cabinet is located in the Electric Equipment Room. The
ESD signal is interfaced between ship and shore by optical or
electrical signal according to selection of communication type
from the Cargo Console. The optical and electrical connectors
are arranged at each loading station (port/STBD) onboard.
The “Ship/Shore in use” lamp on the CCR console is lit when
selector is set to optical or electrical. There are individual
signals for selection of optical or electrical. The lamp is set
when either of the two is set.
Pneumatic link with valve and pressure switch for Cargo ESD
output and input respectively.
The air control board supplies the ship-shore pneumatic link
with a regulated air pressure according to the pressure for the
applicable cargo terminal. The system is controlled by the
ESDS/TPS.
Air control board
The various cargo terminals have different operating pressure
for the pneumatic ship-shore link. Two pressure transmitters
(PT) are installed for displaying the pressure as an analogue
value.
The applicable operating pressure is selected by the link
selection A-F on the operator station.
Bypass is selected on the operation station. The wrong position
lamp for the pneumatic link is set, when bypass is selected and
ES004.08 is above 1.5 bar.
The optical and electrical links are selected on the operation
station, for information only.
Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
ESD System Cause & Effect Diagram

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 135 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
The pneumatic ship-shore link has various operational modes: 3. Cargo Tank Protection 4.15.2 Operator Interface

Operational 1) TPS-1 protects the cargo tank from under pressure. This section gives a description of the system displays and operation of
Link: SA1: SA2: SA3:
Mode:
Pneumatic line
the system.
Bypass off/close off/close off/open
disconnected. Cargo tank pressure is measured by two sensors per tank for
Start-up: alarming and actions: 1 C&E Display
Pneumatic link
connected, one link
selected. A-G on/open on/open on/close - Tank pressure ≤ primary space pressure + 5mbar Shutdown status, inhibits, overrides and C&E logic test functions are
Alarm still
suppressed for a time - Tank pressure = primary space pressure available from the C&E display.
delay during start-up.
Normal pressure. A-G on/open off/close on/close At this tank protection condition, following actions are taken by Upon alarm the input module symbol on the C&E display changes to
Pressure ES009.01
>P3 A-G off/close off/close on/close the ESD system. alarm colour and the tag will change to flashing alarm colour. Output
Pressure ES009.01 tags will change to activation colour.
<P2 A-G on/open on/open on/close
- Trip Cargo Pumps, Emergency Cargo Pump, Strip
Pressure ES009.01
A-G off/close off/close off/open Pumps, Fuel Gas Pumps (Tank 3 & 4) for each tank Symbol Colour Description
<P1
Pressure ES004.08 respectively. - Grey Static drawing modules
A-G off/close off/close off/open
<P3
- Trip H/D compressors, L/D Compressors. - White Normal - dynamic modules
- Magenta Emergency alarm - Shutdown state
5) Hydraulic pressure low for cargo VRC system
The trip overriding function for each cargo tank, high duty - Red High alarm, Prewarning
compressor and low duty compressor are prepared to prevent - Yellow Low Alarm
Hydraulic pressure low for hydraulic valve control in cargo
trip of each equipment from TPS1 system at the condition that - Cyan (Blue) Alarm Suppressed
system will initiate an ESD.
differential pressure is lower then set-point. o Cyan (Blue) Overridden
6) Electrical black out
2) TPS-2 protects the cargo tank from overfilling. Fuse plugs and manual release buttons are individually connected to the
Electrical power blackout will initiate an ESD. The blackout ESDS, and will be shown on the geographical mimic.
Cargo tank Very High level sensors - filling level (98.7 %) - are
signals come from No.1 and No.2 HV MSB. The ‘and-logic’ is
installed in each cargo tank (4) for alarming and closing of 2 Air Control Board & Ship/Shore Link Selection
handled in the ESD system.
filling valve per tank.
From the Cargo Control Console switches are available for selecting the type
7) Outputs
The sensors are interfaced via the tank level system to the IAS. of ship-shore interface in use and de-selecting/bypassing interfaces not in use.
From IAS the very-high level alarm is interfaced to ESD by the
In case of an automatic or manual initiation, the ESD system
redundant network. The pneumatic link has an operator adjustable setting for selecting the air
will trip cargo gas handling units and valves. It will also request
pressure applicable for the port.
the cargo terminal to shut down its units and valves.
The Filling valve close override for each Cargo tank is prepared
to prevent closing of filling valve when level very high is In addition to selection status, the mimic shows the alarm and suppress status
The main equipment to be shut down according to the C&E is:
activated. for pressure switches and operational status of the valves.

- Cargo pumps (8) - 2 in each cargo tank

The operator can manually set the fill valve close override in 3. Functions on the Cargo Console for ESD/TPS
- Cargo stripping / spray pumps (4) - 1 in each cargo
mimic for each Cargo tank, so that the logic function of fill
tank
valve close is deactivated. The override function is prepared for 1) “ESD block” Input blocking at sea
- Emergency cargo pump (1) - portable
each Cargo tank respectively.
- High Duty compressors (2) - recirculation of heated
Set the “ESD block” switch on the Cargo Console. In this mode, all
vapour for warming up cargo tanks during gas freeing.
ESD inputs as defined in the C&E are blocked. I.e. no alarms and
- Cargo manifold valves
no actions due to ESD inputs will be set from the system. TPS-1,
- Terminal ESD system via ship-to-shore ESD link
TPS-2 and TPS-3 functions will not be affected.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 136 Part 4 Cargo System
 CORCOVADO LNG
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 cargo tank can be blocked from the
IAS mimic display. The very high level alarm is activated from the
radar level system (CTS).
2) “Loading/Unloading” mode
The “Loading/Unloading” mode switch is for indication purposes
only. The time delay for shutdown of manifold valves is enabled in
both positions.
The 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.
3) “ESD reset”
Upon activation the ESDS outputs are latched. After the activating
cause have been normalized and alarms acknowledged the latched
outputs may be reset.
The ESD Reset function resets all outputs in the ESD/TPS
provided inputs are back to normal and acknowledged.
4) “ESD test”
Activation of the ESD Test function overrides ESD outputs for
MGE trip, Master Fuel Gas Valve (MGE & GCU) trip, Fuel Gas
Pump trips and LD Compressor trip in order to facilitate system
testing of inputs and logic at manual activation of ESD by the ESD
pushbuttons.
4. Operation and Operation Permission from the OS
Operation of the ESDS/TPS has to be done from an operator station with
command control on ESDS/TPS. Command control may be transferred to
the various OS groups defined. Refer to the FDS for Common Systems.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
The operator may enter all VDU pictures on all OSs to inspect and check for - Activate the “Test” switch on the Cargo Console. This will
alarms. All alarms can be acknowledged and all actions reset from VDU override outputs for tripping MGEs, LD Compressors, Master
provided command control. Gas Valves and Fuel Gas Pumps. Observe on VDU and event
list that outputs are overridden.
Individual blocking, inhibit and override of individual Input/Output signals - Initiate ESD from field and Observe that alarm is indicated on
is not made available to the operator. This can be done by the Chief access VDU for the affected tag. Observe that actual outputs are set
level. on the screen.
- Silence and acknowledge the alarm and observe on VDU that
The operator may manually activate all output signals. the alarm really has been acknowledged.
- Set the field device back to normal. Input and outputs returns
5. Alarm Situation to normal. In test mode, no output reset is required.
The ESD pushbuttons can be operated by the operator or field crew in order 2) Testing of outputs
to completely shut down cargo operations and transport of gas (liquid and
vapour) from the cargo tanks. This test should as far as possible be put to situations where
operations are stopped for maintenance, but can also be performed
All ESDS/TPS alarms will be activated on the IAS on main deck and cargo during operations.
compressor room. - Ensure that the actual trip or closing of valve is acceptable.
- Activate the corresponding element on the VDU by operating
1) ESDS/TPS acknowledge the output tag and selecting "ACTIVATE".
Each ESD/TPS alarm may be acknowledged from the ESDS/TPS Manual activation has higher priority than override, i.e. an
display or from the alarm list on the commanding OS. overridden output will be activated when manually activated.
2) ESDS/TPS output reset
The system's outputs can be reset after inputs are acknowledged
and back to normal. The reset switch on the IAS or on the Cargo
Console may be used to return to the normal situation.
It is not possible to reset an action if the triggering alarm is still
active. This implies that if the ship-to-shore ESD system has
caused the shutdown, these systems must also be set back to
normal prior to reset.
6. System Testing
Test frequency: According to Class regulations and company standards.
1) Testing of logic functions
This test should as far as possible be put to situations where
operations are stopped for maintenance, but can also be performed
during operations.
4 - 137 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
4.15.3 Failure Handling All line faults are alarmed as "line fault", as measurements have to I/O card fault alarmed.
be carried out in order to decide the failure mode (short circuit, I/O-card failure Output cards have fail-open setting. NE outputs will
This presents the principles for inherent redundancy, segregation, system open circuit). activate.
Manually inhibited by the operator for testing purposes
monitoring and fail-safe states of the components in the ESDS/TPS.
Input inhibited or due to signal faults. Outputs due to this input will
Shutdown inputs are NC, and an open circuit will hence lead to not be activated.
1. Redundancy and Segregation shutdown. Short circuits can be detected through manual testing Input: Shutdown inputs are NC type, an open circuit
will lead to shutdown. Short circuits must be detected
Loop / signal
through manual testing.
The below diagram shows the principle for segregation of inputs and outputs. 3) Redundancy monitoring failure of
Output: Shutdown outputs are NE type, an open
detector and
Redundant inputs, e.g. tank pressure transmitters are terminated on different circuit will lead to shutdown.
activation
input termination boards. This applies also for redundant outputs, e.g. the The ESDS/TPS is based on redundant computers (RCUs) and signals (inputs For 24VDC signals an short-circuit will also lead to
dual cargo pumps for one tank. single IO-cards. Only one is displaying information on the VDU and outputs) shutdown. For relay signals an short-circuit must be
(display active). The computer controlling the display is called detected through manual testing.
Master and the other is Slave. Fuse and
NE outputs will activate, and analogue inputs will
termination
indicate linefault. Pure digital inputs are NC, and will
board power
Automatic switch alarm.
failure
A switch between which is Display Active and which is Passive, is AC/DC The power units are redundant, if both powers fail, all
automatically on certain criteria. converter NE loops loose power and shut down the controlled
failure equipment.
Net failure is alarmed. All shutdown signals are
The switching criterion is: hardwired.
Net failure
i) On RCU fault the other RCU becomes Display Active. From ESD to IAS for shutdown status update: fail-safe
state "no shutdown".
ii) On communication fault with the Master IO-bus Manually overridden by the operator for testing
<Segregation of IO-points on Termination Boards> Output
purposes or due to operational reasons. Output will
overridden
Discrepancy alarm not be activated.
2. Equipment Monitoring The alarm, inhibit and acknowledge status for each input function RCU SW Monitored by SW watchdog. Will cause a fail-safe
failure RCU-stop
module is monitored for discrepancy between the redundant pair of Alarm indicated, and further details are located on
1) System monitoring RCUs. The function is implemented for all inputs that are part of ESD system picture. The system automatic makes the
the ESD C&E. remaining computer display active. No effect on
AC/DC Power -, IO-card, RCU-, network and OS failure is control capability.
RCU stop
The other RCU takes control of the IO-card thereby
alarmed in the IAS OS alarm banner. A dedicated function module, red_adm, will administrate the maintaining power to the field and preventing
- A system power failure is indicated by a common alarm signal. discrepancy check, in order to minimise network load. shutdown. Fail-safe open outputs is activated when
The unit is identified by the red LED in front of the power both RCUs shut down.
supply. Refer to power & wiring diagram. Manual switch
- An IO-card or RCU failure is individually identified on the In order to investigate the discrepancy alarm, the Operator may
OS-screen. The unit may also be identified by an unlit or red switch to the Display Passive RCU.
LED in front of the unit. Healthy units are green.
3. Componemt Failure
NOTE
Redundant power supplies ensures that ESD NE outputs will not be Item Failure Effect
de-energized and thus cause a shutdown should one of the power Failure in
supplies fail. serial interface N/A
communication
If there is a communication failure for one computer,
2) Loop monitoring Failure of the DO card will go to fail-open/close. Input cards will
whole I/O freeze the value.
system If the failure is total loss of I/O power, all NE loops
Analogue inputs are monitored for out of range (short circuit, open loose power and activate the controlled equipment.
circuit) in the software modules.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 138 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Illustration 4.16.1a Ship-Shore Link

CCR Control Room Field Cable Deck Equipment

Flush Mounted Ship Shore Link Enclosure PORT ITT/Cannon Box

Hotphone PORT Located AFT Close to
Ship AC ITT/
Power Supply Accomodation Block
CANNON
BOX
DSL
PORT Shipside Box
AC I/P
Located in
MLM Desktop
Modem Manifold Area
Display
Power
Conveptor 14 Core Cable
Hotphone Speaker DES Miyaki Miyaki Miyaki
AC 100 V Speaker 6 way 6 way 6 way
Cable
(1 Pair) Hotphone Dual Gang
37 Way & 4 Way
Junction FO JXB
I/P 4W 37 W
Box
FIBRE OPTIC/ELECTRIC
POW ER
SYSTEM SELECTOR M ODU LE

POW ER SU PPLY M ODU LE

Public Plant
SSL POW ER
PR I MA R Y SEC ONDA R Y +24
OFF
I / P POWER I / P POW ER OU TPU T

ON

Changeover Power Phone Phone

Display
Switch OKI Modem
DC 12 V
MLM Serial Line
Desktop O/P B A O/P I/P Hotphone
PSU Consult Relecant Project
PC Specific SSL Enclosure
Serial
I/P AC 220 V Drawings for Full Details
of Cable Connections
220 VAC Enclosure
Power
(3 Core from (5m Earth Cable to Structure
9 W “D” All Cables Enter SSL to Non Haz Area)
RJ11 RJ11 RJ11 Distribution Earthing
Conn Board) Enclosure from PE IS Clean
Under Deck Ground Earth Earth
Ship AC (Spare)
Power Supply

14 Electric Cable
STBD ITT/Cannon Box
08 ECMC (Optic Cable-170M) Located AFT Close to
Public Phone (1 Pair Minimum) STBD
10 Electric Cable Accomodation Block
Plant Telephone (1 Pair Minimum) ITT/
13 Electric Cable CANNON
01 MLM Mode I/F (Fibre-Optic Mode) (1 Pair Minimum)
11 Electric Cable BOX STBD Shipside Box
02 MLM RS-232 I/F (Electric Mode) (3 Core Minimum)
12 Electric Cable Located in
Manifold Area
ESDS Ship to Shore ESD (to IAS)
Control Miyaki Miyaki Miyaki
6 way 6 way 6 way
Cabinet Shore to Ship ESD (to IAS)
Dual Gang
37 Way & 4 Way
FO JXB
I/P 4W 37 W
IAS EER Common Alarm Indication (to IAS)
Cabinet 3

Shore to Ship ESD 1st Up Indication (Optional) (to IAS) (1 Pair Minimum)
Ship to Shore ESD 1st Up Indication (Optional) (to IAS) (1 Pair Minimum)
Electric Selected Indication (Optional) (to IAS) (1 Pair Minimum) (5m Earth Cable
Fibre-Optic Selected Indication (Optional) (to IAS) (1 Pair Minimum) to Non Haz Area)
Optional Vapour Pressure Signal (IS Barrier I/F) (1 Pair Minimum) 07 Electric Cable
Fibre-Optic Select Function (to CCR Console) (1 Pair Minimum) 01 ECMC (Optic Cable-170M)
Electric Select Function (to CCR Console) (1 Pair Minimum)
03 Electric Cable (19 Pair Minimum) Enclosure
06 Electric Cable (4 Pair Minimum) to Structure
220 VAC Primary Supply (from Power Distribution Board) (3 Core Minimum)
04 Electric Cable (4 Pair Minimum) Earthing
05 Electric Cable (4 Pair Minimum)
24VDC Back Up Supply (from Power Distribution Board) (2 Core Minimum)

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 139 Part 4 Cargo System
 CORCOVADO LNG
4.16 Ship Shore Communication System
4.16.1 Ship Shore Link
Maker: Seatechnik
1. General Description
Ship Shore Link systems (SSL) have been in use almost universally in
the LNG industry since the introduction of the SIGTTO
recommendations and guidelines for linked ship/shore emergency
shutdown of liquefied gas cargo transfer in 1987. Primarily for
emergency shutdown, the system also supports telecommunications and
data transfer.
The initial trade in LNG was from dedicated loading terminals to a small
number of receiving terminals and generally each trade used a unique ship-
shore link compatible with ships and shore installations. Following the
expansion of trade in the 1990’s, compatibility issues required solving as
ships were required to visit more terminals to avoid proliferation of
expensive systems and installations.
As the connection and installation at mid-ships passes through Hazardous
areas (To Shore) and Gas Dangerous areas (on board), any electrical
equipment requires either Flameproof (EEx’d’) certified equipment or
Intrinsically Safe (EEx’ia’ or EEx’ib’) circuitry.
NOTE
The abbreviations Ex’ia’, EEx’ib’ and EEx’d’ are used here to denote
electrical equipment that is designed and tested to ensure it does not
initiate an explosion where concentrations of flammable gases or
vapours are present.
Worldwide Compatible Integrated Systems
Terminals today are usually equipped with one, and in some cases two
systems. Usually, the terminal specifies the choice of system and the ship
is obliged to ensure it can offer a compatible counterpart on board.
SeaTechnik and fibre optic specialist partners have worked in the
development of Ship-shore systems since 1996 when the first Furukawa
compatible Fibre optic system was developed.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
Since then, a cost effective modular ship shore link system has been
developed which includes all of the afore mentioned systems in a single rack
with ship-side boxes that enable connection of shore umbilical cables to
shipside connectors which may be fixed or incorporated as a semi-portable
adaptor. A System Selector Module accommodates differences in
configurations.
SIGTTO guidelines recommend testing of all systems including SSL 24
hours before berthing. SeaTechnik produces a range of passive and active
test equipment which enables testing to full functional level by simulation.
This specification covers the equipment and operation of the standard
Safetylink fibre optic ship-shore link for communications and emergency
shutdown. Combined with this is an Electric SSL system. In this way, the
system is totally compatible with each terminal specified with
communications and shutdown functions supported by at least one system.
Compatibility for this project at the specified terminals is assured by at least
one system.
1) One-Only Connection
It is normal practice to connect only one system at a time by
prior agreement with the requirement of the terminal.
NOTE
Two ESD systems can never be used simultaneously.
2) Ship-to-Ship Transfer (STS)
STS is facilitated by the use of the Pyle National 37-way connector,
using the Hotline telephone in Iwatsu (Call-Signal) mode to connect
to a similarly outfitted ship. The system configuration module
supports reverse connection of shore-ship and ship-shore trip
circuits. Only one ship need select reverse connection.
NOTE
The fibre optic system cannot be used for STS, as the ship and shore
telecommunications operate on different frequencies and the simulated
shore system has to have exchange facilities to support the other
shipboard telephones.
4 - 140
Fibre-Optic Communication System Details
A Fibre-Optic Ship-Shore Link (FO SSL) comprising 4 channels of
multiplexed communications/data, ship-shore and shore-ship Emergency
Shutdown (ESD) is in use at 55 % of LNG Terminals worldwide and almost
all the Japanese Import terminals.
The original Ship-Shore Link system was developed in Japan by Sumitomo
and manufactured by Furukawa Electric Ltd. In 1996, SeaTechnik and UK
partners for the Das Island export terminal developed a totally compatible
but significantly improved system.
The shipboard system and terminal systems are identical other than the
transposition of frequencies of the telecommunications transmit and receive
channels and the need for a special fibre-optic cable reel on the shore and
selector switches for the shipboard installation between port & starboard.
The system comprises the following:
Control Enclosure Located in the cargo control room
From Control Enclosure to shipside boxes for
Fibre Optic Cable
fibre optic connector.
Port and starboard for 6-way fibre optic
Shipside boxes
connectors to shore System
Seatechnik CTS-HP3 Iwatsu compatible Hot-
Hotline Telephone
phone
An active EEx’d’ simulator, which electrically
Test unit
simulates a shore system
The system is 100% compatible, both electrically and mechanically with
the shore systems provided by Seatechnik.
Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
2. Smart Fibre Optic System Ship-Shore Ship-Shore 3) Control and Alarm Functions
Channel
Receive carriers Transmit carriers
1-Data Channel 18 kHz 78 kHz The display indicates the status of the FO telecom and data
channels with either green for a healthy channel or amber for a
2-Hot line phone 30 kHz 90 kHz
faulty channel.
3-Public phone 42 kHz 102 kHz
4-Internal phone 54 kHz 114 kHz Both Ship->Shore and Shore->Ship channels (8 channels in all) are
monitored. Any faults detected on these channels generates a
2) ESDS Function common/system alarm, but not an ESD alarm

This function uses Transmit/Receive and Electronic>Optical A test mode is also incorporated. This is performed in conjunction
transducers. These are incorporated within the 6U module and not with the Fibre-Optic Passive Loopback device fitted into the
in the fibre optic connection box. shipside box FO connector. It performs a basic check on the FO
cable running from the SSL cabinet to the shipside box and back
Signals are provided by tone for normal safe mode and normal for telecom use.
ESD mode. A fail-safe operation function is also incorporated.
The Smart Fibre Optic (FO) module is incorporated as a 6U module
within the modular hardware framework of the Seatechnik SSL racking 4) Port and Starboard Selection
A test mode is also incorporated. This is performed in conjunction
cabinet. The module uses digital electronics, touch sensitive buttons and
with the Fibre-Optic Passive Loopback device fitted into the Port and starboard selection is made by touching the port and
a TFT display to provide a user-friendly interface to control and display
shipside box FO connector. It performs a basic check on the FO starboard selection switch on the 6U Smart FO module.
FO ESD and communications status.
cable running from the SSL cabinet to the shipside box and back
for the ESD FO cables, and can also be used for checking FO ESD
The system retains full compatibility with older analogue 850nM FO
functions. Fibre Optic Junction Box
ESDs and communications channels with the functionality of the existing
analogue FO SSL system retained over the (4) cores of fibre optic cable
Condition Input Output
currently in use. The system is also ‘future proof’ for upgrade to Digital
Function should it be required. Normal Close Close
ESD Open Open
Functionality of Smart Fibre Optic Module Signal fault - Open
Switching Capacity of Relay DC 24V / AC 230V - 3A
The Smart FO module looks after Fibre-Optic functions within the SSL
cabinet. The sections below give some details of the functionality. In operation, the status of the ESD signals are displayed in their
relevant positions on the 6U module TFT display.
1) Telecom I/F Communications

ESD Status Display Indication

This functionality supports (3) voice and (1) data multiplexed
telecom channels. Normal Green
ESD Red
Transmission Scheme Modem (2) wire full duplex voice-
band carrier frequency with Both No operator actions are required during system operation between This is installed within the main system Control Enclosure. The 6 core, fibre
Side Band (BSB) the ship & shore. optic cable from the shipside box FO connector, both port and starboard
Multiplex Method Frequency Division Multiplex sides feed into this box. Terminations are FO ST connectors. The FO cores
modulation are then transferred from this box via FO ‘ST’ Type patch leads to the Smart
Modulation Scheme Frequency Shift Method Carrier 2.6 FO Module.
kHz

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 141 Part 4 Cargo System
 CORCOVADO LNG
3. Smart Electric System
The Smart Electric module is incorporated as a 6U module within the
modular hardware framework of the existing Seatechnik SSL racking
cabinet. The Smart Electric module uses digital electronics, touch
sensitive buttons and a TFT display to provide a user-friendly interface to
control and display Electric ESD and communications status.
Many LNG terminal systems worldwide, have different configurations
between ESD circuits, ESD pin outs on the shipside connector as well as
additional inputs, e.g. loading arm limit trips in France. A number of
different hotline telephones are in use and there are differences in pin
outs in use on the shipside connector for some telephone circuits. This
system accommodates all of these configurations. It also has a more
sophisticated and user-friendly operator interface, making the selection
of pin connections much easier than previous versions available.
Electrical pin connection is simply selected by choosing the port/terminal
at which the ship is berthed.
The system also has some extra features, which assist in set-up, line
monitoring and fault diagnosis. It also allows ‘ship-to-ship’ transfer
configuration.
Functionality of Smart Electric Module
The system provides for the user a 6U 19″ module with a 10.4″ SVGA
TFT display with six self calibrating touch sensitive soft-keys to navigate
through the menu, in order to control the system configuration and
display diagnostics.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
Internally, the system is based on a plug-in card design structure where a
master backplane PCB is mounted to the rear of the module, and
individual plug-in cards containing microcontrollers and I/O PCBs are
fitted to the backplane. This allows the individual PCBs to be removed
and replaced as necessary.
All ESD signals are passed through ‘IS’ barriers to ensure that the signals
are intrinsically safe, the ESD I/O PCBs follow all design principles of
Ex’ia’ to ensure that IS signals are separate from non-IS signals.
The main configuration file may be updated as necessary and available to
users by email at the Seatechnik website. The system can be updated by
overwriting older versions using a USB flash drive. In addition, new
terminals can be added by the user via screen commands.
The ITT Cannon connector is installed in a safe area and a single
configuration is used following the Yung An (Taiwan) lead. The
connections to this will not require being routed through the IS side of
the digital system.
1) Terminal Selection
The system will contain a fully configured list of all terminal
configurations known to Seatechnik. At the time of
commissioning, a list of ship specific ‘common terminals’ can
be added to a selection menu, this allows the terminals
frequently visited by the ship to be accessed directly. The
‘common terminal’ list is password protected and can be edited
if required.
2) Configuration and Event Logging
The system stores the current configuration that will be loaded
on start-up.
The system will store configuration changes, time & date data
together with events to a stored data file in flash memory. This
can be accessed via USB flash drive.
At 37-Way Electrical and MIYAKI connected terminals, the
system allows line voltages across the telecom pins to be sensed.
In this way, the presence of PABX/PSTN/PRIVATE LINE
exchange voltage and hotphone/sound powered ring voltages
can be detected.
4 - 142
3) Electric System Status and System ESD Status Indication
The ‘ELECTRIC SYSTEM STATUS’ menu is the main control
screen associated with the Digital Electric SSL system. The ESD
status and terminal specific information is displayed to allow the
user to see the status of the Ship-Shore Link during operation.
The information displayed and the controls of the system are
defined below.
The SYSTEM ESD STATUS indicator will follow the ESD
TRIP status of both the SHIP TO SHORE and the SHORE TO
SHIP ESD status.
System monitoring of the Ship to Shore and Shore to Ship ESD
provides a ‘first up’ alarm should one of the ESD signals change
to a TRIP state, (thus indicating which system initiated the ESD).
Indication as to which system initiated the TRIP will be shown
alongside the SYSTEM STATUS ESD indicator. Contacts to the
DCS can be provided so the event is logged for reference.
4) Trip Inputs
Four indicators show Green ‘HEALTHY’ or Red ‘TRIP’
indicating a trip state.
Some shore terminals use three additional ESD signals as well
as the standard Shore to Ship ESD. The terminal data will have
been pre-configured to enable or disable these additional trip
functions. When disabled, the Tank High Level, 1st Stage
Loading Alarm and 2nd Stage Loading Alarm indicators will be
removed from the display, and only the SHORE TO SHIP ESD
indicator will function.
Part 4 Cargo System
 CORCOVADO LNG
4. Ship Side Connectors
The current ship side connector SSL systems in use supported by the
Seatechnik system are:
Fibre-Optic 6-Core Connector
The system utilises a combined Electric/Fibre optic shipside box, one
port and one starboard. In addition to Electric Connectors, it also has a
multi-way 6-fibre pre terminated shipside connector tail on the right hand
side. The tail is factory terminated with approximately 1.5metre cable
into a polycarbonate IP65 enclosure with (6) ST-ST bulkhead fittings that
terminate with the fixed cable. The shipside connector is installed within
one of the fixed shipside boxes.
Electrical Connectors
Electric Systems were introduced by El Paso Corp in 1976 using Pyle
National Connectors, type A, manufactured to National Electric Flameproof
standards for Class 1 Division 1 Group C & D hazardous areas carrying FM
approval. The Pyle National product was designated AF-B1716-621 SL-AG
(receptacle) and AF-1016-621PL-37 (Plug). Manufacture of Pyle compatible
Product continued in 1997 by EEC, Chicago USA. From August 2003, the
certification complies with ATEX with manufacture accredited to
SeaTechnik under QAN status. There are many idiosyncratic pin
configurations in use at many terminals, both old and recent.
These systems are in use in Atlantic, Europe, Mediterranean, Africa, Middle
East and India. The 37-Way Electrical connector is a robust 316SS and hard-
anodised aluminium unit using a square thread on the receptacle to engage a
spring-loaded barrel, part of the plug. The connector effectively isolates all
circuits before the plug and receptacle parts are separated.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
The HDE series versions of the 37-Way Electrical Connector is now board. The principal protection is however Ex’d’ not Ex’ia’.
manufactured by EEC of Chicago and is compatible with the original Pyle
National AF series product and the Vantage equivalent. The EEC product Generally the links support:
carries ‘ATEX’ certification.
 ESD Ship-to-Shore
 ESD Shore-to-Ship
 Telecommunication channels
 Additional Shore-to-Ship trips required by some French
import terminals
 Control of return gas compressor pressure offered by some
US import terminals
 Test facilities
 Data transfer for Mooring Load Monitor
 Connection identification
<37-Way and 4-Way Electrical Receptacles>
2) 4-Way Electrical Receptacle
Ship side boxes generally utilise a dual receptacle dedicated EEx’d’ JB,
mounted vertically on the backplate. This enables the shipside box to be
closed when the umbilical is connected
NOTE
The worldwide standard is a female gender receptacle to be fitted
shore and ship. The umbilical interface cable is male gender at both
ends.
The receptacle has a permanent connection to the ship’s superstructure. A
1) 37-Way Electrical Receptacle 4-Way Electrical Umbilical Cable must be used to connect to the fixed
receptacle counterpart on shore, which is connected to the shore ground.
Standard practice is to ensure safe functioning during emergency breakaway
of a ship and thus, requiring all ESD circuits to be protected by intrinsically
safe (Ex’ia’) techniques. The telephone circuits which themselves cannot be
passed through Ex’ia’ certified barriers are powered from shore and isolated
by an Ex’ia’ relays on shore which are switched by continuity loops on
4 - 143 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Miyaki Connector closed during normal operation. The receptacles are provided with
suitable glands for ship wiring cable.

The connections are six (6) core stainless steel fibre optic connectors,
37-way & 4-way electrical receptacles and three (3) Miyaki Receptacles.
The details are as follows:

No. Components General Information

1 Fibre optic connector
2 Fibre optic junction box
3 Explosion proof junction box
4 37-way electric receptacle
5 4-way electrical receptacle A stainless steel shipside box is provided to house the two “Das Island
6 Miyaki compatible ESD receptacle Connectors”. The connectors have no connection to the Ship-Shore Link
7 Miyaki compatible telephone receptacle 1
System, and must be connected directly to the ship manifold valve limit
switches. These connectors are A.T.X. 0944 16 type (3P+N+E).
8 Miyaki compatible telephone receptacle 2
The Miyaki Connectors are a vertically mounted unit with a lever
operated isolator interlocked with the plug body. The receptacle is 6. Test Equipment
AFT Connection
retained by the locking ring, which is turned after insertion of the plug to
retain the plug. The plug cannot be engaged or disengaged with the FO Test Unit – ATU (Active Test Unit)
isolator ON. Miyaki provided a 21E-P-T connector to TTIS standards
and is compatible mechanically with `the new units, which are
designated 21CE-P-T. (2) or (3) 21-E-P-T receptacles are used, (1)
dedicated to ESD and (1) or (2) to telephone connections. These systems
are in use in the Far East, Indonesia, Malaysia and the Middle East.

5. Ship Side Boxes

Mid-Ships Connection
<ITT Cannon Connector>

ITT Cannon connectors are supplied within small enclosures for

mounting aft within the safe area. The system uses a MIL-STD 11 pin
3 connector installed in a safe area aft of accommodation on the ship. It
carries only telephone functions with ESD at these terminals normally
utilizing a pneumatic umbilical. These systems are in use in Taiwan,
The Active Test unit is in effect a complete shore system simulator. The
6 7 8 Indonesia and Japan.
2 Active loop-back connector is used to carry out a full local functional test of
1
5 4 the system allowing a full pre-berth test to be carried out from the electrical
Das Island Connection
telephone and ESD inputs via the cable, up to the shipside combination
connector. An intrinsically safe handset allows all 3-telephone channels,
To enable fast LNG transfer for a ship loading at the Das Island LNG
including hotline, to be tested for Tx and Rx signalling and speech paths.
Terminal additional connections are required to connect the shore ESD
The IP55 boxes supplied by Seatechnik are 1180x550x360 mm in size.
control system directly to the ship manifold valves’ limit switches (up to 4
They are fabricated from 316L stainless steel. Provision is made for
valves).
insertion of link cables via the lower aperture so that the door may be

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 144 Part 4 Cargo System
 CORCOVADO LNG
The unit comprises an EEx’d’ explosion-proof enclosure, which includes a
1.2 m length of optic cable and a 6-way ship-type connector.
The box is fitted with three switches
 OFF-NORMAL-ESD: Setting to ESD position will trigger a
Normal ESD
 CH1-4 SELECTOR WITH LED TEST: Selects the telephone
channel to be tested by the handset.
 NORMAL-RING-CALL/SIGNAL: Set switch to ‘RING’ will call
the PABX/Public phone, CALL/SIGNAL for hot phone will allow
normal speech to be verified.
A central window gives access to the circuitry, charging connection and
allows the LEDS to be viewed. LEDS show:
 NORMAL
 ESD
 SIGNAL FAULT
 Rx and Tx NORMAL and ABNORMAL status for the channel
selected
 Battery LOW
Cargo Operating Manual
An Electric Test unit is supplied which can plug into the 37-way shipside
connector to be tested and enables ship-shore trip and most
configurations of shore trip ESD signals to be tested.
7. Ancillary Systems and Equipment
Hotline Telephone Unit
The SeaTechnik HotPhone, Model CTS-HP-3 is a robust dial-less hotline
telephone system for use with the SeaTechnik Safetylink OFT-SSL. The
phone is special signalling and Iwatsu compatible, which can be switched
to operate in standard (private line - 48V DC/ 78V AC signalling mode).
This means only one (1) hotline phone is necessary for the control room.
The external speaker and CALL/SIGNAL pushbuttons, function only
with the Seatechnik CTS-HTP3 / Iwatsu type phones, when signalling is
selected and not when in private line mode.
Interconnection cables are linked between the PSU, JB and the telephone
body.
The system signals in use indication in LED as follows:
• In use - Amber
• Mode selection - Red
• IS - green
PABX/Public Telephones
Two (2) standard telephones are supplied. Line termination is by a RJ11
standard 4-connector type socket outlet (USA/International). The
telephones may be flush mounted on the console or desk/bulkhead
surface mounted. They are connected into the FO ship-shore link control
enclosure and switched by internal circuitry within the FO ship-shore
link control enclosure or by the FO-ELECTRIC system selector switch.

Incoming Ring signalling for the channel selected.

The unit is powered using rechargeable NiMH batteries and can operate for a
minimum of 1 hour.

Electric Test Unit

When connected via the electric SSL link, the dual mode hotline also
supports private line signalling (the called hotline telephone rings when
the handset is lifted on the calling telephone and vice versa, when a ring-
down module is part of the shore telecom system).
The telephones support DTMF (tone) signalling used in most terminals
When in Iwatsu mode, it uses two push buttons: Call and Signal. and loop disconnect (pulse) signalling still used in some Japanese
 The terminal Hotphone(s) are called by lifting the handset and terminals.
pressing the call button while the caller speaks into the  Line Voltage 48VDC (36-58 V DC)
mouthpiece. These actions result in the caller being heard at the  Ring Voltage 78V AC (40-80 V AC)
called phones and a visual indication. A two-way conversation
 Off-hook line impedance 600 Ω
can commence when the handset on the called phone is lifted.
 On hook line impedance 6000 Ω
 The terminal Hotphone(s) are signalled by lifting the handset
and pressing the signal button. These actions result in an
audible tremolo sound and a visual indication at the signalled
phones. A two-way conversation can commence when the
handset on the signalled phone is lifted.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 145 Part 4 Cargo System
 CORCOVADO LNG
4.15.2 Mooring Load Monitoring System
The shore, which also determines procedures and limits in case of the
onset of adverse weather, normally sets mooring configurations/patterns.
Shore based Mooring Line Monitoring Systems (MLM) are present at
many LNG terminals.
In some cases Mooring Load Monitor data can be transmitted to the ship
in order that the ship’s staff can be aware of mooring loads and the
shore-set limits to normal loading.
MLM system equipment software is made by Trelleborg Marine systems
(& SeaTechnik).
Transmission systems are as follows:
 Yewmac-compatible transmitting MLM’s produced by
Yokugawa Electric, Harbour & Marine and Yamatake. Data rate is
very slow by modern standards at 1200 baud and the protocol was
originally intended for use with a NEC PC running M-Basic, now
obsolete. The H&M system is utilised here and H&M have
produced software compatible with most terminals. The shore
systems use a NEC Datax 1200-baud modem, which normally
communicates via the FO system Channel 1. The modem protocol
again is unique and incompatible with International standards.
 Marimatech Dockmaster transmitting MLM’s produced by
Marimatech. This communicates via the FO system Channel 1 at
1200-9600 baud using a conventional Hayes compatible leased
line-type modem. At the terminals using this system (Bonny,
Hazira) the shore provide a notebook computer, which plugs into
the RJ11/45 socket connected, to FO system Channel 1. At Dahej
and Hazira, the transmission is via the 37-Way Electrical System
but using a dedicated zener barrier-protected circuit.
 Marimatech UHF LAN. Used in Oman, Dabhol and Incheon 2.
The pilot carries on board a receiver ‘tablet’ which displays
Meteorological data, Berthing speed of approach data and MLM
data. While the tablet can normally receive data from the shore
antenna in any line of sight point and like a cellular phone most
other locations on board, Oman LNG officially require vessels
regularly calling at Qalhat to have a bridge repeater fitted. But is
understood this requirement is subject to review at the time of
writing.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
 Harbour & Marine VHF MLM. Used in Trinidad and Cove
Point. The Shore provides a VHF connected notebook, which
displays MLM data. No requirement for ship’s equipment is
needed.
1. Mooring Load Monitor Fixed Repeater - Hardware
Mooring data is received from the MLMS via an RS232 serial
communications port either via the Ch1 FO Ship-to-Shore Link (SSL) or a
direct serial interface SSL cable over Electric SSL pins 31, 32 & 33.
b) Select the jetty and click the [OK] button.
The MLM-Vessel Repeater accepts mooring data from the MLMS and The main screen displays the selected jetty’s dolphin layout and
corresponding load histograms.
presents it on the Graphical User interface (GUI). MLM-Vessel Repeater
includes a database of the vessel information, a table of port
NOTE
specifications as per the SIGTTO data and a table to store mooring
The vessel graphic on the main screen assumes the default
patterns for each jetty. The database is customized for each vessel by orientation for the selected jetty.
H&M.
2) Mooring Load Monitoring
2. Mooring Load Monitor Fixed Repeater - Software
The MLM-Vessel Repeater System provides real-time monitoring of
mooring hook loads via data received from the shore-side MLM system.
The system provides the following features:
• Numerical load readouts
• Graphical load display via histograms, grouped by dolphin
• Audible alarm indication
• Histograms change colour with alarms
• Loss of communication indicators
• Graphical representation of vessel
• Graphical representation of berth layout
<MLM Vessel Repeater Window>
• Graphical representation of mooring pattern
• Display of environmental data, where available
Mooring load monitoring is always active once a jetty has been
selected. The load-bar graphs show the current line loads, without
3. Starting the System further operator intervention.
a) Load Histograms
1) Selecting a Jetty
To establish communication with the shore-based MLMS and The mooring line loads are displayed graphically as
commence a vessel mooring monitoring session, a jetty must be selected. histograms. The histograms are grouped by dolphin and are
individually labelled.
a) Click on Operations  Select Jetty in the menu.
The system displays a Dock Select window containing a list of
available jetty configurations.
4 - 146 Part 4 Cargo System
 CORCOVADO LNG
The histograms change colour according to the status of the hook loads.
Green Line tension is acceptable.
Line tension is beyond High or Low alarm
Red
point
Illegal data alarm received from MLMS.
Grey
These loads are also crossed out with red
Old data is indicated, after a loss of two data
Navy
packets, by navy blue histograms
b) 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.
<Histograms with numerical load readout on and off>
c) Audible Alarm
If any mooring load is reported with an alarm status (High,
Low or Illegal), the computer will emit an audible tone every
two seconds. It will continue beeping until a user
acknowledges the alarm. Any hook in an alarm state will not
retrigger an alarm unless it is returned to a normal state first.
To stop the audible tone, click on the Alarm Acknowledge
button on the right side of the screen.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
4. Mooring Pattern
5. Communications Status
<Creating and Saving a Mooring Pattern>
1) Creating a Mooring Pattern
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
2) Saving a Mooring Pattern
Once complete the pattern can be saved for this jetty:
a) Select Patterns  Save from the menu.
The system responds with the Mooring Patterns window.
b) Enter a name for the pattern or save over an existing pattern by
selecting it from the list of patterns shown.
4 - 147
3) Deleting a Mooring Pattern
To delete an unused pattern for the current jetty:
a) Select Patterns  Delete from the menu.
The system responds with the Delete Pattern window.
b) Select the pattern you wish to delete from the list of available
patterns and click [OK].
c) Click [Yes] to confirm the deletion.
4) Loading a Mooring Pattern
Previously saved mooring patterns may be loaded
a) Select Patterns  Load from the menu.
The system responds with the Select Pattern window.
b) Select the pattern you wish to load from the list of available
patterns and click [OK].
1) Loss of Communication
Communication between the MLM-Vessel Repeater System and the
shore-side Mooring Line Monitoring System is via the serial port.
<Communication Status>
The communications status indicator will change from a Red “Not
Connected” to a Green “Connected” when any correctly formatted data 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.
Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
2) Choosing The Com Port

Com port 1 is used, by default, for the connection to Seatechnik ship-to-

shore communications link.

To select a different Com Port:

a) Select File  Setup  Com Port from the menu.

The system responds with the Com Port window.

b) Enter the Com Port number you wish to use and click [OK].

3) Saving Communication Logs

Communication logs can be saved to disk, for diagnostic purposes. If

you are asked to save a the logs:

a) Select File  Save Comms Log from the menu.

The files are written to the Logs subfolder, under the application folder.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 148 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
4.17 Relief Systems Illustration 4.17.1a Cargo Tank Relief Valves

Each cargo tank is fitted with two pressure/vacuum relief valves as required Test Gag
by the IGC code. The IBS and IS are each protected by two pressure relief Exhaust Tube
valves per cargo tank.

Off Set 20
Adjust Screw
4.17.1 Cargo Tank Relief Valves
Check Plate
1. Specification
Diaphragm

Maker: Fukui Seisakusho Co., Ltd.

Design Type: Pilot Operated
Type & Size: PSL-MD13-131-DS1(B),
10″ x 12″
Number of sets: 8
Tag No.: CF101, 201, 301, 401, 102, 202,
302, 402
For Test Connection
Pilot Valve
RC 1/2
<Setting Value>
Set pressure 0.35 bar
For Manual Lifting Device
Closing pressure 0.315 bar
Connection RC 1/2
Required capacity 21,796 Nm3/h
Diaphragm Retainer Set Plate
Relieving capacity 34,440 Nm3/h
Relieving pressure 1.433 barA

2. General Description

The cargo tank relief valves are fitted at the liquid 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, Supply
accurate operation at the low pressures prevailing inside the tank is assured. Pipe

The cargo relief valves are set up initially by the makers for the
requirements on the ship. If overhaul of the valves by ship’s staff is carried
out, the valves must be checked and reset to the original settings.
Nozzle
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.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 149 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
4.17.2 Insulation Space Relief Valves The primary and secondary insulation space valves are set up initially by
the Maker for the requirements on the ship. If overhaul of the valves by
1. Specification ship’s staff is carried out, the valves must be checked and reset to the
original settings (See Maker’s instructions for details).
Maker: Fukui Seisakusho Co., Ltd.
Type: PSL-MD12-131-S1(B) 6″ X 6″ Illustration 4.17.2a Insulation Space Relief Valves
Number of units: 16 Test Gag
Number per tank: Primary Insulation Space: 2 Exhaust Tube
Secondary Insulation Space: 2
Tag No.: CF171, 172, 173, 174, 271, 272, 273,

Offset 20
274, 371, 372, 373, 374, 471, 472,
Adjust Screw
473, 474

Check Plate
<Setting Value>
Set pressure 0.01 bar Diaphragm

Closing pressure 0.008 bar

Required capacity 1,035 Nm3/h
Relieving capacity 2,136 Nm3/h
Relieving pressure 1.033 barA

2. General Description

The primary and secondary insulation spaces are protected by 4 relief

valves per cargo tank.
Pilot Valve
A gas detection line is led out from below the valves, (one point for the Vent Tube
primary insulation space and one point for the secondary insulation space
Field Test Valve
per cargo tank) to the gas monitoring system. This is to give a constant
indication of the atmosphere inside the primary and secondary insulation
spaces.
For Test Connection
The primary insulation relief valve vapour outlet is led to a separate vent Rc 1/2
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 Supply Pipe Main
assembly. Valve

The secondary insulation space 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.

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 150 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
4.17.3 Cargo Tank and Insulation Space Relief Valves Furthermore, pressure is also directly introduced to the boost chamber When the primary pressure reaches the set pressure, the following
Operating Principle from the pressure intake line in order to always equalize it with the relation is established.
system pressure. In this condition, the system pressure (PO), the dome
The following designations are described as below. pressure (PD), the sensing pressure (PS) and the boost pressure (PB) are Spring Load F < AS x PS

PO: System pressure all the same, as expressed in the following formula. Therefore, the disc of the pilot valve is caused to slightly open, thus
PD: Main valve dome pressure PO=PD=PS=PB allowing a small amount of flow to the pilot line, which is then
PS: Pilot sensing pressure discharged through the outlet of the pilot valve. The flow caused by this
PB: pilot boost pressure Since the main valve is so designed that the pressure receiving area of the discharge process brings about pressure loss at the adjusting needle (A),
AO: Pressure receiving area of main valve disc piston (AD is larger than that of the disc (AO), the disc of the main valve causing pressure drop of the sensing chamber.
AD: Pressure receiving area of main valve dome is firmly pressed against the nozzle seat by the load obtained by (AD-
AS: Pressure receiving area of sensing diaphragm AO) x PO. This pressure drop in turn destroys the pressure balanced condition
AB: Pressure receiving area of boost diaphragm between the sensing chamber and the boost chamber, causing an upward
In the pilot valve, the sensing chamber and boost chamber are balanced load [AS x PS + AB x (PB-PS)] to be produced.
1. Over Pressure Function in pressure and the force which acts to open the pilot valve is the one
obtained by multi-playing the pressure receiving area of the sensing As a result, the pilot valve is fully opened. Namely, the following relation
diagram (AS) with PS. The following relation is maintained for the pilot is established.
Valve Closed Condition
valve. F + △F < AS x PS + AB (PB-PS)
Blowdown Adjustments
A : Adjusting Needle Spring Load F > AS x PS Where;
Spring Load F B : Fixed Needle

Operation of Pilot Valve △F is an increased portion of load by lift of the pilot valve.
Sensing Diaphragm
Blowdown Adjustments Operation of Main Valve
As Sensing Chamber A : Adjusting Needle
Spring Load F B : Fixed Needle
PS AB
Blowdown Adjustments
PB A : Adjusting Needle
Boost Diaphragm Spring Load F B : Fixed Needle
A Boost Chamber Sensing Diaphragm

Sensing Chamber
B Main Diaphragm
PS Sensing Diaphragm
Dome Sensing Chamber
PB
PD Boost Diaphragm
AD PS
A Boost Chamber
PB
Boost Diaphragm
B Main Diaphragm Boost Chamber
A
Main Valve Disc Dome
PD B Main Diaphragm

AO Dome

PO

Primary Pressure Intake Line Main Valve Disc

Primary Pressure

- Fig. 1 -

PO

Pressure is supplied to the dome chamber of the main valve from the Primary Pressure Intake Line
Primary Pressure PO
pressure intake line of the primary side through the adjusting needle (A)
and the fixed needle (B), and then to the sensing chamber from - Fig. 2 - Primary Pressure Intake Line
Primary Pressure
downstream of the adjusting needle (A).
- Fig. 3-

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 151 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Since the flow rate of the fluid discharged from the pilot valve is larger 2. Vacuum Pressure Function In the pilot valve, the sensing chamber and boost chamber are balanced
than that of the fluid flowing into the dome chamber through the in pressure and the force which acts to open the pilot valve is the one
adjusting needle (A) and the fixed needle (B) due to the full lift of the Valve Closed Condition obtained by multi-playing the pressure receiving area of the sensing
pilot valve, the dome chamber pressure drops. diagram (AS) with PS. The following relation is maintained for the pilot
Pressure is supplied to the dome chamber of the main valve from the valve.
Owing to this pressure drop of the dome chamber, the disc of the main pressure intake line of the primary side through the adjusting needle (A)
valve is lifted by the system pressure, attaining a full lift at the specified and the fixed needle (B), and then to the sensing chamber from Spring Load F > AS x PS
pressure. downstream of the adjusting needle (A).
Operation of Main Valve
Closing of Pilot Valve
Blowdown Adjustments
When the primary pressure reaches the set pressure of vacuum, the
A : Adjusting Needle
Blowdown Adjustments Spring Load F B : Fixed Needle following relation is established.
A : Adjusting Needle
Spring Load F B : Fixed Needle
Spring Load F > AS x PS
Sensing Diaphragm

Sensing Diaphragm As Sensing Chamber

Therefore, the value of AS x PS is minus. So the pilot valve does not
Sensing Chamber PS AB operate.
PS PB
Boost Diaphragm (AD-AO) x PO > Dead weight disc assembly
PB
Boost Diaphragm A Boost Chamber

A Boost Chamber The disc of the main valve is lifted by the atmospheric pressure, attaining
B Main Diaphragm
a full lift at the specified pressure.
B Main Diaphragm Dome
PD
Dome AD
Blowdown Adjustments
A : Adjusting Needle
Spring Load F B : Fixed Needle

Sensing Diaphragm
AO
As Sensing Chamber
PO PS AB
PO PB
Primary Pressure Intake Line
Boost Diaphragm
Primary Pressure
Primary Pressure Intake Line Boost Chamber
A
Primary Pressure - Fig. 5-
B Main Diaphragm
- Fig. 4- Furthermore, pressure is also directly introduced to the boost chamber
Dome
from the pressure intake line in order to always equalize it with the
When the system pressure approaches the specified reseating pressure, system pressure. In this condition, the system pressure (PO), the dome
the spring load begins to overcome the system pressure again, causing pressure (PD), the sensing pressure (PS) and the boost pressure (PB) are
the disc of the pilot valve to go down and reseat. At the same time when all the same, as expressed in the following formula.
the disc reaches the nozzle seat, the pressures in the sensing chamber and
the dome chamber are recovered to the system pressure, with the disc of PO=PD=PS=PB
the main valve correspondingly re-seated at the nozzle seat, returning to Since the main valve is so designed that the pressure receiving area of the
the condition as shown in Fig.1. piston (AD is larger than that of the disc (AO), the disc of the main valve
PO

is firmly pressed against the nozzle seat by the load obtained by (AD- Primary Pressure Intake Line
Primary Pressure
AO) x PO. - Fig. 6-

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 152 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
4.17.4 Pipe Relief Valves Illustration 4.17.4a Cargo Pipe Relief Valve (REC131-S1(E)) Illustration 4.17.4b Cargo Pipe Relief Valve (REC131-S1(N))

1. Specification
Test gag Test gag
Plug Plug
Maker: Fukui Seisakusho Co., Ltd.
Type: REC131-S1(E) - 25 sets Lifting fork
REC131-S1(N) - 27 sets
Tag No.: (E) type: CF403, 105, 205, 305, 405, lock nut Lock nut
206, 306, 406, 801, 803, 805, 807, Cap
Shaft
Adj. screw Adj. screw
701, 703, 705, 707, 709, 407, 315, lock nut
lock nut
409, 418, 419, 316, 506, 507 Cap
Cap nut
(N) type: CF103, 203, 303, 104, 204,
304, 404, 106, 802, 804, 806, 808,
702, 704, 706, 708, 501, 503, 502, S S
Adjusting screw
Adjusting screw
504, 107, 208, 308, 408, 310, 410,
505 Lever
Spring Spring

<Setting Value> Spindle

Spindle
All valves except
Tag No. CF316
CF316
Lever Stud bolt & nut
Set pressure 10 bar 3 bar Stud bolt & nut

Closing pressure 9 bar 2.7 bar

2. General Description
Guide
Guide
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 Adj. ring Adj. ring
manifold relief lines, the cargo machinery space relief lines and No.3 & 4
Disc Disc
cargo tanks relief lines are led to No.3 & 4 vapour domes. No.1 & 2 S S

cargo tank relief lines are led to No.1 & 2 vapour domes.
Plug Plug
Adj. lock bolt Adj. lock bolt

Nozzle Nozzle

IMO No. 9636711 / 1st Draft (2013.09.30) 4 - 153 Part 4 Cargo System
 CORCOVADO LNG Cargo Operating Manual
Part 5 : Cargo Auxiliary and Ballast System 5.10a Air System for Ship/Shore Pneumatic ESD .......................... 5 - 73
5.1 Temperature Monitoring System .................................................5 - 5
5.2 Insulation Space Nitrogen Control System..................................5 - 8
5.3 Cofferdam Glycol Heating System ............................................ 5 - 12
5.3.1 Glycol Water Heater ....................................................... 5 - 12
5.3.2 Cofferdam Glycol Heating System................................. 5 - 16
5.4 Auxiliary FW Cooling System................................................... 5 - 20
5.5 Ballast and Ballast Water Treatment System ............................. 5 - 25
5.5.1 Ballast System ................................................................ 5 - 25
5.5.2 Ballast Water Treatment System..................................... 5 - 32
5.6 Loading Computer ..................................................................... 5 - 43
5.6.1 Introduction and Definitions .......................................... 5 - 43
5.6.2 System Options .............................................................. 5 - 43
5.6.3 System Start-Up ............................................................. 5 - 45
5.6.4 Explanation of the Each Screen...................................... 5 - 45
5.6.5 Troubleshooting .............................................................. 5 - 62
5.7 Steam Condensate System ......................................................... 5 - 65
5.8 Bilge and Scupper System ......................................................... 5 - 68
5.9 Instrument Air System ............................................................... 5 - 71
5.10 Air System for Ship/Shore Pneumatic ESD............................. 5 - 73

Illustrations
5.1a Temperature Sensors on Secondary Space.................................5 - 1
5.1b Temperature Sensors on the Double Hull ..................................5 - 3
5.2a Insulation Space Nitrogen Control System ................................5 - 7
5.2b Nitrogen Insulation Supply Valves ............................................5 - 9
5.2c Nitrogen Insulation Exhaust Valves ...........................................5 - 9
5.3.1a Glycol Water Heater ............................................................. 5 - 11
5.3.2a Cofferdam Glycol Heating System ....................................... 5 - 15
5.3.2b Dynamic Auto Balancing Valve............................................ 5 - 16
5.4a Auxiliary Fresh Water Cooling System ................................... 5 - 19
5.5.1a Ballast System (1/2) .............................................................. 5 - 23
5.5.1b Ballast System (2/2) ............................................................. 5 - 24
5.5.1c Start Ballast/Deballast Sequence .......................................... 5 - 27
5.5.1d Stop Ballast / Deballast Stop Sequence ................................ 5 - 28
5.5.2a Ballast Water Treatment System ........................................... 5 - 31
5.7a Steam Condensate System (1/3) .............................................. 5 - 65
5.7b Steam Condensate System (2/3) .............................................. 5 - 66
5.7c Steam Condensate System (3/3) .............................................. 5 - 67
5.8a Bilge and Scupper System (1/2) .............................................. 5 - 68
5.8b Bilge and Scupper System (2/2) .............................................. 5 - 69
5.8c Drainage and N2 Filling for Secondary Barrier ....................... 5 - 70
Part 5
5.9a Instrument Air System (1/2) .................................................... 5 - 71
5.9b Instrument Air System (2/2) .................................................... 5 - 72 Cargo Auxiliary and Ballast System
IMO No. 9636711 / 1st Draft (2013.09.30) Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.1a Temperature Sensors on Secondary Space

Tank No. : 2, 3 & 4 Tank No. : 1 Note

C2 C2 1. Stand-by sensor selection method :
- Temp. sensors in secondary insulation
B1 B2 B2
C2 C2 Spaces : IAS I/O cabinet inside in electric
B1
Temperature Sensor on Secondary Barrier (Nb 18 Sets) : equipment room.
Double Elements : (TE1A/B, TE2A/B, TE3A/B, TE4A/B, TE5A/B, E6A/B, TE7A/B, TE8A/B, TE9A/B, TE10A/B)
H H
Single Elements in Service : (TE11A, TE12A, TE13A, TE14A) 2. Estimated location of temperature
Single Elements in Spare : (TE11B, TE12B, TE13B, TE14B) sensors have determined in accordance
B3
C1
B3 B4
C1
with GTT’s recommendation.
B4

C1 C1 3. Actual location of temp. sensors on

L secondary barrier shall be adjusted in
accordance with location of attachment
B2 set such as head of coupler and holding
B4 B2
B4 B1 plates for insulation boxes in secondary
B3
Secondary Barrier insulation spaces.
Thickness : 300 mm
L H B1 C1 C2 B2 B3 B4 CC014 CC014.01 4. All temp. sensors are double element
No.1 Tank 33600 27838 10156 4094 8954 19489 10156 19489 CC041 CC041.01 type except 11A/B, 12A/B, 13A/B and 14A/B
CC068 CC068.01
No.2 Tank 50400 27838 19489 4094 8954 19489 19489 19489 CC095 CC095.01 sensors.
No.3 Tank 50400 27838 19489 4094 8954 19489 19489 19489 TE 5000
3A/B
No.4 Tank 51600 27838 19489 4094 8954 19489 19489 19489 5. This drawing show one(1) cargo tank
FOR typically, the other tanks are identical.
L/2
CC013 CC013.01 E Se
TE CC040 CC040.01 c. B
arrie
1A/B CC067 CC067.01 r
CC094 CC094.01
AF T
S ec .
Barr
ier 5000
CC015 CC015.01
TE CC042 CC042.01
2A/B CC069 CC069.01 TE
CC096 CC096.01 4A/B
CC016 CC016.01
CC043 CC043.01 TE CC020 CC020.01
8/10H CC047 CC047.01
CC070 CC070.01 6A/B
CC097 CC097.01 CC074 CC074.01
CC101 CC101.01
CC022 CC022.01
6/10H CC049 CC049.01 TE CC021 CC021.01
CC076 CC076.01 5A/B CC017 CC017.01 CC048 CC048.01 TE
CC103 CC103.01 CC044 CC044.01 TE CC075 CC075.01 8A/B
1/2H
PORT CC026 CC026.01
CC071
CC098
CC071.01 9A/B
CC098.01
CC102 CC102.01
CC053 CC053.01
CC080 CC080.01
CC107 CC107.01 CC025 CC025.01
TE TE CC052 CC052.01
CC018 CC018.01 9/10H
1/1 14A 14B CC079 CC079.01
0H CC106 CC106.01 TE CC045 CC045.01
7/10H
7A/B CC072 CC072.01
TE TE
13A 13B CC099 CC099.01 4/10H
2000 Pump Tower 3/10H
300
2000 Z
Base Support
STBD 1/1
Y X 0H
L/2
2715
2000
Datum Point : CC019 CC019.01
TE TE 300 TE CC046 CC046.01
AFT Bulkhead 12A 12B TE TE 10A/B CC073 CC073.01
Mid. Low Center 11A 11B CC100 CC100.01
CC024 CC024.01
CC051 CC051.01 CC023 CC023.01
CC078 CC078.01 CC050 CC050.01
CC105 CC105.01 CC077 CC077.01
CC104 CC104.01

IMO No. 9636711 / 1st Draft (2013.09.30) 5-1 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Table 1 - Temperature Sensors Location on Secondary Barrier

Location Tank 1 Tank 2 Tank 3 Tank 4

Sensor Remark
WALL X Y Z X (mm) Y (mm) Z (mm) X (mm) Y (mm) Z (mm) X (mm) Y (mm) Z (mm) X (mm) Y (mm) Z (mm)
No.

1A/B A 1/2 L 0 H-300 16875 0 27538 25875 0 27538 25875 0 27538 25875 0 27538 Double Element

2A/B E 5300 - 9/10 H 5300 -11553 25054 5300 -13019 25054 5300 -13019 25054 5300 -13019 25054 Double Element

3A/B H L-5300 - 8/10 H 28450 7935 22270 46450 15803 22270 46450 15803 22270 46450 15803 22270 Double Element

4A/B D L-300 - 7/10 H 33450 0 19487 51450 0 19487 51450 0 19487 51450 0 19487 Double Element

5A/B B 300 - 6/10 H 300 0 16703 300 0 16703 300 0 16703 300 0 16703 Double Element

6A/B J L-5300 - 5/10 H 28450 11322 13910 46450 19189 13910 46450 19189 13910 46450 19189 13910 Double Element

7A/B F 5300 - 4/10 H 5300 -17723 11135 5300 -19489 11135 5300 -19489 11135 5300 -19489 11135 Double Element

8A/B D L-300 - 3/10 H 33450 0 8351 51450 0 8351 51450 0 8351 51450 0 8351 Double Element

9A/B K L-5300 - 1/10 H 28450 7080 2783 46450 17878 2783 46450 17878 2783 46450 17878 2783 Double Element

10A/B G 5300 - 1/10 H 5300 -16413 2783 5300 -17878 2783 5300 -17878 2783 5300 -17878 2783 Double Element

Bottom (S)
11A C - 300 2300 -14459 300 2300 -15095 300 2300 -15095 300 2300 -15095 300 Single Element
Corner
Bottom (S)
11B C - 300 2300 -14459 300 2300 -15095 300 2300 -15095 300 2300 -15095 300 Single Element
Corner
Pump Tower
12A C - 300 2000 0 300 2000 0 300 2000 0 300 2000 0 300 Single Element
Guide Supp.
Pump Tower
12B C - 300 2000 0 300 2000 0 300 2000 0 300 2000 0 300 Single Element
Guide Supp.

13A C 1/2 L - 300 16875 0 300 25875 0 300 25875 0 300 25875 0 300 Single Element

13B C 1/2 L - 300 16875 0 300 25875 0 300 25875 0 300 25875 0 300 Single Element

Bottom (P)
14A C - 300 2300 14459 300 2300 15095 300 2300 15095 300 2300 15095 300 Single Element
Corner
Bottom (P)
14B C - 300 2300 14459 300 2300 15095 300 2300 15095 300 2300 15095 300 Single Element
Corner

IMO No. 9636711 / 1st Draft (2013.09.30) 5-2 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.1b Temperature Sensors on the Double Hull

Note
1. This drawing shows one(1) cargo tank typically. The other tanks are identical.

2. One of the temp sensors insta lled in cofferdam and liquid dome shall be used for signal of
temperature control valve of glycol heating system.
- No.1 to no.4 liquid dome : 16A/B (GW377/GW378, GW407/GW408, GW347/GW348, GW467/GW468)
- No.1 Cofferdam : 21A (GW367/GW368)
- No.2 to no.5 cofferdam : 26A (GW398/GW397, GW428/GW427, GW458/GW457, GW484/GW483)

3. Local temperature indication.

- One(1) set of each cofferdam : CTI 20, CTI 25, CTI 35 and CTI 40 (STBD passage way)
- Two(2) sets/each tank/each passage way (P&S) : CTI 21 to CTI 39 except CTI 25, CTI 30 and CTI 135.

L/ 3
CC010 5000
CC037 TE
CC064 18A L/ 3
CC091 CC002
TI TE CC029
CTI 23, 28, 33, 38 20A CC056
CC083
CTI 20 : No.1 Cofferdam
CTI 24, 29, 34, 39 Liquid Dome CTI 25 : No.2 Cofferdam
CTI 30 : No.3 Cofferdam STBD Passage Way
H/2 TI Casing CC011 CTI 35 : No.4 Cofferdam
CC038 TE CTI 40 : No.5 Cofferdam
GL032 GL032.1 CC065 15A TE
GL033 GL033.1 TE CTI 21, 26, 31, 36
3000 CC092 L/2 19A
GL034 GL034.1 16A/B TI
H/4 GL035 GL035.1 CC001 TI
5000 CC028
CC006 CC055
TE CC033 CC082
25A CC060 CTI 22, 27, 32, 37
CC087 TI TE C L036.01
17A TE CC027
21A CC054
CC009
CC005 CC081
CC036
TE CC032 CC063
24A CC059
H/2
CC090
CC086 H/4
H/4 CC004
H/2 TE CC031
23A CC058
CC085

PORT GL037.1
GL038.1 TE
GL039.1 26A
GL040.1
CC003
CC008
H/4 TE CC035 TE CC030
28A CC062 22A CC057
CC089
CC084 H/4

FOR H/2
CC012
CC007
TE CC034 E
CC039 TE Pump Tower 27A CC061
AFT CC066 29A Base Support CC088
CC093
L/ 3
2715 S TBD H/4

L/ 3

IMO No. 9636711 / 1st Draft (2013.09.30) 5-3 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Table 2 - Temperature Sensors Location on the Double Hull

Location Tank 1 Tank 2 Tank 3 Tank 4

Sensor Remark
WALL X Y Z X (mm) Y (mm) Z (mm) X (mm) Y (mm) Z (mm) X (mm) Y (mm) Z (mm) X (mm) Y (mm) Z (mm)
No.

15A A 1/2 L H H 16875 0 27838 25875 0 27838 25875 0 27838 25875 0 27838 Single Element

Liquid Liquid Liquid Liquid Liquid Liquid

16A/B A 3000 3000 0 3000 0 3000 0 3000 0 Double Element
Dome Dome Dome Dome Dome Dome

Stbd.S Stbd.S Stbd.S Stbd.S Stbd.S Stbd.S

17A H 5000 5000 -16754 5000 -15803 5000 -15803 5000 -15803 Single Element
Space Aft Space Aft Space Aft Space Aft Space Aft Space Aft
Port.S Port.S Port.S Port.S
18A H L-5000 S. Space S. Space 28750 8467 Space 46750 15803 Space 46750 15803 Space 46750 15803 Space Single Element
FWD FWD FWD FWD

19A D L 3/4 H 3/4 H 33750 -11250 20878 51750 -17250 20878 51750 -17250 20878 51750 -17250 20878 Single Element

20A D L 3/4 H 3/4 H 33750 11250 20878 51750 17250 20878 51750 17250 20878 51750 17250 20878 Single Element

21A D L 2/4 H 2/4 H 33750 0 13919 51750 0 13919 51750 0 13919 51750 0 13919 Single Element

22A D L 1/4 H 1/4 H 33750 -11250 6960 51750 -17250 6960 51750 -17250 6960 51750 -17250 6960 Single Element

23A D L 1/4 H 1/4 H 33750 11250 6960 51750 17250 6960 51750 17250 6960 51750 17250 6960 Single Element

24A B 0 3/4 H 3/4 H 0 -11250 20878 0 -17250 20878 0 -17250 20878 0 -17250 20878 Single Element

25A B 0 3/4 H 3/4 H 0 11250 20878 0 17250 20878 0 17250 20878 0 17250 20878 Single Element

26A B 0 2/4 H 2/4 H 0 0 13919 0 0 13919 0 0 13919 0 0 13919 Single Element

27A B 0 1/4 H 1/4 H 0 -11250 6960 0 -17250 6960 0 -17250 6960 0 -17250 6960 Single Element

28A B 0 1/4 H 1/4 H 0 11250 6960 0 17250 6960 0 17250 6960 0 17250 6960 Single Element

29A C 2715 0 0 2715 0 0 2715 0 0 2715 0 0 2715 0 0 Single Element

IMO No. 9636711 / 1st Draft (2013.09.30) 5-4 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Part 5 : Cargo Auxiliary and Ballast System One (1) of the temperature sensors installed in the cofferdam and liquid
dome is used to signal the temperature control valve of the glycol heating
5.1 Temperature Monitoring System system.

 No.1 to No.4 Liquid Dome: 16A/B (GW377/GW378,

1. General Description
GW407/GW408, GW347/GW348, GW467/GW468)
Monitoring equipment is provided in the cargo control room for the  No.1 Cofferdam: 21A (GW367/GW368)
secondary insulation barrier and inner hull temperatures, to give warning
 No.2 to No.5 Cofferdam: 26A (GW398/GW397,
in case of failure of insulation or leakage of the primary insulation barrier.
GW428/GW427, GW458/GW457, GW484/GW483)
The sensors are of the PT100 resistance type. 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 <IAS Display> Monitoring for Cargo Tank Temperature
+100 °C.

The secondary insulation barrier thermocouples (sensors) are installed at

14 points around the space as shown, all 14 of them in pairs. During
normal conditions, one thermocouple is in service whilst the other is on
stand-by. If the first sensor fails, the second will come into service by
manual selection at the electric distribution panel room (EDPR).

 Secondary insulation barrier sensors:

- No. 1 to 10: Double element sensor
- No. 11 to 14: Single element sensor

For the inner hull temperature measurement shown in illustration 5.1b,

there are 15 sensors in each tank.

 Inner hull temperature sensors:

- No. 15, 17 to 29: Single element sensor
- No. 16: Double element sensor

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 sensors’ alarm

points are set at -120 °C.

The thermocouples for the inner hull sensors’ alarm points are set at 0 °C.

IMO No. 9636711 / 1st Draft (2013.09.30) 5-5 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 5-6 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.2a Insulation Space Nitrogen Control System

CN486 CN487 CN971 CN976 CN972 CN978

(100)
FM
(50) F
(25) (50)
FM
N2 Buffer Tank
From N2 Generator System
Key
(26 m3, 11.0 bar)

CN973
CN975
Nitrogen Main Line
Secondary Insulation Space

CN974 CN977
F
A (25)

To Purge
Primary Insulation Space
A
(25) (25) D/F Engine

(50) (25)
A (25)
To Main G/E LO Service System FM To Purge GCU

Cargo Manifold

CP872

CP871
(15) (15)

(100) (50) Pressure Gaseous Nitrogen in Passage-way (Nitrogen Purge Main Line) In Passage-way (25)

CF472 CF372 Regulating Valve for Ins. Space Exhaust CF272

CF172

CN285

CN281

CN278
(100)
(15)

(15)

(15)

(15)

(40)

(15)
(15) (15) (15)

CN284

CN280

CN277
(15)
CP474 CP374 CP274

A
(50) (50) (50)
CP174
(50)

CN283

CN276
From G/E Fuel

(15)

(15)
(150)
Gas System,
GCU System

(200)

(15)
(150) Secondary Barrier Pressurization (250) CN282 CN279 (150)

CN402 CN475
(150) Primary Barrier Pressurization (250) (250) (150)

CF474 (15) (15) (15)

(200) CP485 CP385 CP285 (15)

CN472

CN375

CN372

CN275

CN272

CN175

CN172
(150)

(150)

(150)
CF374 CF274 CF174 CF173
(150) (150) (150)
CN485

CP379

CP279

CP179

CP177
CP479

CF473 CF373 CF273

CN474

CP484

CP384

CP284

CP178
CN401

CN301

CN201
CN302

CN202

CN102
CN374

CN274

CN174
(150) (150) (150)

CN101
Quick Coupling From
(Near Liquid Dome) Stripping

(250)

(250)
Line Vent (250)
CN471 Vent CN371 Vent CN271 Vent CN171
Mast (150) Mast (150) Mast (150) Mast (150)
Vapour Vapour Vapour Vapour
(25) (150) (150) (25) (150) (25)
(250) Dome Dome Dome Dome

(25)
(250)

(200)

CN576 CN488 CN386 CN286 CN186

CN577 A CN575
(80) (80)
CN489 CN387 CN287 CN187
Vaporiser

(50)
CN573 CN574

(150)
CN572
LNG

A CN571
(80) (80) Primary Insulation Space
CN683

(50)
Gas Detection
CN581

(32)

CN579
CN580 A CN578 Secondary Insulation Space
(80) (80)
(50) Gas Detection
FM

Vacuum Pump Secondary Primary Secondary Primary Primary Secondary (50)

CN582

CN587
CP588

Insulation Insulation Insulation Insulation Insulation Insulation

(150) (125)
2 (50) (50) (50) CP173(15)
Space Space Space Space Space Space
(150)
CN585 CP473(15) Gas Gas CP373(15) Gas Gas CP273(15) Gas Gas
(150) (125)
1 CN483 Detection Detection Detection Detection Detection Detection
FM

CN484 CF171
(50)

CP590 CF471 CF371 CF271

(40)

No.2 LD (15)
Compressor To Cargo
Vapour
CP589
No.1 LD (15) Header (15) (15)
Compressor
CP772

CP771

Mist
CP592 Sparator
No.2 HD (15)
CS530
Compressor A Cargo Manifold
(25)
CP591
No.1 HD (15)
Drain
Compressor Pot

IMO No. 9636711 / 1st Draft (2013.09.30) 5-7 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
5.2 Insulation Space Nitrogen Control System The Nitrogen provides a dry and inert medium for the following purposes:

1. General Description • To prevent formation of a flammable mixture in the event of an

LNG leak
Nitrogen is produced by nitrogen generators and stored in a pressurised • To permit easy detection of an LNG leak through a barrier
buffer tank in the E/R. It is supplied to the cargo side nitrogen • To prevent corrosion
pressurisation header through make-up regulating valves. It is also used
for purging the fuel gas line in E/R with N2.
<IAS Display> Barrier Pressurising System
Excess nitrogen is vented through exhaust pressure control valves to the
No.2 nitrogen vent mast from the primary and secondary insulation
spaces.

CAUTION
In the event that gas is detected through a micro-leakage of the
membrane in any of the insulation spaces, the space should be
continuously swept with nitrogen. This can be accomplished by
opening the exhaust valve from the space and allowing a controlled
purge. Closely monitor the gas analyser on the affected space during
purging.

Control

It is necessary with a continuous N2 flow through the insulation space in

order to keep away corrosion of insulation interior and to detect gas leakage
at each insulation space in case barrier is damaged and cracked.

Therefore the supply side pressure is kept a little lower than the exhaust side
pressure.

If the pressure gets below 2 mbar in the secondary insulation space and
below 4 mbar in primary space the inlet valve open.

For the exhaust, the secondary space valve will open at 4 mbar and 6 mbar
for the primary space.

Safety

Both primary and secondary insulation spaces of each tank are provided with
pressure relief valves, which open at a set pressure, sensed in each space, of
10 mbar for the primary insulation space, and for the secondary insulation
space above atmospheric pressure.

IMO No. 9636711 / 1st Draft (2013.09.30) 5-8 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.2b Nitrogen Insulation Supply Valves Illustration 5.2c Nitrogen Insulation Exhaust Valves

IAS IAS
ConOut Pressure
controller Pressure ConOut
controller

Meas1
Error

Error

Meas1
Position

Position
ConOut Pressure
Pressure ConOut
controller

ProMeas
controller

Meas1
Error

Error

Meas1
Position

Pressure

Position
ConOut Pressure ConOut
controller controller

Error

Meas1
Error

Meas1

ProMeas
ProMeas

Position
Position

ProMeas
ProMeas
Primary Space
N2 Supply Primary Space
00.0 mbar Primary
Primary 00.0 mbar
Nitrogen Exhaust To
No.2 N2 Vent Mast
00.0 mbar
N2 Purge Main Line
00.0 mbar Stabdby
Stabdby
Secondary Space 00.0 mbar
00.0 mbar
N2 Supply Secondary Space
Secondary

Secondary

2. N2 Supply Pressure Control 3. N2 Discharge Pressure Control

To control the insulation space inlet pressure, the IAS provides three (3) PID controllers that are controlled in
accordance with the pressure measured at the N2 manifold. One is for primary insulation space, one for the
secondary insulation space and one is for stand-by use if one of the controllers for primary or secondary is out of
order.
The primary insulation space pressure should be kept within 4 mbar to 6 mbar. Detection of High-High pressure
(-50 mbar) in the primary insulation space will cause trip of the LNG vaporiser. Secondary insulation space
pressure should be kept within 2 mbar to 4 mbar. The set point value can be adjusted according to the operating
condition. The connection to primary or secondary space is prepared locally by adjusting manual glob valves.
IAS performs N2 flow calculations based on pressure and temperature readings at the outlet of the N2 generator in
the engine room. The calculated values are presented in IAS as current flow as well as accumulated flow. The
accumulated flow is displayed for 3 time intervals “Previous Hour”, “Previous Day”, “Previous Week”.
Accumulated values may be reset by the operator.
To control the insulation space outlet pressure, the IAS provides three (3) PID controllers that are controlled with
the pressure measured at the N2 manifold. One is for primary insulation space, one is for the secondary insulation
space and one is for stand-by use if one of the primary or secondary control valves is out of order. Because it is
necessary to maintain a continuous nitrogen flow through the insulation spaces, the setting of the outlet valve
should be slightly higher than the inlet valve.
The primary insulation space pressure should be kept within 4 mbar to 6 mbar. Secondary insulation space pressure
should be kept within 2 mbar to 4 mbar. The set point value can be adjusted according to the operating condition.
The connection to primary or secondary space is prepared locally by adjusting manual glob valves.
CAUTION
The primary space’s pressure must never exceed the cargo tank pressure and secondary space’s pressure must
never exceed the primary space’s pressure in order to prevent the primary membrane from collapsing inwards.
.

IMO No. 9636711 / 1st Draft (2013.09.30) 5-9 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 10 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.3.1a Glycol Water Heater

(65A)
GW501 GW500 [Top of Electric Motor Room]
Level Gauge
with Valve Key
Glycol Reserve Usual Load Line
Tank GW701 Stand-by Line
(6,000 L)
Scupper Pipe Steam Line
Comp. Air Line
(50A)
GW302 GW301
(65A) Fresh Water Line
Flexible Hose
Drain Line
(32A)
Steam Supply
Reducer GW320
(32A) (50A) (80 x 100) (65A)
Air Separator
GW348 (GW309)
(25A)

GW901 GW340 GW339 GW333 GW327 GW313 GW308

Hose Fitting No.2 Glycol
(15A) Water Heater
Conedisc
No.2 Glycol Water Type
Circulating Pump OD10 x 0.8T
Steam Drain
(80A) (80A)
(80A)
GW346 GW345

GW314
(65A)

GW338 GW329 GW307

Glycol Water LG Conedisc
(15A)
Pneumatic Glycol Water Type
Pump Expansion Tank GW325 GW312
(1,000 L) LS Glycol Water (80A)
Elec. Heater
(20%)
(80A) (80A) (80A)
GW344 OD10 x 0.8T
FW359 GW319
(40A)
(80A)
(25A)

Steam Supply

(25A) GW315
From GW336 GW328 (65A) GW306
Air Separator
Fresh Water
(GW305)
Mixing Tank GW343 (25A)
(200 L) GW335 GW334 GW331 GW324 GW310 GW304
No.1 Glycol
Water Heater
Conedisc
(80A) (80A)
From No.1 Glycol Water Type
GW347 Circulating Pump
Comp. OD10 x 0.8T
Air GW342 GW341 Steam Drain
(25A)
Sampling
Sampling Oil Coaming
W/Drain Plug

[Electric Motor Room]

R2 R1 A1 A2

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 11 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
5.3 Cofferdam Glycol Heating System  (1) electric heater (with power supplied form the emergency 4) Ensure the outlet valve GW344 is closed, and then transfer the
generator switchboard) 200 litres of glycol water into the glycol water expansion tank
5.3.1 Glycol Water Heater  1 glycol water expansion tank of 1000 L using the pneumatic transfer pump.

1. Specification  1 glycol water reserve tank of 6000 L 5) Repeat until the glycol water expansion tank is full and repeat
 1 glycol mixing tank of 200 L (glycol of 45 %) steps 1) to 4) whenever the glycol water expansion tank level
Glycol Water Pump falls low.
Maker: Shinko Ind. Ltd.  1 pneumatic operated expansion tank topping up pump rated at
Model: SVA100MH 1.0 m3/h x 10 MTH. 6) Open all the test valves/vents in the starboard passageway to
Capacity: 30 m3/h x 30 MTH There are two (2) steam heaters to heat the glycol water with service both main and stand-by cofferdam heating systems.
Motor output & speed: 11 kW / 1800 rpm steam at 8 bar. The steam flow is controlled by manipulating the steam
Number of sets: 2 flow control valve in accordance with the measured outlet temperature. 7) Close valves GW308, GW340 to the stand-by coils and fill the
The inlet temperature to the cofferdam and liquid dome is controlled by main system via valves GW304 and GW335. The No.1 glycol
Glycol Heater Steam System manipulating a 3-way temperature control valve. water circulating pump or No.2 glycol water circulating pump
Maker: DongHwa Entec
can be used.
Type: BEU CAUTION 8) Check that glycol water is flowing at the flow sight glasses in
Capacity: 30000 kg/h glycol water The Cofferdam Glycol Heating system is an essential system, ensuring each branch to the cofferdams and liquid domes. Force a flow
Heating steam: 796.70 kg/h at 7 bar that the vessel is kept structural sound in the cofferdam areas when the through any stagnant branches by closing off the return valves
Number of sets: 2 cargo tanks are in cold condition. With cold cargo tanks, it is of high to the other branches as necessary.
importance to keep this system fully operative at all times. Required
Glycol Heater Electric System tests or maintenance of this system has to be planned carefully and 9) Open the vent valves on the No.1 and 2 glycol water heaters to
Maker: DongHwa Entec when executed, heightened attention to be given to Cofferdam vent air from the system. Continue until no more air is vented.
Design temperature 120 °C temperature monitoring.
Operating pressure 3 bar G 10) Close valves GW304, GW335 to the main coils and fill the
Glycol water in/out temp. 74.8 °C / 90 °C 3. Filling Procedure stand-by system via GW308 and GW340. The No.1 or 2 glycol
Temperature setting Control 90°C, Overheating 100 °C water circulating pump can be used.
The capacity of the system is 10.4 m3 of a 45 % by volume glycol water
Fluid Max. 5.6 m3/hr
mixture. An initial fill of the glycol reservoir is sufficient for the whole 11) Check that glycol water is flowing at the flow sight glasses in
Capacity 3 phase 440V, 60 Hz x110 kW
system. If glycol is supplied already mixed then the following steps 2) each branch to the cofferdams and liquid domes. Force a flow
Number of sets: 1
and 3) can be omitted. If stronger glycol or neat glycol is supplied, through any stagnant branches by closing off the return valves
follow steps 2) and 3) to correctly mix 45 % glycol water. to the other branches as necessary.
2. General Description
To operate the cofferdam glycol heating system, proceed as follows: 12) Open the vent valves on the No.1 and 2 glycol water heaters to
The glycol water heating system is located in the electric motor room.
vent air from the system.
The system, when the cargo tanks contains LNG or in cold conditions, 1) With valve GW346 closed, fill the glycol reservoir from the
heats glycol water which is pumped around the cofferdam system to supply drums via GW348 using a pneumatic portable pump 13) Continue until no more air is vented.
maintain the temperature inside those spaces at approximately +5 °C, with hose fitting GW901.
preventing the steel to reach possible brittle fracture temperature. 14) Set the system ready for operation by closing the stand-by
2) Ensure that the valves GW345 and GW347 at the mixing tank valves GW308 and GW340 and opening the main valves
The main and stand-by heating coils are served by main and stand-by are closed. GW304 and GW335.
steam heaters.
3) Calculate the proportion of undiluted glycol required which, 15) Set the No.2 glycol water circulating pump to stand-by.
The system comprises: with water added, produces 200 litres of 45 % glycol. Open
 (2) glycol water centrifugal circulating pumps rated at 30 m3/h x valve GW346 and run down strong glycol to this level as
30 MTH observed on the gauge glass. Close the valve GW346 and add
 (2) steam heaters rated at total caloric power 276641 kcal/h with water to the 200 litres mark by opening valve FW359.
high and low steam demand regulating valves.

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 12 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
4. Steam Heater Outlet Temperature Control <IAS Display> Glycol Heating

The IAS provides two (2) controllers to control the heater outlet temperature.
One controller is used to control the heater outlet temperature by positioning
the two (2) steam flow control valves. And the other is used to control the
cofferdam and liquid dome inlet temperature by positioning a 3-way control
valve, which permits glycol to pass through or bypass the heater.

When the glycol temperature from the heater outlet increases above
100 °C, the IAS closes the high flow and low flow control valves
automatically and generate an alarm.

The differential pressure between the steam inlet pressure to the heater
and the glycol water circulation pump discharge pressure is monitored in
IAS.

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 13 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
5. Electric Heater Electrical heating Coils are switch on/off in following order.

One set of stand-by electric glycol water heater is provided in electric motor
Tag Power Electrical Heating Coil On/Off Order
room. The total capacity of heating is 110 kW that is split into 10, 20 and
two sets of 40 kW elements. Name (kW) N0 N1 N2 N3 N4 N5 N6 N7 N8 N9 N10 N11

GW024 10 Off On Off On Off On Off On Off On Off On

Each element is controlled from the local control panel or the IAS according
to Electric Heater Control Position that is selected on the Heater starter panel. GW023 20 Off Off On On Off Off On On Off Off On On
In the IAS automatic or manual control mode is available by the selecting of GW022 40 Off Off Off Off On On On On On On On On
‘AUTO’ or ‘MAN’ mode on the mimic. If the operator selects ‘AUTO’
GW021 40 Off Off Off Off Off Off Off Off On On On On
mode when the control position is remote, the heater elements are
automatically turned on or off according to the output percent of the Total 0 10 20 30 40 50 60 70 80 90 100 100
Cofferdam and Liquid Dome temperature controllers. The Operator can
manually turn on or off the heater elements when ‘MAN’ mode is selected.

During ‘AUTO’ mode, if an abnormal condition occurs for the Electric

Heater, the sequence control is terminated and the control mode is changed
to ‘MAN’ mode and the Electric Heater elements on/off status is kept as it
was.

Be sure that the sum of feedback for all controller valves is more than 90 %
and less than 20 %.

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 14 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.3.2a Cofferdam Glycol Heating System

No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam
(65A) (65A) (65A) Drain Plug (65A) (65A)

(65A) (65A) (65A) (65A) (65A)

No.4 No.3 No.2 No.1

Cargo Tank Cargo Tank Cargo Tank Cargo Tank

GW800 GW801 GW802 GW803 GW808 GW809 GW810/11/12/13 GW814 GW815 GW816/17/18/19 GW820 GW821 GW822/23/24/25 GW826 GW827 GW828/29/30/31
Boss for Press. Gauge Air Separator
Boss for Temp. Gauge High Point

GW480 GW478 GW477 GW454 GW449/50/51/52 GW424 GW419/20/21/22 GW394 GW389/90/91/92 GW362 GW357/58/59/60
GW484 GW458 GW428 GW398 GW368
GW475/76 GW445/46/47/48 GW415/16/17/18 GW385/86/87/88 GW353/54/55/56
GW479 GW453 GW423 GW393 GW361
GW483 (32A) (32A) GW457 GW427 GW397 GW367

GW482 GW481 GW456 GW455 GW426 GW425 GW396 GW395 GW366 GW365
GW474 GW473 (32A) (32A) GW444 GW443 (32A) (32A) GW414 GW413 (32A) (32A) GW384 GW383 GW352 GW351
GW804 Supply Main Line (65A) (65A) (32A)

GW805 Stand-by Main Line (65A) (65A) (32A)

(32A) (32A) GW806 Stand-by Return Main Line (65A) (65A) (32A)

GW807 Return Main Line (65A) (65A) (32A)

GW472 GW471 GW464 GW463 GW442 GW441 GW434 GW433 GW412 GW411 GW404 GW403 Air Separator GW382 GW381 GW374 GW373
High Point

GW364 GW363 GW350 GW349

(32A) (32A) (32A) (32A) (32A) (32A)
GW470 GW469 GW440 GW439 GW410 GW409 GW380 GW379
GW466 GW436 GW406 GW376
GW468 GW438 GW408 GW378
GW461/62 GW431/32 GW401/02 GW371/72
GW465 GW435 GW405 GW375 Symbol Description
GW467 GW460 GW459 GW437 GW429/30 GW407 GW399/400 GW377 GW369/70
Boss for Press. Gauge Cock 2-way
Boss for Temp. Gauge
Ball Check Without Spring

Boss

Auto Balancing Valve

A1 A2 R2 R1 Key
(80A) (80A) (80A) (80A) (80A) (80A) (80A) (80A)
Usual Load Line
(80A) (80A) (80A) (80A) (80A) (80A) (80A) (80A)
Electric Motor Room Stand-by Line
No.4 Liquid Dome No.3 Liquid Dome No.2 Liquid Dome No.1 Liquid Dome

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 15 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
5.3.2 Cofferdam Glycol Heating System
1. General Description
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 maximum heating condition is determined by the following extreme
operating conditions:
 LNG against the secondary membrane: -163 °C
 Air temperature: -18 °C
 Sea water temperature: +0 °C
The requirements for the individual cofferdams are as follows:
No.1 Cofferdam 42010 kcal/h with a heating coil length of 267 m
No.2 Cofferdam 61098 kcal/h with a heating coil length of 389 m
No.3 Cofferdam 61098 kcal/h with a heating coil length of 389 m
No.4 Cofferdam 61098 kcal/h with a heating coil length of 389 m
No.5 Cofferdam 35337 kcal/h with a heating coil length of 225 m
The requirements for the individual liquid domes are as follows:
No.1 Liquid dome 4000 kcal/h with a heating coil length of 20 m
No.2 Liquid dome 4000 kcal/h with a heating coil length of 20 m
No.3 Liquid dome 4000 kcal/h with a heating coil length of 20 m
No.4 Liquid dome 4000 kcal/h with a heating coil length of 20 m
If leaks are suspected, soundings of the cofferdams will indicate into
which space glycol water may be leaking. Any accumulation of clean
water in the cofferdam areas can be pumped out using the bilge eductor
located in the engine room.
CAUTION
The Cofferdam Glycol Heating system is an essential system, ensuring
that the vessel is kept structural sound in the cofferdam areas when the
cargo tanks are in cold condition. With cold cargo tanks, it is of high
importance to keep this system fully operative at all times. Required
tests or maintenance of this system has to be planned carefully and
when executed, heightened attention to be given to Cofferdam
temperature monitoring.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
Special valves (Dynamic Auto Balancing Valve, see Illustration 5.3.2b) Nine (9) PID controllers are provided to ensure that the cofferdam and liquid
combined with ball valve and flow regulator function shall be provided dome temperatures are kept constant. According to the measured
on each inlet line of the cofferdams and liquid dome as follows: temperature, each PID controller manipulates main and stand-by 3-way
control valve, one in service, while the other is in stand-by. The main or
 Liquid dome : stand-by service selection is done from schematic display or point detail
No.1 Liquid dome GW379, GW380 display in the IAS.
No.2 Liquid dome GW409, GW410
3. Dynamic Auto Balancing Valve Operation
No.3 Liquid dome GW439, GW440
The Dynamic Auto Balancing Valve is supplied for a specific GPM flow
No.4 Liquid dome GW469, GW470
rate and is equipped with a spring loaded piston to maintain that flow rate.
Illustration 5.3.2b Dynamic Auto Balancing Valve
 Cofferdams :
No.1 Cofferdam GW365, GW366
No.2 Cofferdam GW395, GW396
No.3 Cofferdam GW425, GW426
No.4 Cofferdam GW455, GW456
No.5 Cofferdam GW481, GW482
The above valves are set based on the most severe condition in the winter
season and with leaked LNG on the primary barrier.
NOTE
In an emergency case with LNG on the secondary barrier, the cartridge
spring should be removed from the dynamic auto balancing valve body
to increase the flow rate of glycol water to the maximum.
2. Control of the Heating Coils
There are nine (9) temperature controllers in the IAS to position the 3-way
type pneumatic valve for controlling the temperature at the cofferdam and
liquid dome. Five (5) are for the cofferdam temperature control and four (4)
are for the liquid dome temperature control.
There is one main and one stand-by loop for both Cofferdam and Liquid
Dome.
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, while the other is in stand-by. In addition, the 4 liquid domes are
heated by a separate pair of coils.
5 - 16 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
4. Operating
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.
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
Remote Operation
The glycol water circulating pump is started related to the heater selected.
Steam Heaters
 Steam pressure for the glycol heater(s) is set.
 Heater outlet temperature of the glycol water is set.
Cofferdam Temperatures
 Cofferdam temperature control is set for each cofferdam on the
temperature indicator controller related to the supply line
selected.
Sequence Management, Monitoring
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.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
Cofferdams Glycol water outlet temperature is indicated at the IAS with high and low
temperatures alarmed. A glycol water outlet temperature switch provides
In each cofferdam, the selected supply line temperature control valve is a high-high temperature alarm and trip function for all heater elements.
modulated to maintain an average temperature of the related bulkheads.
The other supply line valve is maintained closed. 5. Operating Procedure for Heating Coils
The temperature controllers may be set to automatic or manually The No.1 glycol circulating duty pump operates to heat the main loop,
operated from the IAS. while the No.2 glycol circulation pump operates on the stand-by heating
loop. If the duty pump discharge pressure drops to low, there is a pump
Position of the supply line of each temperature control valve is indicated failure, or there is a loss of running signal, the stand-by pump will
and low average temperature of each cofferdam is alarmed. automatically start.
Steam Glycol Water Heaters To operate the cofferdam heating system, proceed as follows:
Each steam heater has a steam pressure indicating controller modulating 1) On both No.1 and No.2 circulating pumps:
split range pressure control valves.  Open the isolation valves
 Open the suction valves
Each steam heater glycol water outlet temperature is controlled by a
temperature indicating controller modulating a three way control valve.  Open the discharge valves
The control valve mixes heater glycol water with glycol water bypassing
the heater to provide the required temperature. 2) On both No.1 and No.2 glycol water heaters:
 Open the inlet valves
Steam pressure and glycol water outlet temperature are also indicated by
 Open the outlet valves
a separate (redundant) transmitters with low pressure and high/low
temperature being alarmed.
3) On the IAS, set the No.1 and No.2 glycol water heater temperature
A separate glycol water outlet temperature switch will cause the steam control valve to 70 °C.
control valves to close if the outlet temperature is high-high.
4) Confirm that the valves from the expansion tank are open.
Position of the condensate drain valve is indicated at the IAS. Glycol
5) To each set of cofferdam heating coils, open the normal glycol
water circulating pressure is indicated at the inlet of each heater and
water supply and return valves. (The following example is for
alarmed if low.
No.1 cofferdam.)
Differential pressure between the glycol water and the heater steam
pressure will cause an emergency shutdown of the circulating pump if Valve Description Position
steam pressure is lower that the water pressure. This will also cause the GW351 No.1 cofferdam main outlet to main coil Open
steam controller to close the steam supply valve. No.1 cofferdam lower coil outlet to main
GW357 Open
coil
Steam heater inlet steam pressure to be established before the circulating No.1 cofferdam middle coil outlet to main
GW359 Open
pump can be started. coil
GW352 No.1 cofferdam main outlet to stand-by coil Open
An alarm is raised if the open position of all cofferdam temperature No.1 cofferdam lower coil outlet to stand-by
GW358 Open
control valves is less than 20 %. An alarm is also raised if the open coil
position of one or more cofferdam temperature control valves is greater No.1 cofferdam middle coil to outlet stand-
GW360 Open
than 90 %. by coil
5 - 17 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
6) Set the control and bypass valves for each cofferdam heating coil.
(The following example is for No.1 cofferdam.)

Valve Description Position

No.1 cofferdam control to main coil to
GW368 Set
+ 5°C
GW362 No.1 cofferdam bypass to main coil Open
No.1 cofferdam control to stand-by coil to
GW367 Set
+5 °C
GW361 No.1 cofferdam bypass to stand-by coil Open

Using the IAS, from the CCR, proceed as follows:

1) Select the glycol water system display screen.

2) Select the No.1 glycol heater as the main and the No.2 heater as
stand-by.

3) Open both heaters condensate drains. On both sides of the high

and low demand control valves, open the steam isolating valves.

4) Set the steam pressure controller to 6 bar on the IAS.

5) Locally or from the IAS, start circulating pump No.1.

6) Bleed the system to remove any air from the heating coils.

7) Continue to monitor and adjust the cofferdam temperatures as

needed.

CAUTION
To ensure that the cofferdam temperatures remain within acceptable
limits, the cofferdams are alarmed at:
 Low +5 °C
 High +20 °C

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 18 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.4a Auxiliary Fresh Water Cooling System

(65A)
Key FW371

Fresh Water Line Elec. Motor Room Cargo Comp. Room FW332
(25A)
Drain Line No.2
FW333
Vacuum Pump (25A)

(25A)
FW334
(25A)

For Gas Detection (200A) No.1

FW335
(200A)
Vacuum Pump (25A)

Dearating FW336
(50A) No.2 LD (200A)
FW702 Compressor
FW337 (200A)
(50A)

FW704
H
De-
aeration FW338
(40A)
Tank FW354
FW339 (80A) (80A) (80A) (80A) (150A) (150A) (150A) (150A)
(40A)
(25A)

FW340
(50A) No.1 LD
Compressor
FW341

FW391

FW392

FW376

FW390

FW372

FW373

FW374

FW375
(50A)

To Glycol Water
Mixing Tank (200A) (200A)

FW342
(10A)

(15A) FW343
(40A)

FW378
FW359 FW358 (50A) No.2 HD No.2 Inter No.1 Inter No.2 AFT No.1 AFT
Compressor Cooler Cooler Cooler Cooler
(200A) (200A) FW379
(50A)
4 Stage LD Comp. 4 Stage LD Comp. 4 Stage LD Comp. 4 Stage LD Comp.

FW344
(40A)

FW345
(40A)
(15A)
FW330
FW380
(50A) No.1 HD
Compressor
FW381
(50A)

(200A)
Steam
FW Supply Drain Cooler
FW369
FW346
(40A)

FW703 FW347 (15A) FW331

(40A)

(80A)

(50A) (200A) (80A)

FW Supply
from FW Pump FW705
for Deck Service (40A)

From Cargo Mach.

CFW Booster Pump in E/R

To Aux. CFW Pump in E/R

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 19 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
5.4 Auxiliary FW Cooling System 3. Operating Procedures

1. Specification One auxiliary cooling FW pump and one auxiliary cooling FW cooler are
Cargo Machinery Cooling FW Booster Pump normally required to meet the system cooling capacity. Prior to operation,
confirm that the central fresh water cooling system is fully charged with
Maker: Shinko Ind. Ltd. water and operating properly. Also confirm that the top-up supply from
the fresh water hydrophore system is available and that the expansion
Type: RVP200MU
tank is at the correct level.
Vertical, centrifugal, electric motor driven
Number of sets: 2
To operate the auxiliary FW cooling system, proceed as follows:
Rated output: 270 m3/h x 50 MTH
1) Ensure that all drains and vents are shut, and that the expansion
2. General Description tank outlet valve to the de-aerator is open. Check the level in the
expansion tank.
The cargo machine cooling fresh water system is provided by two
auxiliary cooling fresh water (FW) booster pumps. The pumps, FW 2) Open the FW cooler inlet and outlet valves of the cooler to be
coolers and expansion tank are located in the electric motor room. placed in use.

The auxiliary cooling fresh water coolers are in turn directly cooled by 3)
sea water supplied by the auxiliary cooling sea water pumps in the
engine room, each rated at 270 m3/h x 50 MTH.
4)
The cargo machinery cooling FW booster pumps are usually arranged in
a duty/stand-by configuration. The stand-by pump will start should the
duty pump fail to maintain pressure in the system.
Each pump can be started locally or remotely. For the remote control of 5)
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.
6)
If the following conditions are met, the IAS activates the stand-by logic
control function: 7)
 Control position of each pump is set to Remote.
 The stand-by control mode is set to AUTO on the schematic 8)
display.
Open the inlet and outlet valves on both auxiliary cooling FW
booster pumps.
Open the valves on the respective system to be cooled i.e. HD
compressor LO cooler and motor air cooler, LD compressor LO
cooler, or the vacuum pump, steam drain cooler and AFT water
coolers / Inter cooler. Check for leaks.
Select one of the auxiliary cooling FW booster pumps on local
control and start the pump. Check that the system pressures are
normal.
Select the other pump on stand-by.
Stop the running pump and ensure that the stand-by pump cuts
in.
Return the pumps to their original running condition of one
pump running and the other on stand-by.

The FW cooling system is used to serve the following equipment

 HD/LD compressor LO coolers
 HD/LD compressor motor
 Vacuum pump.
 Cargo compressor room steam drain cooler.
 AFT water coolers / Inter coolers

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 20 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
<IAS Display> Cargo Cooling Water

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 21 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 22 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.5.1a Ballast System (1/2)

(40A) (40A) RCP

02
(40A) (80A)
Cooling FW Cooling FW PG03 RCP CG001
Sea Chest
(40A) (80A) 01

(25A)

(25A)

(65A)
Cooling FW Cooling FW PI PI

BA228
BA301 BA303 E/R Water

H
Ballast Tank (P)
Air Air Air Water
Near Scupper BA307

H
Compressor Dryer Rectiver Tank Chiller

(100A)
(80A) (80A) PI No.1 PI
Re-Circulation
BA302 Pump BA304
Near Near Near

(125A)
Scupper Scupper Scupper (100A) S10 PG04 BA308 CG002 (300A)

(50A)

(50A)
No.2 S09
A05 Re-Circulation
(65A) T31 Pump A04

(600A)
A
A
TR005V SP05 TR028
Oxygen (25A) Oxygen (50A) Ozone H
(300A) (300A) TR027 SP04 TR004V
Generator Receiver Tank Generator Unit BA232
(350A)
BA224 No.2 Ballast BA204

H
Stripping Eductor
Near Scupper Near Scupper

BA202
(65A) (600A)
S07 Fit H Fit

H
Control Air
(20A) S08 Fit06 Fit05
No.2 Ozone Gas Pipe BA222 PG07

(300A)
N2 S11
Nomal Close PI

BA223
(80A)
Ozone A BT036V
A NE013V
Injection

H
Diffuser
BT042V Control Skid No.1 Ozone Gas Pipe BT035V PG11
(80A) BA221 NE012V

02
ID02
BA220 (600A) A

JN
PI H H

V
PT (100A)
BA305

39
Near Scupper

0
H

BT
A PT07 (500A)

SW Cross Main in E/R

BA211

TR023V
(600A)
TR006V

A
(300A)
BA229 BT037V BT038V No.2 Ballast H
Pump SP06
BA401 PI S12

TR024V
BA227
(15A)

BA206
(32A) N1 BA212 A06 T41

H
PG10 BT041V
FW Filling Neutralizer

H
Set 5 bar
Unit (15A) BA219 BA209 From To No.2
N2 RCP BA218 Sampling
(15A) 02 (500A) H H Samplie
Near Scupper T32
Condition Condition
Skid

(600A)
Skid

(600A)
BA230 BA210
Stand-by
To IGG System Ballast
H Injection

BA205
(400A) Pump PG06 Diffuser from To No.1
Neutralizer Sampling

H
PI
S01 S05
Sample Condition Skid Sample Condition Skid Tank

BA226
Condition
AP Tank A Skid

H
TRO TRO TRO TRO TRO TRO PT06 N1
S02 S06
31 02 01 32 04 03 NE010V NE011V S03
PT T21
A01 A03

(600A)
A
T11
TR030V

TR029V

TR032V

TR031V

LSH LSH A BT031V SP03

TR025
BA217 TR026 SP01 TR001V
Drain Water
BT030V PG9 H BA216 H ID01 TR003V B

A
(500A)
Chamber PI
(1.5t) (1.5t) BA306

TR21V TR022V
BA207 From

(600A)
(300A)
Sampling

(300A)
A No.1 Ballast

BT
H
Condition

0
Pump

34
BT032V BT033V
Skid

V
BA213 BA208

H
PI

JN
T12

01
T21 T11 T12 T32 T41 T31 PT08 BT040V Fit
Set 5 bar H Fit03
(600A)

BA203
RCP BA215
01

H
Air Supply Line Air Supply Line S04
H (300A)
for Sampling Pump for Air Remove Control Valve
BA231
Key

BA201
BA214

H
Sea Water Fit No.1 Ballast
A01 A02 A03 A04 A05 S01 S02 S03 S04 S05 S06 S07 S08 S09 S10 S11 S12
Fit04 A
SP02 Stripping Eductor
Fresh Water
TR002V
Control Air Line

H
A02
Air Vent Line Solenoid
Valve BA225
H

Ozone Line E/R Water

Cabinet Ballast Tank (S)
Insulation (600A) Sea Chest
Control Air System Near Scupper

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 23 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.5.1b Ballast System (2/2)

(300A) From IG Mainfor

Gas Freeing of Ballast Tanks
IG042

No.4 Water Ballast No.3 Water Ballast No.2 Water Ballast No.1 Water Ballast FWD Deep
Tank (P) Tank (P) Tank (P) Tank (P) Water Ballast
Tank (P)
Sampling Pot
(200A) (450A) (200A) (450A) (200A) (450A) (200A) (450A) (200A) (450A) for FWD WB Tank
& E/R WB Tank

200A Short
BA203 BA022 BA006 Piece with
BA019 BA018 BA015 BA014 BA011 BA010
H

H
H 65A Sounding Cap

Ballast Main H
(600A) (600A)
A
BA005
Sleeve Double O-ring

Flange Adapter Coupling

Pipe Duct

BA007

H
(600A)

Ballast Main H
(600A) (600A)
B
H BA003

BA002 200A Short

Detail A BA021 BA020 BA017 BA016 BA013 BA012 BA009 BA008 BA035 Piece with
H

H
(100A) 65A Sounding Cap

Detail B
(200A) (450A) (200A) (450A) (200A) (450A) (200A) (450A) (200A) (450A)

FWD Deep
No.4 Water Ballast No.3 Water Ballast No.2 Water Ballast No.1 Water Ballast Water Ballast
Tank (S) Tank (S) Tank (S) Tank (S) Tank (S)

Detail A Detail B
GRE Pipe Mild Steel Double Plate with Approx. 12mm Thickness Shall be
Fitted Under the Ballast Suction Bellmouth in the Double
Eye Plate Bottom Water Ballast Tanks Except Peak Tanks and ER
Key
for Lifting WB Thanks, and the Size of Doubler Plate Shall be Approx.
10% Bigger than that of Bellomouth.
Sea Water (Steel Pipe)
Engine Room
Material : Mild Steel Sea Water (GRP Pipe)
- W : Between Longi.
Pipe Duct - L : Up to 300 mm from bell mouth end. Inert Gas
Sleeve O-Ring * Suction bell mouth to be supported acco. to
GRE Pipe yards standard.
* H : 85 mm (+20 mm, -10 mm) for ND450
35 mm (+5 mm, -5 mm) for ND200 Marked valves have the
Pipe Duct WB Tank H Inside tar free epoxy for functions of throttling and
pipe and suction bell mouth. full positioning.

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 24 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
5.5 Ballast and Ballast Water Treatment System room. These pumps take their suction from sea water main line, with the Local/Remote
high sea chest being on the port side and the low sea chest being on the
5.5.1 Ballast System starboard side. And also they take their discharge line to the overboard or The ballast pumps are started and stopped from the IAS, provided
to the ballast tank through the ballast main line. that the switches on the starter panel are set to remote.
1. Specification

Ballast pump When operating ballast, ballast water is pumped via sea crossover from The local/remote switch must be in the local position, in the starter
Maker: Shinko Ind. Ltd starboard or port sea chest passed the discharge valve and sent to ballast panel, before the pump can be started locally.
GVD500-3M main line.
Type: El-Motor driven, vertical NB There is no interlock between pump start and suction valve if
Centrifugal When discharging ballast, ballast water is taken from ballast main line and pump is started in local and the suction valve is closed.
Rating: 3000 m3/h x 30 MTH sent over board via the overboard valve.
Number of sets: 3 2) Ballast Pump Safety System
All ballast pumps are also used to supply seawater to the inert gas system.
Ballast stripping eductor To avoid serious damages of the ballast pumps, the pumps will be
Maker: Kiwon Ballast Stripping Eductor shut down if any of the following signals are activated.
Rating: 300 m3/h sea water driven
Number of sets: 2 Two eductors are fitted for stripping the tanks, one port and one Cause Effect Tag
starboard, with their own respective overboard discharge valves. Suction pressure LL
No. 1 Ballast pump: Auto stop. BL002.02
No. 1 Ballast pump.
Discharge pressure LL
2. General Description 3. Ballast Pump Control No. 1 Ballast pump: Auto stop. BL002.01
No. 1 Ballast pump.
Suction pressure LL
The ballast spaces beneath and around the outboard side of the cargo Three, 3000 m3/h, vertical centrifugal pumps are fitted, which enable the No. 2 Ballast pump: Auto stop. BL006.02
No. 2 Ballast pump.
tanks are utilized as ballast tanks to optimize draft, trim and list during total ballast capacity to be discharged or loaded in approx. 24 hours using Discharge pressure LL
the various load conditions of the vessel. 1 pump, or 12 hours using two pumps. No. 2 Ballast pump: Auto stop. BL006.01
No. 2 Ballast pump.
Suction pressure LL Stand-by Ballast pump: Auto
The ballast spaces are divided into eight (8) tanks, which are port and 1) Ballast Pump Interface to IAS ST-BY Ballast pump.
BL010.02
stop.
starboard under each of four (4) cargo tanks. There are also two (2)
Discharge pressure LL Stand-by Ballast pump: Auto
forward deep water ballast tanks (one port and one starboard), and two Control signals for each Ballast pump between IAS and SWBD. BL010.01
ST-BY Ballast pump. stop.
(2) small ballast tanks in the engine room (the port and starboard E/R
water ballast tanks) used to give fine list control to the vessel. When
Signal description AI DI DO 3) Start Interlock of Ballast Pumps
required, the AFT peak water ballast tank can also be used to carry
Start X
ballast.
Stop X Interlock of the ballast pumps is made according to the following
Local/Remote X conditions:
Ballast Tanks
Running X  Closed suction and sea chest valve. Open discharge valve.
VC tripped by protection X
 8 Main water ballast tanks (4 port and 4 starboard) VC tripped and blocked X 4) Ballast Pump Monitoring
 Port/Starboard forward deep water ballast tanks Current X
 AFT peak water ballast tank Suction pressure LL X Ballast pump operation is monitored by means of the following
Discharge pressure LL X sensors:
 2 Engine room water ballast tanks (port and starboard)
Suction Pressure X  Suction pressure
Discharge pressure X  Discharge pressure
Ballast Pumps  Motor current.
Insulation Low (On Line) X

There are three electrical driven ballast pumps mounted in the engine

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 25 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
5) Ballast Pump Control
A minimum suction pressure controller is implemented to avoid
pump cavitation. This controller will decrease the output e.g. reduce
the discharge valve position. The reduction of discharge valve
position should reduce the suction pressure.
4. Ballast Tank Stripping
Ballast tank stripping is a manual operation, done by starting Ballast Pumps,
opening the Water Ballast Strip 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.
5. Ballast Valves
All valves in the ballast system are butterfly valves hydraulically operated.
Each ballast tank has one hydraulically operated fill/suction butterfly valve
of the intermediate position type, except for the engine room. For the engine
room and aft peak water ballast tank fill/suction valve are hydraulic on/off
control valves.
The pump discharge valves and suction valves from sea chest, ballast
pump No.1, No.2 and stand-by are throttle type.
6. Tank Level Measurement
The 4-20mA tank level sensors are connected directly to the IAS which then
displays the ballast tank contents on the ballast mimic.
The level sensor inputs are also connected to the Load Calculator via a
network connection to the IAS. The tank volume is calculated by the Load
Calculator and sent to the IAS via the same network connection line. If the
connection fails an alarm is activated and the volume displayed is then taken
from the respective tank modules internal sounding table. All automatic
ballast operations can run regardless of the network connection status.
The unit of the ballast tank value displayed on graphical mimics is operator
selectable. The following units can be selected:
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
Operator Input Value Unit
1 Ullage (m)
2 Volume (m3)
3 Weight (T)
4 Density (T/m3)
The density must be manually entered by the operator via the Ballast mimic.
Values in the different units are also showed on the parameter page of each
tank module.
7. Ballast Control Modes
The ballast control mode can be selected by the operator from the ballast
mimic. There are two different modes 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.
The ballast pump safety system is also working in manual mode.
There is no interlock between pump start and suction valve if pump
is started in local and the suction valve is closed.
2) Automatic Ballast Control
In automatic mode all valves and pumps will be set to automatic
control. The control of valves and pumps are then performed by
the sequential logic described in the following sections.
8. Automatic Sequence Control
Automatic Ballast/Deballast Sequence
The automatic Ballast/Deballast sequence can be initiated by;
 The operator selects a tank to be ballasted/deballasted, and
activates the FILL or EMPTY button from the tank module
menu.
The corresponding line valves will automatically be set to the required
position and the pump started. This operation is controlled by the respective
ballast/deballast start sequence. The operator can then set the desired water
5 - 26
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 started closing the valves and stopping
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, or in manual mode.
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 continuous checked to
ensure that it is in the correct position.
The pump discharge valve is limited to 10 % open until the active tank valve
or the sum of the active tank valves is greater than 90 % open. The set point
is then increased to 15 %. The operator can then vary the discharge valve
position via mimic using the “SP” button.
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 starts a stop sequence to close
all tank and line valves and stop the duty pump(s).
Pump duty selection is carried out by the operator, from the ballast mimic as
figure below.
The selection is inhibited when an automatic ballast operation is in progress.
One or two of the buttons “NO. 1”, “NO. 2”, and “ST-BY P” should be
selected depending on the number of pumps to run. The pump to be started
first should be selected with priority 1 and the one to be started second with
priority 2. If the sum of tank discharge/filling valves are opened less than
180 %, only one pump should be running. If the sum of tank
discharge/filling valves are opened more than 180 %, two pumps can run in
parallel if selection for two pumps are made. Pumps that are not selected for
the auto operation should be selected with priority zero.
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.5.1c Start Ballast/Deballast Sequence

Yes
Condition for next step :
Start ballast
operation, from - System In Auto
Selecte ballast pump(s) operator menu - No sequence running - Ballast tank suction valve open Open ballast tank suction valve for No
on selected tank - One Sea chest valve open within time limit selected pump.
Permissives
Yes

Condition for next step :

- Ballast tank suction/filling valve Open ballast tank suction/filling valve No Close ballast tank suction/filling valve - Over board and adjacent ballast Open ballast over board valve and
No
position > 15% within time limit for selected tank. for selected tank. pump discharge iso valve adjacent ballast pump discharge iso
open within time limit valve

Yes
Yes

No
First Tank

- Ballast pump started within No

Start selected ballast pump
time limit

Yes
Yes

Ballast Ballast OR De-ballast De-ballast

Open discharge valve for selected No

Yes - Discharge valve position
ballast pump
Condition for next step : feedback > 12% within time limit
* Note 1

- Sea chest suction valve open within Open sea chest suction valve for No
Yes
time limit selected pump. Ballast pump Stop
Sequence

Yes

- Discharge to ballast tank and Open discharge to ballast tank and

No
adjacent ballast pump discharge adjacent ballast pump discharge iso
iso valves open within time limit valves for selected pump.

Yes
Tank Measurement No
on target for selected
No tank
- Ballast pump started within time limit Start selected ballast pump

Yes

Yes
Open discharge valve for selected No
- Discharge valve position
ballast pump
feedback > 12% within time limit
* Note 1

Last tank in operation

No Close ballast tank suction/filling valve
Yes
for selected tank.
Note 1:
Ballast pump Stop
If the sum of ballast tank suction/filling Sequence
valve feedback position < 90%, sepoint
for discharge valve = 10%
OR Yes
If the sum of ballast tank suction/filling
valve feedback position > 90%, sepoint
Ballast pump Stop
for discharge valve = 15%
Sequence

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 27 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.5.1d Stop Ballast / Deballast Stop Sequence

Start ballast
operation, from
operator menu
on selected tank
OR
by sequence
Selecte ballast pump(s)

Condition for next step :

- Ballast tank suction/filling valve
Close ballast tank suction/filling valve
position < 10% within time limit
for selected tank.
Note 2.

Note 2 : Ballast De-ballast

If the sum of ballast tank suction/filling Ballast OR De-ballast
valve feedback position < 10%, go to
next step

Condition for next step : Condition for next step :

NA Stop selected ballast pump NA Stop selected ballast pump

Close sea chest suctioin valve for Close ballast tank suctioin valve for
NA NA
selected pump. selected pump

Close discharge to ballast tank valve Close ballast over board valve and
NA NA adjacent ballast pump discharge iso
for selected pump.
valve for selected ballast pump

Close discharge valve for selected Close discharge valve for selected
NA NA
ballast pump pump

END END

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 28 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
<IAS Display> Ballast

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 29 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 30 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.5.2a Ballast Water Treatment System

(40A) (40A) RCP

02
(40A) (80A)
Cooling FW Cooling FW PG03 RCP CG001
Sea Chest
(40A) (80A) 01

(25A)

(25A)

(65A)
Cooling FW Cooling FW PI PI

BA228
BA301 BA303 E/R Water

H
Ballast Tank (P)
Air Air Air Water
Near Scupper BA307

H
Compressor Dryer Rectiver Tank Chiller

(100A)
(80A) (80A) PI No.1 PI
Re-Circulation
BA302 Pump BA304
Near Near Near

(125A)
Scupper Scupper Scupper (100A) S10 PG04 BA308 CG002 (300A)

(50A)

(50A)
No.2 S09
A05 Re-Circulation
(65A) T31 Pump A04

(600A)
A
A
TR005V SP05 TR028
Oxygen (25A) Oxygen (50A) Ozone H
(300A) (300A) TR027 SP04 TR004V
Generator Receiver Tank Generator Unit BA232
(350A)
BA224 No.2 Ballast BA204

H
Stripping Eductor
Near Scupper Near Scupper

BA202
(65A) (600A)
S07 Fit H Fit

H
Control Air
(20A) S08 Fit06 Fit05
No.2 Ozone Gas Pipe BA222 PG07

(300A)
N2 S11
Nomal Close PI

BA223
(80A)
Ozone A BT036V
A NE013V
Injection

H
Diffuser
BT042V Control Skid No.1 Ozone Gas Pipe BT035V PG11
(80A) BA221 NE012V

02
ID02
BA220 (600A) A

JN
PI H H

V
PT (100A)
BA305

39
Near Scupper

0
H

BT
A PT07 (500A)

SW Cross Main in E/R

BA211

TR023V
(600A)
TR006V

A
(300A)
BA229 BT037V BT038V No.2 Ballast H
Pump SP06
BA401 PI S12

TR024V
BA227
(15A)

BA206
(32A) N1 BA212 A06 T41

H
PG10 BT041V
FW Filling Neutralizer

H
Set 5 bar
Unit (15A) BA219 BA209 From To No.2
N2 RCP BA218 Sampling
(15A) 02 (500A) H H Samplie
Near Scupper T32
Condition Condition
Skid

(600A)
Skid

(600A)
BA230 BA210
Stand-by
To IGG System Ballast
H Injection

BA205
(400A) Pump PG06 Diffuser from To No.1
Neutralizer Sampling

H
PI
S01 S05
Sample Condition Skid Sample Condition Skid Tank

BA226
Condition
AP Tank A Skid

H
TRO TRO TRO TRO TRO TRO PT06 N1
S02 S06
31 02 01 32 04 03 NE010V NE011V S03
PT T21
A01 A03

(600A)
A
T11
TR030V

TR029V

TR032V

TR031V

LSH LSH A BT031V SP03

TR025
BA217 TR026 SP01 TR001V
Drain Water
BT030V PG9 H BA216 H ID01 TR003V B

A
(500A)
Chamber PI
(1.5t) (1.5t) BA306

TR21V TR022V
BA207 From

(600A)
(300A)
Sampling

(300A)
A No.1 Ballast

BT
H
Condition

0
Pump

34
BT032V BT033V
Skid

V
BA213 BA208

H
PI

JN
T12

01
T21 T11 T12 T32 T41 T31 PT08 BT040V Fit
Set 5 bar H Fit03
(600A)

BA203
RCP BA215
01

H
Air Supply Line Air Supply Line S04
H (300A)
for Sampling Pump for Air Remove Control Valve
BA231
Key

BA201
BA214

H
Sea Water Fit No.1 Ballast
A01 A02 A03 A04 A05 S01 S02 S03 S04 S05 S06 S07 S08 S09 S10 S11 S12
Fit04 A
SP02 Stripping Eductor
Fresh Water
TR002V
Control Air Line

H
A02
Air Vent Line Solenoid
Valve BA225
H

Ozone Line E/R Water

Cabinet Ballast Tank (S)
Insulation (600A) Sea Chest
Control Air System Near Scupper

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 31 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
5.5.2 Ballast Water Treatment System
1. Specification
Maker: NK Co., Ltd.
Model: NK-O3 300 BlueBallast System
2. NK-O3 BlueBallast System
The transfer of harmful aquatic species in ships’ ballast water and sediments
is a major global environmental problem, causing severe impacts on marine
ecosystems, fisheries and other marine resources and even human health in
many parts of the world. As part of global efforts to fight this threat; NK-O3
BlueBallast System was developed ship-board ballast water treatment
systems, in accordance with standards established by the International
Maritime Organization (IMO).
Ozone is a natural gas which forms in the atmosphere when an oxygen atom
(O) joins with an oxygen molecule (O2) to form ozone (O3). This reaction
requires the input of energy (such as a lightning strike), to join the oxygen
atom with the oxygen molecule. As soon as the energy source is removed,
the ozone immediately decomposes.
Ozone is a colourless gas but has a very pungent odour. Many people may be
familiar with the strong smell when a car’s battery leads are sparked - this
smell is ozone gas - formed in just the same way as when lightning forms
ozone from oxygen in the atmosphere.
Although ozone has an extremely short life-span, it is one of the most
powerful oxidizing agents produced - effectively neutralizing endo-toxins,
viruses, bacteria, fungi and organic material extremely rapidly.
In the NK-O3 System; a ship-board Ozone generator takes ambient air and
strips away the nitrogen, concentrating the oxygen content - which is then
passed through a high voltage or high frequency electrical field to produce
ozone. The ozone is then injected into the incoming ballast water to oxidize
and neutralize any harmful aquatic species.
A percentage of the aquatic species, especially any bacteria and viruses in
the ballast water, are killed by direct contact with the ozone. The remainder
are killed or neutralized when the ozone reacts with other chemicals that
occur naturally in seawater, to form hypobromous acid, a highly effective
disinfectant in its own right. Both ozone and hypobromous acid disintegrate
extremely rapidly - ensuring that there is no damage to the receiving waters
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
into which the treated ballast water is discharged.
 The NK-O3 system received Final Approval under G9 from IMO
in July 2009.
 G8 Type Approval was received by Korean Administration in
November 2009.
3. Description
NK-O3 System is designed to inject ozone with density of 2.5 mg/L into the
Ballast water at proportionally according to Ballast Pump Capacity.
The NK-O3 System is composed of four integrated modules:
 Feed gas system
 Ozone system
 Neutralization system
 Monitoring and control system
The Feed gas system produces compressed air from the ambient air,
concentrates the oxygen and provides the raw material to produce ozone.
The Ozone system produces ozone and provides to ballast water using by
ozone injector. The neutralization system is applied in NK-O3 System to
remove remained TRO (Total Residual Oxidant) at discharge of ballast water.
The Monitoring and control system uses standard, off-theshelf technology,
and includes a variety of sensors, alarms, meters, valves and switches
connected to central control software, and integrated with the ship’s overall
ballast management system.
The overall layout of the NK-O3 System is shown in below figure.
5 - 32
Feed Gas System
1) Air compressor (integrated or separated dryer)
Air compressor produces between 5 and 8 bar of compressed air by
inhaling the air of the atmosphere and provides compressed air to
oxygen generator through air receiver; as raw material for oxygen
generator.
Air compressors are single-stage, oil-injected screw compressors
driven by an electric motor. The compressors are air or water-
cooled. Air compressors are enclosed in sound-insulated bodywork.
The compressors are controlled by the electronic control module. A
condensate trap with automatic drain system is provided.
Air dryer (refrigerant type) is integrated in the air compressor or is
separated. The air dryer satisfy needed air condition by
refrigerating and dehumidifying the compressed air, heighten the
efficiency of oxygen produce and endurance of the zeolite.
a) Air flow: Air drawn through filter and open inlet valve into
compressor element is compressed. Compressed air and oil
flow into the air receiver/oil separator. The air is discharged
through outlet valve via minimum pressure valve, air cooler
and dryer.
b) Oil system: In air receiver most of the oil is removed from the
air/oil mixture centrifugally. The rest is removed by oil
separator. The oil collects in the lower part of air receiver/oil
separator.
c) Cooling system: The cooling system comprises air cooler and
oil cooler. On air-cooled compressors, the cooling air flow is
generated by fan.
d) Condensate system: The trap is equipped with a valve for
automatic draining during operation and a manually operated
valve for draining after stopping the compressor.
e) Regulating system: If the air consumption is less than the air
output of the compressor, the net pressure increases. When the
net pressure reaches the unloading pressure, air output is
stopped (0 %), the compressor runs unloaded. When the net
pressure decreased to the loading pressure, air delivery is
resumed (100 %), the compressor runs loaded.
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
f) Electronic control module: In general, the electronic control
module has functions; controlling and protecting the
compressor, monitoring components subject to service and
automatic restart after voltage failure (made inactive)
g) Specification of the air compressor
 Air inlet pressure (absolute): 1 bar
 Air inlet temperature : 20 °C (0 ~ 50 °C)
 Relative humidity : 0 %
 Working pressure : 4 ~ 8.6 bar
 Cooling water inlet temperature : 30 °C
2) Oxygen generator
Oxygen generator takes compressed air from the air compressor
and strips away the nitrogen, concentrating the oxygen and
providing the raw material to produce Ozone. Air contains 21 %
oxygen, 78 % nitrogen, 0.9 % argon, and 0.1 % other gases.
Oxygen generators separate oxygen from compressed air through a
unique Pressure Swing Adsorption (PSA) process. The PSA
process uses two vessels filled with molecular sieve (a synthetic
zeolite).
As compressed feed air flows through one of the vessels, the
molecular sieve adsorbs nitrogen. The remaining oxygen passes
through the vessel and exits as the product gas. Before the absorber
becomes saturated with nitrogen, the feed air is diverted to the
second vessel. At that point, the sieve in the first vessel regenerates
by desorbing the nitrogen through depressurization and purging it
with oxygen from the second vessel.
This process is then repeated in the second vessel to complete a
cycle that allows the oxygen generator to deliver a constant flow of
product oxygen at 90 % minimum purity. Under normal operating
conditions, the molecular sieve is completely regenerative and will
last indefinitely.
Proper maintenance of the coalescing filter is required for proper
functioning of the generator, thus assuring its expected life, as well
as meeting the conditions of the warranty. Air from the compressor
is regulated to 4.5 ~ 6.6 bar at the regulator.
a) Specification of the Oxygen generator
 Locate the oxygen generator in a well-ventilated area
that is protected from weather elements
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
 Input air filtered to 0.01 micron, 2 °C pressure dew
point (PDP), 0.01 ppm oil content
 Input air pressure : 7.0 ~ 10.5 bar
 Product pressure : 3.2 bar nominal
 Input air temperature : 4 ~ 38 °C
 Product purity : 93 % nominal
 Operating temperature : 0 ~ 50 °C
 Product dew point : -60 °C
3) Air and oxygen receiver
Air and oxygen receiver provide stabilized flow and pressure to the
oxygen and ozone generator by reducing the pulsation respectively.
Air receiver stores compressed air for peak demand in excess of
compressor flow rate. Air receiver increases the cooling of the
compressed air and collects possible residual condensate and oil
droplets. The pressure variations in the air net will be equalized and
short cycle loading and unloading of the compressor minimized.
Ozone System
1) Ozone generator
Next to fluorine, ozone is the strongest oxidizing agent, and when
correctly applied, able to contribute enormously to improve the
condition of our life and environment. Ozone has been known for
more than 100 years, and has proven itself as an environmentally
friendly oxidizing agent in many areas of application. Ozone is
generated by converting part of the oxygen gas molecules O2
within a gap formed between two electrodes. When applying an
alternating high voltage to the high voltage electrode, micro-
discharges will take place in the discharge gap which will
dissociate the oxygen molecules. Some of the freed oxygen atoms
O will recombine with the remaining oxygen molecules O2 to form
ozone O3. This principle is usually called "Silent Electrical
Discharge".
O + O2 = O3
The ozone concentration of the gas at the outlet of the generator is
expressed by the ratio of the ozone mass produced divided by the
total outlet gas mass (% by weight) or the mass of ozone produced
per volume of outlet gas (g/Nm3).
5 - 33
The ozone generation modules are cooled with water to efficiently
remove all the heat generated by the process. Ozone generation is
very sensible to the cooling water temperature and the gas quality.
The lower the temperature, the higher the ozone efficiency will be.
The ozone generators are equipped with one or more specific
dielectric modules which are shock resistant dielectrics providing
high endurance and optimized properties for the generation of
ozone in the range of 6 to 12 wt% ozone concentration. Higher
ozone concentrations may be achievable under specific conditions
of operation but are not recommended to be used for continuous
operation since unstable ozone production output may occur.
a) Oxygen inlet supply: The feed gas has to fulfill the defined
specification. The pressure regulator reduces the inlet gas
pressure to 1.2 bar, the operation pressure of the ozone
generator. The filter protects the gas system against small dust
particles.
The pressure switches checks the inlet pressure for the ozone
generator. If the pressure increases above maximum pressure,
the ozone generator shuts down automatically and all valves
are closed immediately. The safety relieve valve prevent an
increasing of the pressure inside the ozone generator during
the stand-by period of the ozone plant.
b) Ozone generation: The compressed oxygen crosses the
generator through the annular thin spaces between the
dielectric tubes as well the space between the high voltage
electrodes and dielectrics.
A part of the electric energy necessary for this ozone
generation is transformed into heat. This heat is removed by
the chilled water passing through the vessel.
c) Cooling water system: For a good ozone quantity by low
energy a good cooling system with a water inlet temperature
by 15~30 °C is required. The cooling system is designed for a
counter flow direction. If the temperature increases higher
than 40 ℃, the plant stops automatically.
The converter is also chilled with water (water cooling type).
If the temperature of convert increases, water will flow
through the convert.
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
d) Feed gas operational data 3) Water chiller
 Oxygen purity: 93 % (±3 %)
 Dew point at 1bar abs.: ≤ - 65 °C The cooling system for ozone generator is based on a close-loop
 Oil content: ≤ 0.1 ppm cooling system using the water chiller. Control of the chiller will be
 Particle size: ≤ 0.01 μm executed via the LCP of the Chiller based on temperature.
 Hydrocarbons: ≤ 20 ppm
 Inlet pressure: 3 ~ 6 barg a) Chiller unit: The compressor compresses refrigerant gas to the
 Temperature: 5 ~ 40 °C pressure at which it can be condensed and takes refrigerant
like pump. The condenser absorbs heat from refrigerant gas to
e) Ozone operational data become liquid. Refrigerant gas over 40°C becomes liquid as
 Ozone concentration: 9~11 wt% (133 ~ 163 g/Nm3) low temperature and high pressure. It takes heat away not only
 Ozone production: 10~100 % from evaporator, but also from compressor.
 Operating pressure: 1.2 ± 0.1 bar
b) Water tank and pump: Water tank receives high temperature
f) Cooling water operational data water from generator, and release water to water pump. It has
 Operating pressure: 2~6 bar a sensor for checking level of water. Water pump circulates
 Inlet temperature: 4~30 °C water from water tank to generator by force. If pump is not
 Temperature rise, ᇞT: 5 ℃ operating and water flow switch detects no signals, water
 Water quality: refer to parts documents cooling unit will not operate.
2) Ozone destructor 4) Ozone injector
Ozone destructor is used to converts any unused ozone back to Ozone injector is very important equipment for ballast water
oxygen before release to the atmosphere. The ozone destructor is treatment system using ozone as disinfection material. To increase
used to run the ozone system without injecting the ozone in the disinfection effect and reduce toxic by-products, ozone should be
ballast water. It will help to evaluate the good operation of the introduced very quickly and uniformly to ballast water.
ozone system.
The good treatment efficiency is achieved by:
Due to the hazardous and corrosive nature of ozone even in low  Dispersing very small gas bubbles in the water.
concentrations, no gas containing ozone should be released into the  Providing a reasonable water/gas ratio.
atmosphere. The residual ozone concentration according to the  Provide an even distribution of the gas bubbles
safety requirements of lower than 0.2 ppmv will be observed. through the entire water volume.
 Injecting the ozone in less than 0.25 sec in the main
The unit comprises welded stainless steel housing and the catalyst. pipe.
The destructor works according to the principle of catalytic ozone
destroying. The gas flow to be treated will be passed through the a) Circulation pump: The circulation pump creates the
catalyst. The residual ozone in the off-gas will be converted into appropriate pressure at the inlet to the injector. The pressure
oxygen on the surface of the composition metal catalyst. The off- energy at the injector inlet is transferred to velocity energy in
gas flow has to be vented into open air. During this process, heat of the injector which creates a slight vacuum at the gas
reaction is released. At low ozone concentrations this causes no connection.
considerable increase of temperature. Only at high ozone
concentrations the reaction temperature can increase up to 250 °C. b) Ejector; venturi: Venturi is widely used for suction gas and it
also can be used for ozone. Side stream injection system can
introduce ozone very quickly and uniformly to raw ballast
IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 34
water with very low production probability of toxic by-
products and very high performance.
c) Nozzle: The mixture of gas and water is injected in the main
raw water pipe line via a nozzle. The main ballast water pipe
will give the appropriate contact time. The main pipe has one
or more TRO analysers that allow the customer to monitor the
TRO.
d) Liquid Gas Separator: The circulation pump will raise the
pressure in the water pipe high enough to risk pushing water
back into the gas line. The check valve is the primary
protection. The liquid gas separator will be the secondary
protection and will trap any water going backward into the gas
pipe.
Neutralizer System
1) Neutralizer
The Neutralizer is designed to remove Total Residual Oxidants (TRO)
from ships’ ballast water that has been treated by the NK-O3 System.
The Neutralizer makes the TRO concentration below 0.4 mg/L by
dosing neutralizer automatically, prior to discharge of the treated ballast
water. The NK-O3 System will only inject neutralizer if the TRO
concentration of the treated ballast water is higher than 0.2 mg/L.
Thiosulfate is used in the TRO neutralizer in the NK-O3 System.
Thiosulfate reacts with halogens differently, which can be attributed to
the decrease of oxidizing power down the halogen group.
S2O32−(aq) + 4Br2(aq) + 5H2O(l) → 2SO42−(aq) + 8Br−(aq) + 10H+(aq)
S2O32−(aq) + 4Cl2(aq) + 5H2O(l) → 2SO42−(aq) + 8Cl−(aq) + 10H+(aq)
There are two sets of co- located redundant pairs of TRO sensors in the
ballast discharge system, one pair in the ballast discharge pipe
immediately after the ballast tank and before the neutralizer feed, and
one pair after the neutralizer feed injector and before the ballast water
discharge overboard.
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
a) Neutralizer tank: Used to store neutralizer. Tank is equipped
with agitator, liquid level sensor and sight glass. It is also
equipped with neutralizer filling port, manhole and ladder
depending on its size.
b) Neutralizer pump: Used to inject neutralizer into the ship’s
ballast discharge pipe. The discharge flow-rate is adjusted in
terms of neutralizer and TRO concentration, and ballast water
flow rate.
2)
c) Injection Diffuser: Back pressure valve is used to protect
piping and equipment from pressure changes and maintain
back pressure in closed loop systems. Nozzle is used to inject
neutralizer in the ballast pipe. The ballast pipe will give the
appropriate contact time.
d) Local control panel (LCP): Used to connect power and
external signals, and operate manually for maintenance.
e) Specifications (these are only standard design criteria)
 De-ballasting time : 12 hr x 2 times
 Discharge TRO concentration : 5.0 mg/L
 Neutralizer dose ratio : 0.50
 Neutralizer concentration : 100 g/L
Control & Monitoring System
1) Main control panel; MCP
NK-O3 System common control logic resides in the Programmable
Logic Controller (PLC, Schneider M340) CPU processors located
in the NK-O3 System Main Control Panel (MCP). All monitoring
and control functions of the NK-O3 System can be accomplished
via Human Machine Interface (HMI) located on the face of the
MCP.
Activation and operation of the NK-O3 system are inter-locked to
the ship’s overall ballast water management system, so that ballast
water intake and discharge will not commence until the NK-O3
System is functional.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
Control & monitoring devices
a) Dew point sensor
 The proper operation of the ozone system and its
reliability will depend on the quality of the feed gas and
essentially of the dew point. The dew point must be lower
than -65 °C. Dew point in the range of -60~ -20 °C at
room temperature correspond to relative humidity values
of 0.08 ~ 5.37 % RH.
 Online dew point sensor is installed at the inlet of ozone
generator and triggers alarms if moisture contaminates the
oxygen feed line.
 Specifications
- Measuring principle: monolithic measurement cell
type
- Measuring range: -80 ~ 60 °C
- Accuracy: ±2 °C
- Signal interface: analogue outputs 4 ~ 20mA and
alarm output 2 potential-free relays (NC)
b) Oxygen analyser
 The efficiency of ozone generation will be proportional to
the oxygen concentration of the feed gas. The oxygen
concentration must be higher than 90 % for rated ozone
generation. Online oxygen analyser is installed at the inlet
of ozone generator and triggers alarms if oxygen
concentration decreases below set point.
 Specifications
- Measuring principle: electrochemical cell; galvanic
Cell
- Measuring range: 0 ~ 100 %
- Accuracy (intrinsic Error) at constant temperature:
±2% range
5 - 35
- Signal interface: analogue outputs 4 ~ 20mA and
alarm output 2 potential-free relays (NC)
c) Ozone analyser
 The ozone concentration will be controlled via the PSU
power control loop. The ozone concentration is directly
related to the electrical power input to the generator vessel
for a given flow of oxygen. Online ozone analyser is
installed at the outlet of ozone generator.
 Specifications
- Measuring principle: UV adsorption
- Measuring range: 0 ~ 200 g/Nm3 (15 wt%)
- Accuracy: 0.1 g/Nm3 (0.01 wt% ) in the range from
0.1~125 g/Nm3
- Signal interface: 4~20 mA and 0~10 VDC standard,
2 alarms with form C relay contacts
d) Ozone flow-meter
 The flow through the ozone generators will be controlled
by the flow control loop using the flow control valve and
flow. Online ozone flow-meter is installed at the outlet of
ozone generator.
 Specifications
- Measuring principle: thermal mass flow sensor
- Accuracy, including linearity (Ref.: 21°C): ± (1 %
of reading + (0.5 % + 0.02 % / °C of full scale))
- Signal interface: 4~20 mA and 0~5 VDC
e) Oxygen monitor
 Ambient oxygen monitors can be tripped by the oxygen
leak and depletion in the ozone system. When an oxygen
alarm has been given all personnel must be evacuated
from the contaminated area into a safe zone, where the
oxygen content is lower than 25 vol% and higher than 17
vol%.
 Specifications
- Measuring principle: Electrochemical gas diffusion
type
- Measuring range: 0 ~ 25 vol%
- Accuracy: ±5 % of value, but limited by available
calibration
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
- Signal interface: 4 ~ 20 mA, three assignable alarm
relays, 10 A, 120 VAC (5 A, 250 VAC)
f) Ozone monitor
 Ambient ozone monitors can be tripped by the ozone leak
in the ozone system. When an ozone alarm has been given
the ozone production must be interrupted. All personnel
must be evacuated from the contaminated area. The room
containing ozone should only be entered when wearing a
suitable breathing apparatus.
 Specifications
- Measuring principle: Electrochemical sensor,
diffusion type
- Measuring range: 0 ~ 3 (5) ppmv
- Signal interface: 4 ~ 20 mA
g) TRO analyser
 The TRO analyser uses colorimetric DPD chemistry to
continuously monitor water for TRO. The analysis method
is unaffected by even large swings of pH and
measurements are more accurate and precise than those of
other systems.
 A zero reference point is established with the first sample
in the cycle by measuring blank absorbance. Then,
indicator and buffer reagents are added to the sample and
the sample changes colour. A compact colorimeter then
measures the light transmitted through the sample. The
measured colour intensity is compared to a reference
standard. Finally, the sample cell is flushed with new
sample so that the cycle can repeat itself.
 Specifications
- Measuring principle: colorimetric DPD chemistry
- Measuring range : 0 ~ 11.25 mg/L as Br2 (Min.
detection limit : 0.079 mg/L)
- Accuracy : ±5 % or ±0.079 mg/L TRO, whichever is
greater
- Signal interface : 4 ~ 20 mA, two selectable alarms
SPDT relay
h) Ballast water flow-meter
 Ballast water flow-rate should be measured to control
dose of ozone and neutralizer injection. Flowmeters are
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
flow velocity sensor used to measure the volume flow of  System Trend: The sub-menu of System trend is used for
liquids. Pressure, temperature, density and viscosity do viewing main historical data.
not affect the volume measurements. Portions of solid Ballasting Screen
particles and small gas pockets should be avoided.
 Specifications 1) Basting screen overview
- Measuring principle : magnetic-inductive
- Measuring range; flow velocity : 0 ~ 10 m/s Used to control and view status of the ozone system for ballasting.
- Accuracy : ±1.5 % of reading, ±0.5 % full scale.
4. Operation
The operating conditions of the NK-O3 System can be observed and
changed by simply touching the switching surfaces and input fields. The
operation does not differ in principle from pressing conventional keys. The
touch elements can be switched by touching with the finger or with an article
(do not use pointed or sharp articles for serving the Touch panel, so that the
plastic surface is not damaged).
In principle each picture is self-explaining. To select a picture, touch the
appropriate designations in the lower range of the Touch screen. By touching
e.g. the process values button, the picture of the process values will be
indicated. Via the input fields values can be changed. According to the
programmed limit values, inputs outside these limits will be rejected. By
touching an input field, a keyboard appears on the screen. The keyboard will
be automatically faded out after terminating the input.
① Main menu & System status: The Main menu screen indicates
available menu buttons. Buttons are used for navigation to
Menu structure of the HMI;
associated screens. The System status screen is use for control the
system and indicates system status. The present status is shown as
Red.
② Equipment status: The equipment status screen indicates all
available equipment status and values. All equipment and valves
are shown as Red if running and Gray if stopped.
 Ballasting: The main menu of Ballasting is used to control and
view status of the ozone system for ballasting.
③ Banner: Fault and warning massages of NK-O3 System is
 De-ballasting: The main menu of De-ballasting is used to displayed here.
control and view status of the neutralizer system for de-
ballasting.
 System Data: The main menu of System data is used to set
operating data of the system. This menu is only available to
operators that are logged in with the appropriate credentials.
 System Alarm: The main menu of System alarm is used to view
alarm of the system.
5 - 36 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
2) Main menu and system status
① Main menu: Buttons are used for navigation to associated screens.
The active screen is shown as Red.
- Ballasting: Used to control and view status of the ozone
system for ballasting.
- Deballasting: Used to control and view status of the
neutralizer system for deballasting.
- System Data: Used to set operating data of the system
- System Alarm: Used to view alarm of the system
② Ozone System status: Used to control the Ozone system and
indicates Ozone system status.
The present status is shown in buttons.
- MCP / REMOTE: The selection that is visible is the one that is
activated. With the button in REMOTE, the NK-O3 System is
controlled via Remote touch panel located in the ship’s cargo
control room. With the button in MCP, the NK-O3 System is
controlled via Local touch panel located on the face of the
MCP. The control the NK-O3 System via MCP is only
available to operators that are logged in with the appropriate
credentials.
- AUTO / MANU: The selection that is visible is the one that is
active. With the button in AUTO, the NK-O3 System is
automatically controlled in normal operation. With the button
in MANU, the NK-O3 System is manually controlled in
abnormal operation. It is also only available to operators that
are logged in with the appropriate credentials.
- START / STOP: Push on the START button and the Ozone
system will be automatically started with audible alarm. Push
on the STOP button and the Ozone system will be
automatically stopped.
*This button is only used for the AUTO mode.
③ Sub-Menu: The Sub menu screen indicates available sub menu
buttons. Buttons are used for navigation to associated screens.
④ NK-O3~READY / NOT READY: When the Ozone system is
ready for ozone injection, READY is displayed in here.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
SYSTEM RESET: When an alarm condition of the Ozone system 3) Equipment status
is deactivated, push on the button and the alarm will disappear.
The equipment status screen indicates all available equipment status and
BZ-STOP: If necessary, push on the button and the buzzer will stop. values. All equipment and valves are shown as Red if running and Gray if
stopped.
SYSTEM ALARM: When the Ozone system has an alarm
condition, these buttons will be shown as Red with the audible and
visible alarm. To see which alarm is activated, go to the System
alarm screen at any times. All alarms, once conditions of alarm
removed have to be reset.
- FAULT: When the Ozone system has a fault alarm condition,
this is shown as Red.
- WAR’G: When the Ozone system has a warning alarm
condition, this is shown as YELLOW.
- NOR’L: When the Ozone system has a normal condition, this
is shown as BLUE.
EMERGENCY: In the event of danger for personnel or the system,
the system can be immediately stopped with the aid of an
EMERGENCY STOP button. In this manner, the system is placed
in a safe status. The electric power supply and the feed gas flow
will be instantaneously interrupted.
① Feed Gas System: The status of the Feed gas system, such as air
compressor, air tank, oxygen generator and oxygen tank, is
represented here.
② Ozone System: The status of the Ozone generator and water chiller
is represented here.
- GAS V/V ~ CLOSE / OPEN: The status of the ozone
generator’s valves is represented here.
- Bar graph read outs of the converter output value (0~100 %).
The output of converter is derived from the Ozone
concentration controller via PLC.
5 - 37 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
③ PT, TT: The compressed air pressure and temperature values as
measured by the sensors located on the Air supply line.
④ PT, O^2, DEW: The oxygen pressure, concentration and dew point
values as measured by the analysers located on the Oxygen supply
line.
⑤ O3 Conc.: The ozone concentration values as measured by the
analyser located on the Ozone line.
⑥ Amb. O3, O2: The ambient ozone and oxygen concentration value
as measured by the monitors.
⑦ PT, Amb. O2: The ozone pressure, ambient ozone concentration
value as measured by the monitors.
Deballasting screen
1) Main menu and system status
① Ozone Line: The statuses and values of equipments located at
the ozone line are represented here.
- PT: The ozone pressure values as measured by the sensors
located on the inlet of control valve and suction of ozone
injector.
- CONTROL VALVE: The ozone flow control valve output
value (0~100 %).
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
The output of control valve is derived from the Ozone flow
controller via PLC.
- FLOW METER: The ozone gas flow value as measured by
the flow meter.
- 3-WAY Valve: The status of the 3-way valve for ozone
injection or destruction is represented here.
- DESTRUCTOR: The status of the Ozone destructor is
represented here.
- Ozone INLET Valve: The status of the Ozone inlet valve for
ozone injection is represented here.
② Side Stream Line: The status of the Circulation pump and valve
for ozone injection are represented here.
③ Main Ballast Line: The ballast water flow and ozone dose value
is represented here.
The initial set point is 2.4 mg/L and this is automatically
calculated as follow:
- Ozone dose =
④ TRO: The status and valves of TRO are represented here.
- TRO: The TRO values as measured by the analysers.
⑤ TRO Air, Water: Used to control and indicate TRO sampling
pump status.
① Main menu: Buttons are used for navigation to associated screens.
The active screen is shown as Red.
- Ballasting: Used to control and view status of the ozone
system for ballasting.
- Deballasting: Used to control and view status of the
neutralizer system for deballasting.
- System Data: Used to set operating data of the system
- System Alarm: Used to view alarm of the system
5 - 38
② Neutralizer System status: Used to control the NK-O3 System and
indicates NK-O3 System status.
- MCP / REMOTE: With the button in REMOTE, the NK-O3
System is controlled via Remote touch panel located in the
ship’s cargo control room. With the button in MCP, the NK-
O3 System is controlled via Local touch panel located on the
face of the MCP. The control the NK-O3 System via MCP is
only available to operators that are logged in with the
appropriate credentials.
- AUTO / MANUAL: With the button in AUTO, the NK-O3
System is automatically controlled in normal operation. With
the button in MANU, the NK-O3 System is manually
controlled in abnormal operation. It is also only available to
operators that are logged in with the appropriate credentials.
- AUTO START / STOP: Push on the START button and the
Neutralizer system will be automatically started with audible
alarm. Push on the STOP button and the Neutralizer system
will be automatically stopped. *This button is only used for
the AUTO mode.
③ Sub-Menu: The Sub menu screen indicates available sub menu
buttons. Buttons are used for navigation to associated screens.
④ NEUT’R ~ READY / NOT READY: When the Neutralizer system
is ready for neutralizer injection, READY is displayed in here.
SYSTEM RESET
- RESET: When an alarm condition of the Neutralizer system is
deactivated, push on the button and the alarm will disappear.
- BZ-STOP: If necessary, push on the button and the buzzer will
stop.
SYSTEM ALARM: When the Neutralizer system has an alarm
condition, these buttons will be shown as Red and the audible
and visible alarm will be triggered. To see what alarms are
active at any time, go to the System alarm screen. All alarms,
once conditions of alarm removed have to be reset.
- FAULT: When the Neutralizer system has a fault condition,
this is shown as Red.
- WAR’G: When the Neutralizer system has a warning
condition, this is shown as YELLOW.
- NOR’L: When the Neutralizer system has a normal condition,
this is shown as BLUE.
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
⑤ EMERGENCY: In the event of danger for personnel or the system,
the system can be immediately stopped with the aid of an
EMERGENCY STOP button. In this manner, the system is placed
in a safe status. The electric power supply and the feed gas flow
will be instantaneously interrupted.
2) Equipment status
The equipment status screen indicates all available equipment status and
values. All equipment and valves are shown as Red if running and Gray if
stopped.
① Neutralizer Tank: The status of the agitator and level value of
neutralizer tank as measured by the level sensor is represented
here. Bar graph read outs of the tank level (0~100 %).
② Neutralizer Pump: The status of the discharge (neutralizer) pump
and valves located at the neutralizer injection line is represented
here.
③ TRO: Used to control and indicate TRO sampling pump status.
④ Main Deballast Line: The ballast water flow-rate and TRO values
as measured by the analysers are represented here.
⑤ TRO DRAIN: Used to control and indicate TRO drain pump status.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
System Setting, Alarm and Trend Screen
1) System setting screen
The Main menu of System settings is used for configuration system
parameters. An operator can only access this menu when logged on with
special credentials.
NOTE
A. NOTE :A,B and C
NOTE A, B and C are different Sett point in Auto mode and Local mode.
- Auto mode: When push on the START, PLC inside point
transfer Set point of Ozone Concentration.
- Local mode: Operator can change setting point as much as he
wants.
(But, Must not change auto mode set point, Because, designated
of Parameter in PLC)
B. Above set point is designated from NK-03-BWT SYSTEM.
C. But, if you need change, you have to contact maker before changed.
① Ballast & De-ballast Data View.
- All saved data can be checked & printed when BWTS is
ballasting and deballasing.
- On average a day, all data will be saved about 1~2 megabyte
into 16 gigabyte CF memory.
- All data can be saved about 10 years.
5 - 39
② BWTS Override mode.
- Override mode can be used when BWTS & vessel are having
emergency condition.
- Audible and visual alarm will be happened when override
mode use.
2) System alarm screen
The Main menu of System alarm is used for viewing alarms and events.
When the system has an alarm condition, all information of the alarm, such
as date, trig, message and recovery, is displayed in System alarm screen. All
alarms, once conditions of alarm removed have to be reset. The last 2,000
reported events are stored in a temporary buffer and the current message is
indicated first.
① ROLL UP / DOWN: Button for viewing or selection of an alarm
message.
ALARM / ALL DELET: Button for deleting of an alarm message.
② SUB MENU
③ NK-O3 ~ READY / NOT READY: When the Ozone system is
ready for ozone injection, READY is displayed in here.
SYSTEM RESET: When an alarm condition of the Ozone and
Neutralizer system is deactivated, push on the button and the
System alarm will disappear.
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
BZ STOP: If necessary, push on the button and the buzzer will stop.
SYSTEM ALARM: When the Ozone system has an alarm
condition, these buttons will be shown as Red with the
audible and visible alarm. To see which alarm is activated, go
to the System alarm screen at any times. All alarms, once
conditions of alarm removed have to be reset.
- FAULT: When the Ozone system has a fault alarm
condition, this is shown as Red.
- WAR’G: When the Ozone system has a warning alarm
condition, this is shown as YELLOW.
NOR’L: When the Ozone system has a normal condition, this
is shown as BLUE.
EMERGENCY: In the event of danger for personnel or the
system, the system can be immediately stopped with the aid
of an EMERGENCY STOP button. In this manner, the
system is placed in a safe status. The electric power supply
and the feed gas flow will be instantaneously interrupted.
④ This is used for displaying of alarm information.
3) System trend system
The sub-menu of System trend is used for viewing main historical data.
① This is used for viewing historical data table.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
② This is used for viewing historical data graph. About an hour of
data can be stored and will reset and over-write old data as new
data is created.
③ These are used for setting of ballast and deballast sampling time.
5. Safety
1) Ozone
Ozone consists of three oxygen atoms with a molecular mass of 48
kg/kmol. At normal conditions (0 °C and 1.013 bar(abs)), the
density of ozone is 2.15 kg/m3. The chemical notation is O3.
Ozone is heavier than air. At normal pressure, ozone is a colourless
to blue gas. The boiling point of ozone is approx. -112 °C Ozone
condensate is a blue fluid.
Depending on the concentration ozone produces an odour similar to
carnations, hay or chlorine.
The smelling threshold is approx. 0.02 mg/m3 (0.01 ppmv), Ozone
is non-combustible; it does promote combustion processes, so that
even spontaneous explosive reactions are possible. Ozone oxidizes
almost all metals, inorganic and organic substances (except for
example gold, platinum, stainless steel , glass, and ceramic).
The intensive oxidation characteristics of the ozone are used for
disinfecting purpose (extremely damaging effect on low organisms,
e.g. bacteria, fungi’s), and for the application of organic and
inorganic substances through oxidation Organic compounds are
oxidized through ozone.
2) Oxygen
Oxygen consists of two oxygen atoms with a molar mass of 32
kg/kmol. At normal conditions (0 °C and 1.013 bar(abs)), oxygen
has a density of 1.43 kg/m3. The chemical notation is O2.
Oxygen is heavier than air. At normal pressure, oxygen is a
colourless and odourless gas. At -183 °C and normal pressure,
oxygen condensate is a blue liquid. Below -219 °C it crystallizes to
form a blue pigment. Oxygen is non-combustible, however it
enables and promotes combustion processes. No combustion is
possible in an oxygen-free environment. That means that any flame
will extinguish in the event of an oxygen deficiency.
5 - 40
The oxygen content in the air is 21 Vol%. An increased oxygen
concentration causes a considerable increase in the combustion
speed. Furthermore, technical safety characteristics such as
pressure increase speeds, ignition of oil and grease. This also
applies to clothing soiled by oil and grease.
3) Health Risk
a) Physiologically, ozone acts as an irritant. Particular target are
mucous membranes of the eyes, nose and lungs. Ozone can
result in poisoning when inhaled. Physical strain and a rise in
the ambient temperature increase the toxicity of ozone, so that
otherwise harmless concentrations could have a toxic effect.
An increase of the room temperature by 8 °C doubles the
toxicity.
b) Irritation of the throat (urge to cough) occurs in the event of
prolonged exposure to an atmosphere with ozone
concentration exceeding 0.2 mg/m3 (0.1 ppmv).
Concentration from 1.0 mg/m3 (0.5 ppmv) cause extreme
irritation of the eyes and the mucous membranes of the
respiratory tract. Several minutes of exposure cause extreme
irritation of the throat and deadening of the sense of smell.
Difficulty of breathing occurs, indicating toxic pulmonary
edema. From 2.0 mg/m3 (1.0 ppmv) tightening of the chest,
dizziness and headaches can be felt, higher concentrations
frequently for a prolonged period of time may fall ill with
chronic bronchial ailments.
c) Prolonged exposure to ozone concentrations exceeding 20
mg/m3 (10 ppmv) will result in unconsciousness, pulmonary
hemorrhaging and death. Inhaling ozone in concentrations that
exceed 10000 mg/m3 (5000 ppmv) will lead to death in several
minutes.
4) Ozone supply
Single Point Side stream Injection System. The mixture of oxygen
and ozone is injected to treat the seawater. The treatment will be
accomplished by using the free radicals generated by the ozone. To
be efficient the injection system need to inject the ozone in the
main pipe in less than 0.25sec.
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
The good treatment efficiency is achieved by;
 Dispersing very small gas mixture bubbles in the water
 Providing a reasonable water /gas ratio.
 Providing an even distribution of the gas bubbles through
the entire water volume. Injecting the ozone in less than
0.25sec in the main pipe.
5) Safety requirement
a) The basic prerequisite for safe handling and trouble free
operation is depend on good knowledge of the fundamental
safety instructions therefore the following recommendations
need to be applied;
 All authorized persons have been trained on safety
regulation, particular danger associated with the ozone
system and procedure in cases of failures and accidents.
 All personnel working on and with the system have read
and observe safety instructions according this safety and
laws.
 Safety and O&M manual for the Ozone System is
accessible to the user, maintenance and repair personnel
for the duration of the system service life. Keep a copy of
these manuals in close vicinity of the system. Keep a
copy of these operating instructions available for
maintenance and repair work. Insure that these operating
instructions are always accessible.
 If several persons and/or subcontractors are working on
the ozone system at the same time the owner or the user
must to coordinate safety all activities.
b) Source of danger
The system meets the fundamental safety and health
requirements. However, this does not exclude dangerous
situations. These dangers are associated with the following
items;
 Liquid & Gaseous Oxygen (if used as feed gas)
 Ozone
 UV lamp
 Molecular sieve for oxygen generator and dryers
 Catalyze for ozone destruction
 Electricity (low & medium voltage)
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
 Mechanical dangers limit. Minor leaks can results in an ozone concentration in the
 Compressed air surrounding area of the system which is life threatening to
 High temperature people. Therefore, it is vital to insure that ozone gas detectors
are installed in this area.
c) General safety recommendations
6. Instruction when leaks are detected
i. Always observe the local, national and international
operating and safety regulation and laws. The same 1) Sound an optical and acoustic alarm to warn all
applies to the environmental regulations. First level of personnel to leave the area.
ozone Detection 2) Start the ventilation device until the ozone level
ii. Never use the system for a purpose other than that (>0.1 ppm) is down below 0.1 ppm.
intended by the manufacturer. Misuse of the system may 3) Keep running the ozone destructor.
result in unforeseeable risks. 1) Sound an optical and acoustic alarm to warn all
personnel to leave the area quickly.
iii. Always make clear identification of areas into which Second level of 2) Start the ventilation device until the ozone level
oxygen or ozone could escape, with appropriate warning ozone detection is down below 0.1 ppm and the alarm has not
signs. In those areas the following is forbidden; (>0.2ppm) been acknowledged, stop the feed gas system.
- Access of unauthorized persons 3) Stop the ozone generator.
- Smoking 4) Keep running the ozone destructor.
- Working with open with fires(torches)
- Working with tools, which produce flames or sparks These instructions need to be followed at the beginning of start-up.
- Use of oil or grease Therefore it is recommended to;
- Leave behind cloth contaminated with oil or grease
- Waste material and refuse must be properly disposed 1) Always start up gas detectors, ventilation device and residual ozone
destructor prior to feeding the ozone system with oxygen or to
iv. Be sure to clearly identify and restrict access to all produce ozone.
hazardous open areas where there is a risk of injury from
sudden descent. 2) Make sure that suitable breathing apparatus in the form of a full
mask with effective filter are available on site.
v. All moving and electrical parts of machines shall be
adequately protected against personal contact. If some of 3) Make sure that suitable breathing apparatus are used before
these protections are temporarily removed during start-up entering areas into which ozone has escaped.
clear labels must warn about potential dangers.
4) Ensure that lines carrying ozone are identified by a coat of print,
vi. Always mark clearly doors and escape routes through inscription or signs.
which personal can quickly leave the ozone room in case
of an ozone leak. 5) Make sure that parts in contact with ozone gas are made in the
following materials.
vii. Make sure that proper personal protective equipment are Stainless steel 316L, PTFE, Glass, Ceramic
used such as safety hat, safety goggles, safety glasses,
portable oxygen and/or ozone detectors etc.
d) Safety recommendations for ozone
13 wt% and above. These values by far exceed the deadly
5 - 41 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 42 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
5.6 Loading Computer Examples of controls are indicated on the screen below:

5.6.1 Introduction and Definitions

1. Before you begin

This User’s Guide contains detailed information about using the ANKO
Marine Load Planner, a Class Approved software system for loading
calculations. ANKO provides a variety of additional options, covering
specialized and advanced applications in ship loading, ship operation and
ship safety and emergency response. The documentation in this Guide
covers only those system functions, options and utilities included in the
selected configuration for the specific installation.

2. How to use this Manual

Before start using this Guide, it is important to understand the terms and
conventions used in the system and the documentation. These are
explained in the section “Conventions”.
A useful tool to guide the user through the different topics of the system,
is the list of contents at the beginning of this Guide. It is, however, also
useful in those cases where information on specific system options is
looked for, to refer to the section “System Options”, where all system
options are explained and reference is made for further details to the
relevant sections of this User’s Guide.
Although ANKO Software is user friendly and easy to operate, this
Guide may prove to be quite helpful, especially for new users and is
recommended to be kept in a safe place, accessible by the software
system operators.
Basic information on the procedure to follow in order to load manually
the vessel using the ANKO Marine Load Planner is explained in the
sections “Compartments’ Loading” and “Loading of Tanks”. Similarly, in
the “AutoPlan - Automatic Load Planning” section, a comprehensive
description of the procedure to automatically load the vessel will be
found, (if option available).
The following controls are used on the screens:
Control
5.6.2 System Options
Function Description
Name
Provides an area to input or edit text. The input fields ANKO has been designed to provide the user with a number of different
used on the screen are refered to, using the label or options for addressing the built in functions and facilities.
Input Field title displayed close to them. For example see the Draft
input field on the screen below.
This is a button which carries out a command or action At the Menu Line of each screen the system will display each time the
when the user clicks on it. The command buttons are set of available options. These are the options, which the user has at any
Command
refered to, using the label displayed on them. For screen in an abbreviated format and will be referred to as Menu Line
Button example see the SG command button on the screen
below. options or, simply, options. A typical example is shown below:
This is used to select one option from a set of
alternative choices. For example see the Fix and Auto
Option
option buttons on the screen below. A black point in the
Button middle of the button indicates the actually selected
alternative. Some of these options are pull-down sub-menus, which group further
This is used to confirm a choice. For example, see the options the user has on the selected topic. An example is the Misc Menu
Max check box on the screen below. The user can click Line option, which includes the following submenu options:
Check Box on it to confirm that the maximum possible cargo is to
be loaded.

3. Screen Layout and Screen Controls Definition

ANKO screens have standard layout. The main parts of a typical system
screen (in this particular example, the ‘Loading Screen’), is shown
below:

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 43 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
To select a Menu Line or a sub-menu option, point and click the mouse
button on the desired option.
The complete set of the system options, available in the system screens
or in pull-down submenus, is listed below, in alphabetical order.
Menu Options List
Abbreviation Description
Displays the Air Drafts screen (additional system
Air Drafts option).
Displays the manual ASTM/IP Tables conversion
ASTM/IP Tables screen (additional system option).
Option of the Stability sub-menu (Stability\Auto
Auto Trim Trim). Activates the Auto Trim facility.
Initiates calculation. For example, when the
compartments involved and the required trim
Calculate or Calc adjustment have been specified in the Auto Trim
window, the Calculate option is selected, to
perform the necessary calculations.
Closes the active window. Alternative operations:
press the ESC key, or click the close command
Close button (x) at the top right corner of the window
(whenever available).
Option of the Print sub-menu (Print\Complete
Complete Report Report). Prints a complete loading summary and
loading calculations report.
Loading sub-menu option (Loading\Constants).
Constants Calls the window for loading or modification of
vessel Constants. See “Constants-Consumables”
Option of the Print sub-menu ((Print\Current
Current Screen Screen). Prints the currently displayed system
screen.
‘Stored conditions’ screen (Store option). Deletes
Delete an already stored loading condition.
Misc sub-menu option (Misc\Draft Survey).
Draft Survey Calls the Draft Survey calculation and report
screen (additional system option).
Misc sub-menu option (Misc\DWT Scale). Calls
DWT Scale the Deadweight Scale screen (additional system
option).
Exit is used to quit the session and return to the
Exit start-up system screen or to quit the system and
return to MS WINDOWS.
GoBack is used to return to the previous screen.
GoBack Alternatively, this operation can be performed by
pressing the ESC key on the keyboard.
Loading sub-menu option (Loading\Cargo
Tanks). Calls the window for compartments’
Cargo Tanks loading. Alternatively, click on any compartment
on the vessel’s graphic, when at the Vessel
Loading screen.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
Option of the Strength sub-menu (Strength
Harbour/Seagoing \Harbour/Seagoing Limits option). Changes the
active strength limits from the Harbour to the
Limits
Seagoing condition limits and vice versa.
Option in the ‘Stored Conditions’ screen (Store
Load option). Retrieves a loading condition, which is
already stored in the system.
Displays the Loading sub-menu options, for vessel
loading:
- Summary
Loading - Cargo Tanks
- WB FO DO …
- Stores and Provisions
- Constants
Displays the miscellaneous options pull-down
Misc menu, including various system utilities and
additional options.
The options available for printing appear on the
Print relevant pull-down menu.
‘Strength Results’ (Strength\SF and BM
Diagrams option) and ‘Stability Analysis’
(Stability\Stability Analysis option) screens.
ReSize Displays the strength and stability curves in full
screen, true-to-scale, mode. This is an ON/OFF
option button (toggle switch).
Option in the ‘Stored Conditions’ screen (Store
option). Adds a new position in the stored
Save conditions list, where the loading condition,
currently displayed by the system, is stored.
Option of the Misc sub-menu (Misc\Sea and
Drafts). Allows modification of sea water density
Sea and Drafts (the default value is 1.025 MT/m3) and definition of
the loading zone.
It displays the Strength sub-menu, which includes
Strength the options related to strength and strength
analysis.
This is an option of the Strength sub-menu. Calls
the ‘Strength Results’ screen, which shows
SF and BM graphically the current vessel’s loading, as well as
the distribution of forces (SF) and moments (BM)
Diagrams
along the length of the ship. See “Longitudinal
Strength”.
Option of the Strength sub-menu (active only
when at the SF and BM Diagrams screen).
SF Correction Activates or de-activates (toggle-switch) Shear
Force correction, according to the pertaining
classification rules.
Option of the Stability sub-menu. Displays the
‘Stability Analysis’ screen, including the stability
Stability Analysis (GZ-Theta) curve, as well as all the applicable IMO
stability criteria.
Option of the Loading sub-menu (Loading
\Summary). Displays a summary with total loaded
Summary quantities per type of consumable and per grade. It
is also used to simultaneously unload tanks/hold
containing the same cargo grade or consumable.
5 - 44
Option of the Print sub-menu (Print\Stability
Stability Report Report). Prints the results of the stability
calculations.
This is a Menu line option. Calls the ‘Stored
Store Conditions’ screen.
Option of the Print sub-menu (Print\Loading
Loading Summary Summary). Prints the summary of current loading.
Option of the Loading sub-menu (Loading
Stores and
\Stores and Provisions). Calls the list for loading
Provisions
of Stores and Provisions.
Option in the I/O Facilities window (Misc\I/O
Facilities option). It imports loading conditions
Import received in an ASCII format file (see also ‘Export’
option).
Option in the I/O Facilities window (Misc\ I/O
Facilities option). It exports the selected loading
Export condition into an ASCII file, for further transmission
through telex s/w or e-mail.
Displays the screen for the after Loading / Before
Ullage Report discharging calculations.
Option in the Draft Survey Screen (Misc\Draft
Survey option). Switches calculation mode from
Mode After Loading/Before Discharging to Before
Loading/After Discharging.
Menu Line option. It includes the options related to
Emergency the Damage Stability and Emergency response
functions and facilities of the system.
Option of the Emergency sub-menu (Emergency
\Safesalv). Calls the Safesalv Emergency
Safesalv
Response package main screen.
Option of the Emergency sub-menu
(Emergency\Damage Check). Calls the Damage
Check window for carrying out Damage Stability
calculations and/or check the initial loading
Damage Check
condition for the prespecified damage cases
(whenever such are applicable from the
regulations).
Option of the Emergency sub-menu (Emergency
\Grounding). Calls the grounding calculations
Grounding
window.
Option on the Safesalv Emergency Response
Structural
package main screen. Opens the window for the
Damages definition of structural damages on the vessel.
Option of the Print sub-menu (Print\Strength
Report). Prints the results of the strength loading
Strength Report
calculations.
Option of the Misc sub-menu (Misc\Trip Info).
Allows the input of a name for the current loading
Trip Info condition, and 3 letter code names for the
origin/destination ports.
Available as an option in many system windows.
Switches results display from the Metric to the
Units British system of units and vice-versa. This option
is an ON/OFF button (toggle switch).
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
Option of the Misc sub-menu (Misc\Vessel
Particulars). Allows hierarchical search of vessel
particulars, ship operational characteristics and
Vessel Particulars technical information/useful drawings. In the
standard system configuration it displays only text
information, such as the vessel general particulars.
Option of the Loading sub-menu (Loading
\WB,FO,DO,..). Calls the list for WB, FO, DO and
WB, FO, DO, .. other tanks loading. Alternatively, click on any WB,
FO, DO etc. tank on the vessel’s plan, when at the
‘Loading Screen’.
Option in the Loading Summary window (Loading
Unload \Summary option). Unloads all tanks containing
the active grade or consumable.
5.6.3 System Start-Up
Double-click the ANKO icon on the MS WINDOWS screen. At this
point, the user enters the ANKO environment. The following start up
screen appears:
The Exit option is available to exit from the ANKO environment, if
necessary.
To proceed, select the name of the vessel, which is to be loaded, from the
displayed fleet list. This can be done either by double-clicking on the
desired vessel name, or by using the Arrow Keys to select the vessel and
then pressing ENTER.
After vessel selection, the data loading timer bar appears. It can take a
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
few seconds until the data of the selected vessel be loaded in the working draughts during loading.
memory of the computer and the necessary initialization be completed.
The vessel ‘Loading Screen’ automatically appears upon completion of 4) Click the Close option or the close Command Button (x) on the
the initialization process. User’s upper right corner of the window.
5.6.4 Explanation of the Each Screen Remarks
1) The input Sea Water Density is permanently stored in the
1. Sea Density – Drafts system and used until it is modified again by the user.
The following screen is activated from the Misc sub-menu by selecting 2. Definition of Densities
or clicking option Misc\Sea and Drafts. A typical example is shown
below: (This is an older version and has been replaced by the Densities and Load
Summary Module.)
The Definition of Density window is activated by clicking on the No
command button in the Column Headings part (see “Screen Layout and
Screen Controls Definition”) of the ‘Loading Screen’. A typical example
is shown below:
Purpose
To enable modification of the Sea Water density and definition of the
loading zone.
Procedure
1) Click the Enter New Density Input Field and enter the new
density Purpose
Definition of the particulars of Cargo and other Liquid loads ( WB, FO,
2) Select the loading zone from the zones list. DO, LO, FW, etc.).
3) The system will automatically calculate the maximum allowable Procedure
draught for the selected zone and specified sea water density. 1) Cargo definition
The calculated maximum allowable draught is shown on the To assign one of the numbers displayed in the first column to a
lower part of the window and is used by the system to check particular cargo, follow the steps below:
5 - 45 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
Use the up and down Arrow Keys ( ↑↓ ) or the mouse to scroll
the list, or click on the desired row.
Click on the second column (the column next to the cargo
number) of the selected row, until the correct cargo type (Crude
or Product) is displayed.
Type the API at 60 deg F or the Density (Dens) of the cargo at
15 deg C. To define the cargo density in any other units, open
(by clicking on the Down arrow in the column heading) the
units selection list in the last column, select the desired density
units and input the density.
Only one of the acceptable by the system cargo density
definition parameters, is required to input. The system will
automatically make the necessary conversions and calculate the
rest.
2) Other Liquid Loads
To specify the density of any other Liquid Load onboard (such
as WB, FO, DO, etc.) click on the respective Input Field beside
the default liquid load description on the lower part of the
window, and type-in the density in MT/m3. Pre-specified liquid
loads available in the system are WB, FO, DO, LO, FW. Also,
one additional load labeled MI and assigned the Load Number
39 is provided for extra flexibility.
Remarks
1) The system relates each load to a respective Load Number and a
marking colour, which will characterize from this point on this
load in the system.
2) The system accepts the definition of up to thirty (30) different
cargoes. Use the vertical scroll bar to view and edit the
particulars of all cargoes.
3) The last column can be used as a unit conversion utility. Once a
cargo is defined in the system, change the heading of this
column to the desired unit and the cargo particulars will be
automatically converted and displayed in the selected units.
4) The description of the cargo is provisional, but its definition is
recommended.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
5) To quit this window either press ESC, or click on the close
command button (x) on the top right corner of the window.
3. Densities and Load Summary
This screen is activated by clicking
 the No command button in the Column Headings part (see
“Screen Layout and Screen Controls Definition”) of the
‘Loading Screen’,
 or the Main Menu \Loading\Densities and Summary option. A
typical example is shown below:
Purpose
Definition of the particulars of Liquid Cargoes as well as WB, FO, DO,
LO, FW, etc.
Display of loaded quantities
Unloading of the selected Cargo, or WB, FO, DO, LO, FW or MI
Procedure
1) Cargo definition
To assign one of the numbers displayed in the first column to a
particular cargo, follow the steps below:
Use the up and down Arrow Keys ( ↑↓ ) or the mouse to scroll
the list, or click on the desired row.
Click on the second column (the column next to the cargo
number) of the selected row, until the correct cargo type (Crude
Remarks
or Product) is displayed.
1) The system relates each load to a respective Load Number and a
Type the API at 60 deg F or the Density (Dens) of the cargo at
15 deg C. To define the cargo density in any other units, open
5 - 46
(by clicking on the Down arrow in the column heading) the
units selection list in the last column, select the desired density
units and input the density. Only one of the acceptable by the
system cargo density definition parameters, is required to input.
The system will automatically make the necessary conversions
and calculate the rest.
2) Other Liquid e.g., WB, FO, DO etc.
To specify the density of any other Liquid Load onboard (such
as WB, FO, DO, etc.) click on the respective Input Field beside
the default liquid load description on the lower part of the
window, and type-in the density in MT/m3. Pre-specified liquid
loads available in the system are WB, FO, DO, LO, FW. Also,
one additional load labeled “MI” (Miscellaneous, Load Number
39) is provided for entering any additional quantity not falling
in any of the above categories.
Important: When the Bunkering Module is purchased then the
actual definition of the exact quantity, Density and Sulphur
content of FO and DO will be done in the Bunkering Module. In
this case the “Densities and Load Summary” screen is simply
used to monitor the loaded FO and DO with their average
Density and Sulphur content.
3) Density Change with Temperature - Thermal Expansion
Coefficient There are two ways to account for density changes
with temperature. For crude oil and products the ASTM-IP
tables are used. In addition for other substances such as Asphalt,
Soya or Ammonia, Butane, Ethane, Butadiene etc there are
specific tables built in the system.
However, there are cargoes for which density-Temperature
tables are not available. In such cases the system allows the
definition of a thermal expansion coefficient. This in fact is the
change of density of the cargo per deg C or per deg F.
4) Unloading Cargo, WB, FO, DO etc.
In order to unload, select the item to be unloaded and click the
respective button.
marking colour, which will characterize from this point on this
load in the system.
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
2) The system accepts the definition of up to thirty (30) different
cargoes. Use the vertical scroll bar to view and edit the
particulars of all cargoes.
3) The last column can be used as a unit’s conversion utility. Once
a cargo is defined in the system, change the heading of this
column to the desired unit and the cargo particulars will be
automatically converted and displayed in the selected units.
4) The description of the cargo is provisional, but its definition is
recommended.
5) To quit this window either press ESC, or click on the close
command button (x) on the top right corner of the window.
4. Loading of Cargo Tanks
The following screen is used to load cargo tanks. It is automatically
displayed when clicking a tank on the vessel’s plan, or activated from the
Menu Line by clicking the Loading\Cargo Tanks option. A typical
example is shown below:
Cargo Operating Manual
Procedure
1) Select the tank to load.
To select a desired tank use any of the following alternatives:
 Click the desired tank on the vessel’s plan. A marker will
then appear on the selected tank and its details will be
automatically colour marked on the tanks list. The selected
tank will also appear on the Entries Line to enable user
input and/or editing of the actual tank details.
or
 Use the scroll bar and/or the Arrow Keys to select the
desired tank from the tanks list. A marker will then appear
on the tank at the vessel’s plan displayed on the screen. The
selected tank will also appear on the Entries Line to enable
user input and/or editing of the actual tank details.
Remarks
2) Enter the cargo load number in the LOAD No Input Field of the
Entries Line. Its entry is provisional. In those cases, where a
Load Number is not entered, the system will automatically use
the first valid Load Number from the liquid cargo densities,
already defined in the system.
Cargo(es) densities can be modified by the user. To do this,
click the On command button in the Column Headings part of
the screen, and follow the procedure described in the section
“Definition of Densities”. The same procedure applies to define
a new liquid load.
To switch between Sound and Ullage and vice versa, click the
Ullage command button in the Column Headings part of the
screen.
5) Press ENTER to complete the entry.
After pressing ENTER the system will perform an extensive
validation check and if no mistakes are found it will carry on
calculating the draughts and the parameters related to the
stability and strength of the vessel in its new floating position.
The results of the calculation are automatically used to update
display on the Graphics and Results part of the screen.
6) Repeat the above steps until all tanks are loaded.
1) In order to add or subtract cargo use the prefix (+) or (-)
respectively.
2) If the data contain errors the system will display the appropriate
message.
3) In order to load a tank, after input data, ENTER must be pressed.
If instead, an Arrow Key is pressed or the mouse is clicked in a
different location, the system will ignore the entry.

3) Specify the loading temperature of the cargo in the Temp Input

Field. Its definition is optional. In case a loading temperature is
not specified, the default temperature of 15.6 deg. C is used by
the system.

Important: Changes in temperature affect the cargo density. By

clicking the check box next to the label “Weight” or “Volume”
when temperature changes the respective quantity, that is
Weight or Volume, will be kept constant.

4) Specify the amount of liquid cargo to load

The quantity of cargo may be entered in the Entries Line, with
one of the following parameters:
Purpose  Weight (MT or LT)
Loading/unloading of tanks  Volume (m3 or U.S. Barrels)
 % Full
 Sound or Ullage (m or ft)

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 47 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
5. Loading of other Tanks liquid cargo densities, already defined in the system. 6. Provisions Stores and Constants

The following screen is automatically displayed when clicking a tank on
the vessel’s plan, or activated from the Menu Line by clicking the
Loading\WB FO DO.. option. A typical example is shown below:
Liquid cargoes, such as FO, DO, FW, etc., have default load To load Provisions, Stores or modify the vessel's Constants select
number and densities which can be modified by the user. To do Loading\Stores and Provisions or Loading\Constants, as shown below:
this, click the On command button in the Column Headings part
of the screen, and follow the procedure described in the section
“Definition of Densities”. The same procedure applies to define
a new liquid load.

2) Specify the amount of liquid cargo to load

The quantity of cargo may be entered in the Entries Line, with
one of the following parameters:
 Weight (MT or LT)
 Volume (m3 or U.S. Barrels)
 % Full The selected loading screen of ANKO will be displayed as shown below:
 Sound or Ullage (m or ft)

To switch between Sound and Ullage and vice versa, click the
Ullage command button in the Column Headings part of the
screen.

3) Press ENTER to complete the entry.

Purpose
Loading/unloading of tanks
Procedure
1) Select the tank to load.
To select a desired tank use any of the following alternatives:
 Click the desired tank on the vessel’s plan. A marker will
then appear on the selected tank and its details will be
automatically colour marked on the tanks list. The selected
tank will also appear on the Entries Line to enable user
input and/or editing of the actual tank details.
 Use the scroll bar and/or the Arrow Keys to select the
desired tank from the tanks list. A marker will then appear
on the tank at the vessel’s plan displayed on the screen. The
selected tank will also appear on the Entries Line to enable
user input and/or editing of the actual tank details.
Enter load number of the liquid cargo in the LOAD No Input
Field of the Entries Line. Its entry is provisional. In those cases,
where a Load Number is not entered, the system will
automatically use the respective default Load Number from the
Having pressed ENTER the system will perform an extensive
validation check and if no mistakes are found it will carry on
calculating the draughts and the parameters related to the
stability and strength of the vessel in its new floating position.
The results of the calculation are automatically used to update
display on the Graphics and Results part of the screen.
4) Repeat the above steps until all tanks be loaded.
Remarks
1) In order to add or subtract cargo use the prefix (+) or (-)
respectively.
2) If the data contain errors the system will display the appropriate
message.
3) In order to load a tank, after input data, ENTER must be pressed.
If instead, an Arrow Key is pressed or the mouse is clicked in a
different location, the system will ignore the entry.
Procedure
The user can load Provisions, Stores or modify the vessel's constants, in
two different ways:
 manually : that is on the list, by entering the weight data on the
appropriate field, and/or
 graphically that is by making use of the mouse (by clicking and
dragging on the plan) to mark the area, where the weight is to be
placed. The marked area of weight (except free weights i.e.
those loaded anywhere) will be automatically limited to the
deck outline and the system will calculate the LCG and TCG of
the loaded weight, which, if necessary, can be modified by the
user.

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 48 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
In the graphical mode, weights can be modified as follows:
 On the list select the weight (click on it to make it active). An
active weight is outlined by a thick yellow line on the plan.
 Drag and drop the weight in any location.
 Use the arrow keys to move the weight.
 Use Shift or Ctrl plus arrow keys to change the dimension of the
marked area.
While in the process of modifying a weight, graphically or otherwise, by
pressing Esc all modifications are cancelled.
To load on board a weight defined as above, press ENTER. The system
will validate the entry and, if complete, will load the weight on the
selected location.
Remarks
1) Weight loaded in holds will, in addition to the tank top outline,
be limited in the fore and aft frames of the hold.
2) All loaded weights refer to a deck (usually the tank top or the
main deck). Hence, the VCG is either given with respect to the
reference deck or the base line.
3) If the deck is changed, by pressing ENTER, the active weight is
automatically moved to the new deck.
4) ANKO always stores the theoretical (initial) constants. In case
the initial constants have been modified, to switch from the set
of actual to the set of theoretical constants and vice versa, tick
or un-tick respectively the “Test” checkbox.
5) Compatibility to previous versions:
Regarding compatibility between this and previous versions of
ANKO (i.e. before June 2004), the following should be noted:
 Loading conditions created using the older versions of
ANKO will continue to work and be fully compatible with
the new version.
 Unless the data are modified, the old weights will be treated
by the new version as "Free Weights". This means that they
i. do not refer to a deck
ii. are not limited by the deck outline
 - Graphical and manual inputs are fully operational with old
weights.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
Important Notation : Modifications of the vessel's constants are stored Left and right Arrow Keys can also be used to read GZ for
permanently. successive angles.
7. Stability Analysis - IMO Criteria 4) Units are switched from Metric to British and vice versa by
clicking the Units option.
The following screen may be activated from the Menu Line by clicking
the Stability option. 5) Stability calculations report can be printed using the Print
\Stability Report option.
8. Automatic Trim Adjustment
The procedure for the automatic adjustment of the trim of the vessel is
activated from the Stability\Auto Trim option. An example is shown
below:
Purpose
1) To display a summary of:
 Loaded weights grouped into categories
 Data related to hydrostatics and stability
2) To compare the parameters related to the stability of the vessel
with the respective IMO criteria.
Purpose
3) To display the Statical Stability Curve. The automatic adjustment of the trim of the vessel either:
 By a transfer of load between compartments or
Remarks  The change of the load of a single compartment.
1) It is an output screen. Hence, no user entries are allowed.
Procedure
2) Errors in stability criteria are colour marked using red colour. 1) In the ‘Auto Trim’ window the user selects the compartment(s)
from the respective compartments list(s).
3) By clicking the ReSize option it is possible to change the
graphical display of the Statical Stability Curve to full screen for The selected compartments are automatically marked on the
reading details per angle and vice versa. When in full screen vessel plans to enable visual verification of the selection. In
display, point at any angle and click to read the respective GZ. case the compartments both appear on the elevation plan, then
5 - 49 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
the markers on the selected compartments are also connected
with a transfer indication line.
In those cases where only one compartment is selected, ANKO
will try to achieve the required Trim by increasing/decreasing
the load of that compartment, whereas, when two compartments
are specified the required Trim is reached by a load transfer
between the selected compartments.
2) To initiate the auto trimming calculations click the Calculate
option on the ‘Auto Trim’ window.
3) The transfer of load is made by the system symmetrically, to
prevent unsymmetrical vessel loading. This means that when
transfer of load is required from/to symmetrical tanks (e.g.
from/to No.2 P/S) both port and starboard tanks will be affected.
Remarks
1) Before transferring loads between compartments, ANKO
carries out checks related to the cargo particulars contained in
each compartment, e.g. type of cargo etc. Messages are
displayed when incompatibility errors are detected.
Cargo Operating Manual
Purpose
Display the profile and plan view of the vessel with the actual loading
and floating position, as well as the longitudinal distribution of forces
(SF) and moments (BM).
Remarks
1) It is an output screen. Hence, no user entries are allowed.
2) In certain cases where, for example, the vessel has longitudinal
bulkheads, the calculated value of the Shearing Force may have
to be corrected. This is achieved by making use of the
Strength\SF Correction option. When the SF has been corrected,
ANKO will display the message “SF Corrected”. The SF
Correction option is not applicable to all vessels.
3) The option Strength\Harbour/Seagoing Limits will switch the
SF and BM limits from Harbour to the Seagoing condition
limits and vice versa. This option is active only in case both the
Harbour and Seagoing limits of the vessel are available.
4) By clicking the ReSize option it is possible to change the
strength graphical display to full screen and vice versa.
Procedure
1) Click the Strength\SF Correction option on the ‘Longitudinal
Strength’ screen.
The shear force correction will be calculated, and corrected
shearing force displayed on the strength graph. The message
“Shear Force Corrected” appears then on the graph.
2) To undo shear force correction, click again the Strength\SF
Correction option.
11. Operational Strength Limits
It is possible to modify the actual maximum SF and BM limits, so that
ANKO checks strength against a new set of required maximum
operational limits for SF and BM. This can be done from the
Strength\Permissible Limits option. When selecting this option the
following screen appears:

9. Longitudinal Strength
The following screen may be activated from the Menu Line by clicking
the Strengh\SF and BM Diagrams option. An example is shown below:
5) Point and click on any frame along the shearing force and
bending moment graphical display to read the calculated
shearing force and bending moment at the particular station.
Use the right and left Arrow Keys of the keyboard to move
between uccessive frames.

6) Report on the strength calculation results can be printed using

the Print\Strength Report option.

10. Shear Force Correction

To activate this system option, click the Strength\SF Correction option on

the ‘Longitudinal Strength’ screen.
Purpose
To calculate the shear force correction before comparing the calculated
shear forces to the permissible values.
It is noted that shear force correction for longitudinal bulkheads is
applicable to certain tankers, as per Class rules. In any other case, this
option will be inactive.
Select from the first combo box the limits to modify (in case multiple
limits apply for the vessel) and input the new maximum required
operational limits in the respective input fields (SF and BM). ANKO will
check against these limits until either they are changed by the user again
or until ANKO restarts (in this latter case the default Classification limits
will be activated).

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 50 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
12. Stored Conditions - Version I 2) To restore a loading condition, click the restore command
button Restore, located at the right end of the last row.
An example of the ‘Stored Conditions’ screen, which may be activated
by clicking the Menu Line option Store, is shown below: 3) The loading conditions stored in the first three positions cannot
be replaced. Usually, these are the conditions requested by the
Classification Society for approval purposes.
Facilities
4) In the first position the Lightship and Constants are usually
stored. This is useful when the user wants to unload the vessel.
5) The number of stored conditions is unlimited. The system
automatically creates a new storing position just below the
active position in the stored conditions list and saves the current
loading condition, as soon as the user clicks on the Save option
of the ‘Stored Conditions’ window. Before executing the Save
option, ANKO will check the available disk space.
13. Stored Conditions - Version II
An example of the ‘Stored Conditions’ screen, which may be activated
by clicking the Menu Line option Store, is shown below:
Purpose
1) To STORE the vessel's loading condition.
2) To RETRIEVE a loading condition that has already been stored.
Remarks
Procedure
1) Retrieve a loading condition.
Select the loading condition on the list and either double click
on it or click Load.
2) Store vessel's loading. Purpose
Click on button Save. The system will save the current vessel's 1) To STORE the vessel's loading condition.
loading and will insert it under the currently selected row on the
list. 2) To RETRIEVE a loading condition that has already been stored.
3) Delete condition. Procedure
Select the condition on the list and press Delete. 1) Retrieve a loading condition.
Select the loading condition on the list and either double click
Remarks on it or click Load.
1) As soon as a stored loading condition is retrieved, the contents
of the current vessel's loading are automatically stored. It is thus 2) Store vessel's loading.
ensured that there is always a back-up. Click on button Save. The system will save the current vessel's
IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 51
loading and will insert it under the currently selected row on the
list.
3) Delete condition.
Select the condition on the list and press Delete.
1) Sorting
Stored conditions can be sorted (ascending or descending)
simply by clicking on the header of the column to be sorted.
Class test loading conditions will always stay at the top.
2) Searching
Type the search string on the text boxes at the bottom of the
stored conditions list. The following symbols can be used:
- * (search string) it will find the search string anywhere.
- > (number) it will find the first number in the column
which is greater than that specified.
- < (number) it will find the first number in the column
which is less than that specified.
3) Filtering
The stored conditions list can be limited to contain only the item
of the search string. A filtered list may be re-filtered and so on.
To cancel the filter click the button Off.
1) As soon as a stored loading condition is retrieved, the contents
of the current vessel's loading are automatically stored. It is thus
ensured that there is always a back-up.
2) To restore a loading condition, click the restore command
button Restore.
3) The loading conditions stored in the first three positions cannot
be replaced. Usually, these are the conditions requested by the
Classification Society for approval purposes.
4) In the first position the Lightship and Constants are usually
stored. This is useful when the user wants to unload the vessel.
5) The number of stored conditions is unlimited. The system
automatically creates a new storing position just below the
active position in the stored conditions list and saves the current
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
loading condition, as soon as the user clicks on the Save option
of the ‘Stored Conditions’ window. Before executing the Save
option, ANKO will check the available disk space.
14. Vessel Particulars
This is a window that can be activated by clicking on the Misc\Vessel
Particulars Menu Line option.
Cargo Operating Manual
looking for, all relevant keywords are displayed for selection. other three files on the above example window).
- Back
Return to the previous screen - The scanned Drawing (assume this is a PDF file) should be
- Print named as required, without spaces in the name ( instead,
Print the information on any topic underscore can be used):
- The display order in the list should appear at the beginning
As a general rule, the standard MS Windows help files practice is of the name with a dash at the end.
followed throughout this system utility. Hence a suitable name for the above Capacity Plan would be:
04-Capacity_Plan.pdf.
To close the window press ESC, or click the Close button, or click
the close command button (x) on the top right corner of the window. Copy of the file named as above into the directory
ANKO_Documents, in the ship data folder (typically located in
2) Enhanced (optional) version C:\ANKOW\SHIPS\SHIPDATA.xxx\ANKO_Documents, where
xxx is the file code of the vessel).

A file added as above in the ANKO_Documents directory will be

automatically recognized by the system and added /displayed in the
list of the files shown for selection when the end-user opens the
menu option Misc\Vessel Particulars.

A maximum number of 20 files/drawings, included in the

ANKO_Documents directory can be displayed in the list of Vessel
Particulars option.

Purpose
1) To display basic vessel particulars and other particulars in text Displays a list of files, which include information on the vessel.
format (standard version) Such files may include:
- Vessel General Particulars
2) To display basic vessel particulars, operational characteristics, - Load Info and Useful scantlings
technical information and useful drawings, as per customer - General Arrangement, Capacity Plan, Midship Section and other
specification (enhanced version, optional) ship drawings

Procedure To see the content of a file or in order to display a drawing, click the
1) Standard version relevant item on the list and click “show”.
This is just an output screen to display information.
Remark: It is possible to add further data files or drawings. So these
Available utilities are activated using the following command are also displayed on the list of “Vessel Particulars” files.
buttons:
- Contents To do this follow the process below.
Display the contents Assume that a new drawing (e.g. a Capacity Plan) is to be added
- Search on the list and displayed as the fourth (4th) item (that is after the
Search utility. By typing the first few letters of the word you are

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 52 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
15. I/O Facilities
This utility is activated by clicking the Misc\I/O Facilities option. The
following screen appears:
Purpose
To export loading conditions stored in the system in an ASCII file, so
that this can be transmitted by telex s/w or electronic mail. To import
loading conditions stored in ASCII files exported by ANKO.
Procedure
Exporting Files
1) Select the conditions to export.
After selecting the Misc\ I/O Facilities option, a variation of the
‘Stored Conditions’ screen appears. Using the mouse or the
Arrow Keys select the condition(s) to export.
2) To confirm selection click the Select option. After the selection
of a loading condition is made, a number in brackets appears in
front of the condition’s name. Repeat the procedure until all the
desired conditions are selected.
3) As soon as the selection of the loading conditions is completed,
click the Export option, to export the selected conditions in an
ASCII file.
4) The MS Windows file browser appears. Select the path and
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
input the desired filename. Procedure
Click on the Print Menu Line option; then click the appropriate sub-menu
5) Click Save option using the mouse or select the option by using the Arrow Keys and
pressing ENTER. The following options are available:
Importing Files - Current Screen
1) Click the Import option to import an ASCII file with loading - Loading Summary
conditions, previously exported by an ANKO system. - Strength Report
- Stability Report
2) The MS Windows file browser appears. Select the path and the - Complete report
desired filename. - Weight Distribution
In addition, the Weight Distribution option is available, which
3) Press OK. The loading conditions appear in the Stored enables printing of the weights distribution along ship, for the
Conditions list, and can now be loaded, as required. actual loading. This feature is useful especially in drydockings
to estimate the required number of blocks and their location.
Remarks
Press the Select option again on an already selected loading condition to Remarks
de-select it. 1) Before printing, the user should make sure that the printer is
connected to the computer and that it is on. In order to obtain a
16. Print Reports proper output, the paper should be adjusted so that printing will
start at the top of the page.
To print reports, select the appropriate option from the Print pull-down
menu. 2) During printing it is recommended not to switch off the printer.
3) All printers supported by MS WINDOWS can be used to print.
17. Print to PDF file
Purpose
This feature is optional (not included in all versions). It provides a built-
in ANKO driver to generate print outs in electronic format (PDF files).
In order to do this, the virtual “ANKO PDF printer” (automatically
installed during the standard ANKO installation) has to be selected as the
default system printer. Then all system reports will be printed to PDF
files using the above virtual PDF printer.
Procedure
Select Print \ Printer Selection and select the “Anko PDF Printer” from
the displayed printers list. Then click Set Default Printer.
Purpose
Printing of the current system screen, or of a partial or a complete report.
5 - 53 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
18. Ullage Report
After Loading/Before Discharging Calculations
The Ullage Report screen is activated from the Loading\Cargo Ullages
option. A typical example is shown below:
Following this, whenever ANKO is requested to print a report, the
system prompts to specify the file path and filename to which the report
is to be printed.
Purpose
Given the
- Observed Ullage, or the UTI ullage reading,
- Free Water DIP, and
- Loading Temperature
the system calculates for each tank and the whole ship:
- the corrections due to trim/heel, and thus the corrected ullage,
- the Total Observed Volume (TOV),
- the Free Water Volume,
- the Gross Observed Volume (GOV),
- the Volume Correction Factor (VCF), according to ASTM/IP
tables for temperature variation, and finally
In case the selected filename corresponds to an already existing file, the
system prompts to specify whether the report will be appended to, or - the Gross Standard Volume (GSV)
A complete ullage report, which is required by port surveyors before
replace the previous file contents.
discharging or after the vessel has been loaded, is produced by the
system.
IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 54
Procedure
1) When first entering the ‘Ullage Report’ window the observed
ullages default for each tank shown on the screen, correspond to
the loaded ullages (i.e. to ullages with the vessel in its upright
position: trim=0, heel= 0).
2) Correct the displayed default ullages, as required.
To do this for any tank, select the respective compartment, focus
(click) on the respective Input Field in the Entries Line, and
press ENTER after you have input the desired ullage. All entries
are numerical.
It is noted that tank selection can be made either by clicking the
respective compartment on the vessel’s graph, or by using the
Up and Down arrow keys to move in the tanks list.
3) In those cases where there is no temperature entry, the system
assumes a temperature of 15.56 °C (60 °F).
4) By changing the observed ullage, the tank loading will also be
changed. Hence, any changes of ullage in this screen will affect
the vessel’s load.
5) Specify the desired trim and heel for the ullage report, by
making the relevant entries in the respective Input Fields at the
bottom line of the ‘Ullage Report’ window. The actual
calculated trim and heel of the vessel is shown on the right part
of the “Graphics and Results” part of the screen.
For the input trim and heel the vessel loading will be modified,
so that the loaded quantities correspond to the (Final) ullages
corrected for this trim/heel.
As opposed to the ullages displayed on the ‘Ullage Report’
screen, it is noted that on the the ‘Loading Screen’ of the ANKO
Marine Load Planner the ullages shown, are upright vessel
position ullages (trim= 0, heel =0), no matter which the actual
vessel floating position is.
Remarks
1) You can either input the observed ullage for each tank, or the
UTI reading. To switch between the two input modes, click the
Hole Command Button.
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
2) It is possible to switch Length, Volume or Temperature units
between Metric and British, by clicking the respective
command buttons on the right end of the Entries Line.
3) To be displayed the compartments details (frame fore/aft,
VCG,LCG, FSM and maximum capacity), when in the ‘Ullage
report’ window, click the Details On/Off Command Button.
4) DIP is the height of the water contained in a cargo tank (or the
level of the oil-water interface in a cargo tank).
5) If the data contain errors, the system will display the appropriate
message.
6) If, at the end of an entry, instead of ENTER an Arrow Key is
pressed or the mouse is clicked in a different location, the
system will ignore the entry.
7) Having pressed ENTER the system will perform an extensive
validation check and if no mistakes are found it will carry on
calculating all those parameters related and necessary to the
vessel’s ullage report.
8) Optionally, the ullage report can be printed in a standard or
company-specific Excel file format. This offers the flexibility of
further editing and formatting the ullage report (use menu
options.
Print\Ullages (API, Bls, DegF)- Excel and Print\Ullages
(DensVac, m3 , Deg C) – Excel for printing the report in british
or metric units).
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
19. Loading Simulator (Load\Discharge pre-planning)
The module is activated from the Menu line by clicking the
Loading\Loading Simulator\New option.
A typical example of the screen is shown below:
Purpose
This module provides:
1) A user friendly interface to pre-plan loading/ unloading
sequence.
2) Enhanced features and facilities to monitor the loading/
discharging process
3) Re-planning facility during the on-line loading (tankers).
4) Historical record of the loading/ discharging and printing of a
wide range of graphs regarding the development of strength,
stability and a number of other parameters (such as rates) during
the loading/ discharging process.
5) Calculation of loading/ discharging rates by grade (tanker) and
forecast of the operations completion time based on various rate
averages (last 1 hour, 2 hours etc.).
6) Detailed pre-planning of the ballast exchange process
5 - 55
Pre-planning Procedure
There are several options to open this module:
Option 1: Initiate a new load planning procedure.
Select the Loading\Loading Simulator\New option.
Option 2: Continue on a load planning which was previously elaborated.
Select the Loading\Loading Simulator\Previous option, to return
to a load planning on which you were working earlier. This
option is useful when a user, who was working to develop a
load plan, exits the load planning module to do some other
operations within ANKO, and then desires to return complete or
refine the work (loading plan) which has in progress.
Option 3: Save a planning procedure to a file.
Select the Loading\Loading Simulator\Save option to store a
load planning procedure to a file. The following typical file
browser screen appears, where the user can select the directory
and file name to store the elaborated loading plan.
he load plans files must have the extension “.ldp”.
Option 4: Load a load planning procedure, which has been stored in a file.
Select the Loading\Loading Simulator\Read File option. The
file browser appears, where the user can select the path and file
name (must have the file name extension *.ldp) where stored
the plan of loading is stored. Upon selection of the file click OK
and the selected load plan will be loaded and displayed on
screen.
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
To develop and verify a new plan for the loading/ discharging of the ship,
follow the steps below:
1) First define the initial loading.
To do this, use the Store option to select and load one of the
already stored loading conditions.
2) Optionally, define the final (target) loading.
To this effect, use one of the following ways:
a) Click the Final button and select from the appearing stored
conditions window the final condition of loading.
b) Select the tanks one after the other and input the desired
final load for each tank in the input field below the Final
button.
c) Should the final loading of each tank is not specified as per
a) or b) above, the system will automatically assume a final
load. This will depend on the respective initial loading (i.e.
for initial load 80%, assumes a default final state Empty,
for initial load Empty assumes a default final load state
Full).
3) Define processes.
By the term “Process” in the system is meant a continuous (non-
interrupted) loading or unloading action in one tank (i.e. loading
of a specific quantity of cargo with a certain loading rate in
Tank 1 Centre).
The following parameters characterize a process: Begin and End
time, Duration, loading/discharging Rate and the Quantity to
load/discharge.
4)
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
To define a process, follow the steps below:
Select the tank to which the process refers to and the start time.
To do so, click on the desired tank. Then, right-click on the
desired start time, along the appearing line next to the tank
name. Alternatively, move using the left-right keyboard keys to
the desired process starting time (this can be also adjusted by
dragging and dropping the process bar later on).
To define a process starting on the selected time, input the
following data fields related to the Process (at the middle - right
part of the screen):
a) The quantity to load or discharge (optionally)
b) The rate. Loading rates are positive, while unloading
rates should have a negative sign.
Upon completion of above input press ENTER, and a process
bar will appear on the bar chart area of the screen starting on the
specified time.
5)
Repeat the above procedure to define procedures for all the
tanks of which loading has to change.
Important notation: It is possible to define as many processes
as necessary for the same tank (e.g. case of stoppages). It is also
possible to define both loading and unloading processes for the
same compartment. The latter allows calculation and handling
of special cases involving both loading and unloading of any
cargo or ballast (e.g. elaboration of a Water Ballast Exchange
plan).
Adjust display window and set time reference.
5 - 56
Depending on the user preference, it is possible to adjust the
display, so that the overall time duration (time window)
displayed on the main screen is convenient to view the planning.
By default the system displays a 24-hous time window. The
hours scale is shown at the bottom of the bar chart part of the
screen, and refer to time from the beginning of the time window.
To modify the length of the displayed time window, input the
number of hours required to view on screen, in the input field
below the Bar Chart and Parameters buttons.
Also, by right-clicking at any point on the bar chart part of the
screen, the current time is shown at the bottom of the bar chart
at the selected point. By default, this time is time from the
beginning of the time window. To display the actual time, select
a point along the bar chart for which the real time is known and
input it in the time display field at the bottom of the bar chart.
After this, the actual time will be shown at all cases, upon
selection of a point on the bar chart.
Develop a loading/ discharge plan.
It is easy to elaborate a loading/discharge plan interactively
using the already defined process bars. Additional bars can also
be created during planning, as may be needed, following the
procedure described in 3) above.
To elaborate the plan, the following handling facilities are
available for the process bars:
a) Select or edit a process.
To select a process, click on it. The border of the process
becomes bold, and the information displayed on the
middle-right part of the screen (labeled PROCESS)
displays information (Begin, End time, Duration,
Quantity handled, applicable loading or discharge Rate)
related to the selected process. The above information,
which is proprietary to the selected process can be edited.
Such a change will directly affect the length and position
of the process bar on screen.
b) Move a process.
A process bar can be moved in time by dragging and
dropping the bar at the desired start time position. To
further adjust the starting position, select the process by
clicking on it and input the exact required start time in
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
the Begin input field.

c) Elongate or shorten a process.

To elongate or shorten a process, either follow the
procedure in (a) above to edit the process data (End input
field), or select the process and pick-and- drag the right
end of the process bar to the desired position. A process
can only be elongated up to a point corresponding to the
final (target) tank loading shown on the respective
column of the tanks list.

Elongation of the process bar as above, results to

adjustment of the quantity to load or discharge, while the
rate is not affected. To modify the rate, this cannot be
made graphically, but can only be done by editing the Click the Display button. Double-click on any of the following Only two parameters can be displayed/ printed at a time.
process data as described in (a) above (Rate input field). parameters:
Right click at a desired time on the displayed graphs to display
6) Check loading plan. - Displacement the actual ship condition at the selected time.
To view details of loading at a selected time on the developed - Mean Draft
plan, right-click at the desired time on the bar chart. The display - Trim 20. Visibility Check
is switched to the ship condition at the selected time, and full - Corrected GM
loading, strength and stability information can either be viewed - Shear Force The following screen is activated from the Misc sub-menu by selecting
or printed for the ship at that condition. - Bending Moment or clicking the option Misc\Visibility.
- Loading info (this displays the rate for the selected grade
To view time zones or moments during loading, when strength during loading)
or stability requirements are violated, select the Parameters
button. At the top of the graphs area the above times or time
periods are indicated (marked in red).

Should such marked areas appear on the developed loading/

discharge plan, click at the marked times to investigate reasons
of error. Click the Bar Chart button to switch to the load
planning screen and modify the plan accordingly (move the
process bars or modify the process data) until marked areas
disappear.

7) Plot and print parameters.

It is possible to display or print the evolution of a wide range of
ship parameters during the developed loading/ discharging plan.

Click Print to print the displayed graphs.

To do this, click the Parameters button. The following screen
appears: To calculate the invisible distance and hence check visibility taking into
account deck cargo or deck containers. Two options are available viz:

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 57 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
The 3-D visibility sectors Plan View
The Profile View
Plan View 3-D visibility sectors
The window displayed is the one shown above.
The shaded area gives a clear indication of the invisible area due to deck
cargoes, containers or the vessel itself.
According to the pertaining regulations the invisible area is checked
within a sector of 20 degrees (10º P to 10º S) and the blind or clear
sectors are displayed on the upper left hand corner of the window.
The following facilities are available:
1) View Point
The view point or coning position may be moved transversely
from side to side by changing the input of the relevant text box
titled "From CL".
An example of moving the view point is shown below:
2) Drafts and Trim
The user may change the drafts and trim calculated by ANKO.
Such changes are accompanied by a change in the shaded
(invisible) area as well as possible changes of the visibility
sectors.
It is to be noted that each time one enters the visibility screen
the drafts and trim are those calculated in ANKO.
3) Applicable regulations
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
The limiting (circular arc) is located at a distance which
depends on the selection of the combo on the lower left hand
corner of the window and it is as follows:
Selection SOLAS 74 (as amended May 94) Chapter V, Reg. 22
= 2 L from stem
Panama Full Load = 1 L from stem
Panama Ballast = 1.5 L from stem
where L is the vessels rule length.
Profile View
This is displayed by clicking the Profile button and provides additional
facilities described below:
21. Deflection-Gain/Loss of Cargo due to Sagging/Hogging
This utility is automatically activated, as soon the relevant option is
included in the particular software configuration. The relevant
information is displayed on the ‘Graphics and Results’ part of the screen.
A typical example is shown below:
1) Move by drag and drop or enter the respective distances of the
forward yellow spot (check point) to the worst obstacle from the
point of view of visibility. The system will automatically
calculate the invisible distance and compare it with the
respective limiting value.
2) For being able to place the check point accurately a zoom
facility is available. Hence the obstacles are clearly shown as
displayed below.
Purpose
To calculate the hull deflection, due to loading, at any loading condition
of the vessel, as well as the resulting gain or loss of cargo with respect to
the non-deflected hull at the same draught.
5 - 58 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Procedure Procedure 3) Outputs corresponding to the input quantity are automatically
This utility, if installed, is always active, and the respective results are This is an output screen and the only user action allowed is the change of displayed on the remaining window fields.
displayed on the lower left position of the ‘Graphics and Results’ part of units.
the screen, where the following information is shown: 24. ASTM/IP - Units Conversion Tables
23. Deadweight Scale
1) Hog or Sag: Indicates that the vessel is in Hogging/Sagging The following screen is activated from the Misc sub-menu by selecting
position respectively The following screen is activated from the Menu Line options by or clicking option Misc\ASTM/IP Tables. An example is shown below:
selecting or clicking option Misc\DWT Scale. A typical example is
2) Calculated Hull Deflection in cm. shown below:

3) The Gain or Loss of cargo in MT. The cargo Gain or Loss is

indicated using, respectively, the symbols (+) or (-).

Remarks
This only an information display utility. There is not any user interaction
related to it.

22. Air Drafts

The following screen is activated from the Menu Line options by

selecting or clicking option Misc\Air Drafts. A typical example is shown
below:

Purpose
To display information included in a typical deadweight scale. In
addition, useful quantities, such as the length of the parallel middle body
and the distances from amidships to the aft and fore ends of the parallel
middle body are displayed on this window.
Procedure
1) Given any of the following quantities:
- mean draught
- deadweight
- displacement
and, optionally, the trim, the remaining quantities, as well as a
number of hydrostatic parameters and the length of the parallel
Purpose middle body (wherever applicable) are calculated and displayed.
To display the Air Drafts at pre-specified longitudinal locations.
2) The necessary inputs can be given by clicking and typing the
information in the relevant Input Field(s).
Purpose
To carry out calculations according to the ASTM/IP conversion tables for
liquid cargoes and to carry out the units conversions for a variety of units
used for liquids.
Procedure
The desired unit (vertical location) for the entry is selected using the
mouse or the respective arrow keys (↑↓)
The user entries for this screen are:
- Input temperature (°C or °F)
- The Crude or Product in any of the Units known
- Provisionally an output Temperature (Any Temp Input Field)
The output is self-explanatory.
Remarks
1) It is possible to switch from Crude to Products and vice versa,
by clicking the option buttons CRUDE and PRODUCT,
respectively.

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 59 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
2) Select the Hydrometer Correction check box to account for the
correction required when the input data have been acquired
using a Hydrometer.
3) The Input Temp Field is the temperature where the Crude or
Product is given, whereas the Any Temp field is the temperature
the user requires the results to be converted to.
4) Using this screen, it is possible to determine the value of API or
Density at 60 °F or 15 °C respectively. This may be used in the
“Definition of Densities” as described in the relevant part of this
User’s Guide.
5) To close the window press ESC, or click the Close button, or
click the close command button (x) on the top right corner of
the window.
25. On-Line Interface to the Tank Level Gauging System
Standard Screen
The following screen is activated by clicking the Online\Last Monitored
(New Condition) option. A typical example is shown below:
Purpose
Monitors the tanks’ and vessel’s condition using data from the tank level
gauging system. The vessel’s condition, strength and stability is fully
updated.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
Procedure Tanks Bar Chart view
There are four options: The following screen is activated by clicking the Tanks Bar Chart menu
in the Online Interface module. A typical example is shown below:
1) Option 1: Initiate a new condition
Click the Online\New Condition option. When a new condition
is initiated the Load No of the liquid cargo in the LOAD No
Input Field for every cargo tank in the tanks list must be given.
To define a new liquid cargo follow the procedure described in
section “Definition of Densities”.
2) Option 2: Continue monitoring after interruption
Click the Online\Last Monitored option to see the last
monitored loading condition. If loading is in progress, the
system continues reading through the communication port.
3) Option 3: Acceptance of manual inputs or system readings
Click the Online\Comp On\Off option to disconnect/connect a
compartment from the monitoring system. In case of
disconnection, manual input becomes acceptable.
4) Option 4: Stop monitoring
Click the Online\Offline option to terminate the active
connection with the monitoring system.
Purpose
Remarks This screen provides an alternative view to display the tanks' content and
1) Manual input is allowed during online operation. However, each other useful information on a graphical bars' display and provides, per
time new data become available through the tank monitoring tank, both visible and audible alarm, according to the High and Low
system the display will be changed accordingly. Hence, tanks level settings.
not connected or when the monitoring system is defective
ANKO will keep the user’s manual input. Procedure
There are few options to customize this display:
1) Number of displayed tanks and size of bars.
Use the 'Display' drop down list at the lower (bottom) part of
the screen, to select the number of tanks to view on the
available screen space. By selecting display of a limited number
of tanks (e.g. 4x4), the tanks' loading bar and alarm will be
larger on the display and, hence, better visible from distance.
2) Define the tank settings.
Use the 'Tank Settings' button at the lower (bottom) part of the
screen, to display the screen below:
5 - 60 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
On this screen it is possible to define, for each of the tanks, the
following:
i. Whether the tank will be displayed on the tanks' bars
view
ii. The Group of tanks, to which the particular tank
belongs
iii. The High and Low alarm levels
To do the above for a tank, select the desired tank on the list and
fill-out / select accordingly on the right part of the screen. To
continue with another tank, move to the next tank on the list and
repeat the above process for the next tank etc.
3) Display only the tanks of a group.
To display bars only for the tanks belonging to a particular
Group of tanks, select the Group to display using the 'by Group'
button at the lower part of the screen.
4) Mute the Audible/Visible alarm.
As soon as the High or Low level setting is reached, the tank is
blinking and sounds (beeps) for alarm. The user can
mute/unmute by double-clicking the bar of this tank.
To mute/unmute all tanks, use/tick the 'All Muted' check box, at
the lower (bottom) part of the screen.
Remarks
1) The tanks loading/discharging status is automatically marked on
the tank's bar, using up/down arrow (see above sample screen).
2) The high/low level setting is graphically marked on the
respective tank's bar. In case such alarm levels are not set by the
user, the default high level (98 %) is shown on the tank's bar.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
26. Communication Settings
To view/modify the communication settings click the Online\Settings
option. A typical example is shown below:
Purpose
The Communication Settings define the way that ANKO communicates
with the tank level measuring system. In case these settings are not set
correctly there will be no communication.
Prior to delivery the manufacturer protocol settings are built into ANKO.
However, in many cases the protocol needs to be verified and/or
modified. The above screen provides the necessary facilities for doing so.
Procedure
Upon entering the above screen the user may view and check the
communication protocol settings against the manufacturer specifications.
The simplest operation allowed at this stage is to Print the settings by
clicking the respective button. In order to exit without any modification
simply click Exit.
5 - 61
In order to be able to modify the settings the user must enter a password.
The password differs from vessel to vessel and it is provided upon
request by the supplier of ANKO. This is so, as the modification of the
settings must be done either by specialized personnel or under the
supplier’s guidance. Once the password is entered correctly then the
fields containing the settings will become active. In order to modify the
value of a communication parameter, select one of the predefined values
by clicking on the respective combo.
1) Port Number
This is the RS232 Port that the cable from the tank measuring
equipment is plugged in the loading computer. It is usually 1 or
2. If there is no communication at all with the tank measuring
system the first thing to be checked is the communication port.
2) Baudrate, Parity, Databits, Stopbits, Handshaking
The values of these parameters are specified by the tank
measuring equipment manufacturer and will only be modified
after close consultation with him.
3) Delay between Requests, Wait time for Response
There may be many cases where the requests made by ANKO to
the tank measuring system are “too fast” for it to respond.
Therefore, two delays have been built into ANKO. In cases
where a partial communication exists (i.e. the data for some
tanks are transferred only) adjust the values of these two delays.
It has been found that in all cases values around 0.5 sec. are
adequate to solve the communication problems.
4) Output to Log File
In case the communication problems persist, it is very helpful to
produce and send for examination a communication log file.
This file records all the requests made by ANKO to the tank
level gauging system, as well as the response actually received
by the loading computer. It provides thus valuable information
for tracing and identifying communication problems. This Log
file can be found in
“C:\ANKOW\SHIPS\SHIPDATA.xxx\Commlog.xxx” directory
where “xxx” is the vessel’s code.
In order to produce a Log file set the value in the respective
combo box = 1.
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG
Important: Under normal operating conditions and in order to
avoid the creation of unnecessary large Log files it is strongly
recommended to set the value of the “Output to Log File”
parameter equal to zero.
Upon completion of all modifications click Save to actually store the new
settings. The modified communication settings become effective the next
time you enter the online mode.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
5.6.5 Troubleshooting
Problem
Large font sizes, text does not appear correctly on screen.
Reason
You have selected Large font window settings
Solution
1) Change the Windows Font Size to Small.
From the Start Menu click on Settings \ Control Panel. The
Control Panel window appears on screen.
Double click on the Display icon. The Display Properties
window will appear:
Click on Settings. Change the font size from large to small by
clicking on the corresponding combo box at the bottom left side
of the window. Click on OK button to save changes. You will
then be asked to restart windows in order for changes to take
effect.
2) If the problem persists, then there is probably an error in the
windows registry.
5 - 62
From the Start Menu click on Run…. Type in the text box the
command regedit. The Registry Editor window will appear.
Double click on HKEY_LOCAL_MACHINE folder, then on
Config \ 0001 \ Display \Settings. On the right hand side of the
screen the following entries will appear:
The correct values next to DPILogicalX, DPILogicalY,
DPIPhysicalX, DPIPhysicalY should be “96”. To edit these
values, Double click on each DPI entry and an edit window will
appear. Type in the correct value.
Do the same as 1 above to change from Large to Small font size.
Problem
When you run ANKO you get the following message:
“Cannot Find Font […]. This font is needed in order for ANKO to run
properly. Select OK to continue or CANCEL to end ANKO application.”
If you select OK, then after a while it stops and displays the message
“Invalid property value”
Reason
1) You did not restart Windows after Setup, or
2) ANKO Fonts have not been installed correctly
Solution
1) Restart Windows
2) Manually install ANKO fonts. To do that you must first remove
any previously installed ANKO font(s).
Procedure:
From the Start Menu, select Settings \ Control Panel. The
Control Panel Window appears. Double Click on the Fonts icon.
Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
On the Fonts window that will appear select View \ Details (or Problem etc…appear, then these should be deleted.
press ALT + V and then D) to view the fonts with full detail. When you run ANKO, you get the following message: Save changes and restart WINDOWS.
Under section Filename, find all fonts that start with the word
ANKO and delete them (click on it so as to select it and press “Invalid property value”
the Delete button.
and if you click on OK, the program stops.

Reason
1) You did not restart WINDOWS after Setup, or

2) In some WINDOWS environments a WIN.INI entry may be

recognized as invalid.

Solution
1) Restart WINDOWS

2) Delete the entry in the WIN.INI file.

Procedure
After deleting all previously installed ANKO fonts, insert
From the Start menu select Run and type in the text box the
Program Disk No 1 in drive A: and on the Fonts window menu
command SYSEDIT. The system configuration editor will
click on File \ Install New Font (or press ALT + F and then I).
appear.
The Add Fonts window will appear.
Click on the WIN.INI window to bring it on top of all other
windows, and search for the entry
[FontSubstitutes].

The usual contents of this configuration section is as follows:

Click on Drives combo box and select the floppy disk drive
(usually a:). After a few seconds on the list of fonts, the ANKO
fonts will appear.

Click on Select All, and then on OK. The installation is In case entries such as:
complete!
Fixedsys,0 = Fixedsys,161
MS Sans Serif,0 = MS Sans Serif,161

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 63 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual

This page is intentionally blank.

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 64 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
5.7 Steam Condensate System
Illustration 5.7a Steam Condensate System (1/3)

W/Flame Screen
(CD301)
Elec. Motor Room (50A) (150A) Cargo Comp. Room
SC346

For Gas Detection

SC345
(65A) SC313
(65A)
SC347

HD Heater
(50A)
(50A)
No.2 Glycol (50A) SC312 SC311 CD310
(65A)
Water Heater
(25A) (65A)
CD319 SC353 SC352 (32A)
SC310
(65A)
SC361
OD10 x 0.8T (150A)
SC354
(25A)
(50A) (40A) SC309 (100A)
SC335 SC308
SC334
(65A)

(65A)
SC336 LNG
Vaporiser CD302
(40A) (50A)
(50A)
(50A)
(65A)
SC307 SC306 CD309
(150A) (150A) CD303
No.1 Glycol (100A) (100A) 15 PHI x 1.4T
Water Heater SC305
(25A) (80A)
(80A)
CD317 SC342 SC341 Steam
Drain Cooler
SC304
SC343 OD10 x 0.8T
(25A) CD304
(100A)
Forcing
Vaporiser
(40A)
(65A)
SC303 SC302 CD308
For Gas Detection

SC301
(50A)

To Partial SC355
Deck Drain CD307 CD306
(150A) Cargo Escape (25A)
Tank (1 m3)

(80A)

Cargo Compressor Room (FWD)

Electric Motor Room (AFT)
Condensate Main Steam Cond. Line
to Drain Inspection Tank for Cargo Comp. Room
via. E/R Drain Cooler (ND80)
(150A)
Steam Cond. Line
Steam Supply Main from Elec. Motor Room Steam Supply Line
(ND40) for Cargo Comp. Room
Condensate Main (80A)
(ND150)
to Cascade Tank
with Observation Tank
Steam Supply Line
Steam Return Line for Elec. Motor Room
Key (ND40) (ND65)
Steam Line Steam Supply Line
(ND80)
Condensate Line
Drain Line Typical Section View

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 65 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.7b Steam Condensate System (2/3)

For Cargo Manifold

Drip Tray (P)

SC051

(25A)

(40A)

(80A)

SC047

From FWD HFO Tank

CD011
Condensate Steam No.2 No.1
Supply No.5 FWD FWD SC044
Engine Room to E/R Cofferdam
form E/R HFO HFO
Tank Tank SC043

SC042

To FWD HFO Tank

(80A)

(150A) Steam Trac’g for

HFO Trans Pump Disch.
(25A)
(40A)

(40A) From FWD Bosun Store

HFO Tank (15A)

(80A) To FWD
Steam & Condensate SC050 HFO Tank
System
Electric Motor Cargo Comp. For Cargo Manifold Bow Thr.

CD010
Room Room Drip Tray (S) Room &
FWD Pump

SC041
Room
No.2 No.1

SC040
Deep Deep

(15A)
HFO HFO
Tank Tank

SC039
Key FP Tank

Steam Line For Steam Trac’g in

Condensate Line Bow Thr. Room & FWD Pump Room

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 66 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.7c Steam Condensate System (3/3)

From Steam & (80A) Key

Condensate
System (2/3) SC014 SC095 Steam Line
Condensate Line
(25A) (25A)

SC013 SC094

TIC TIC
FO056.02
SC011 SC009 (80A) FO053.02
SC093 SC091 (80A)

SC010 SC092

(80A) (80A)

SC008 SC007 SC006 SC003 SC002 SC001

Steel Reducing Socket (25A) (25A) (25A) (25A) (25A) (25A)

for Heating Coil (50x25)

(50A) (50A) (50A) (50A) (50A) (50A)

Drum Type
Heating Unit

No.2 FWD HFO Tank No.1 FWD HFO Tank

SC036 SC033 SC030 SC021 SC018 SC015

SC037 SC034 SC031 SC022 SC019 SC016

SC038 SC035 SC032 SC023 SC020 SC017

CD015 CD013 CD007 CD004 CD003 CD001

(25A) (25A) (25A) (25A) (25A) (25A)

(40A)

To Steam &
(40A)
Condensate
System (2/3)

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 67 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
5.8 Bilge and Scupper System
Illustration 5.8a Bilge and Scupper System (1/2)

* The Material of rose box is of stainless steel (SUS316). Key

Bilge & Drain Line
Fire Water Line

Trunk Deck
(40A) From Fire and (40A) From Fire and
Deck Wash. System Deck Wash. System
(100A) (100A)
BS315 BS314 Side Passage Way BS304 BS303
(50A) (65A) (65A) (50A) (40A) From Fire and
Deck Wash. System Upper Deck
(125A) BS606 BS602
(125A) (125A) (125A) (125A) (125A) (125A) (125A) (125A)

Distilled (200A) (125A) (125A) (125A) BS009 Bosun Store

(65A)
Water Bilge Hat (P & S)
See Detail BS005 CL BS018
Tank(P) (50A)
BS609 SLWL BS072(T/M)
(125A) (125A) (125A) Engine Room
Water Ballast
BS021
Tank (P) BS010 BS013
Fresh BW
Cofferdam No.4 Cargo Tank Cofferdam No.3 Cargo Tank Cofferdam No.2 Cargo Tank Cofferdam No.1 Cargo Tank Cofferdam SLWL SLWL
Water
S/G Room Tank (P)
(100A)

BS608 (65A) From Fire

From Fire & Deck (40A) & Deck
Wash. System Eductor for Wash.
AP Tank Engine Room (50A) Bow Thr. Room & System
(65A)
FWD Pump Room (40A)
BS014
From Fire & BS611
(80A)
Deck Washing Eductor for
BS017
System BS201 FWD Void
S/T CW
Tank BS018
BS204 BS202 (50A) (50A)

(100A)
BS203 BS020 BS019
Bow Thr. Room & FWD
(125A)
Bilge Ejector for BS045 BS039 BS033 BS027 BS025 FWD Pump Room Void
S/T CW
P.Duct/Cofferdams Pipe Duct
Tank BS047 BS041 BS035 BS029 BS022

AP Tank BS206 SLWL

(100A)

S/G Room Fresh

Water No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Cofferdam Cofferdam Cofferdam Cofferdam Cofferdam
SLWL

Tank (S) BW
Engine Room
BS023
Water Ballast
(125A) (125A)
Tank (S)
BS003
CL
(200A) Detail - “A” (125A) (125A) (125A)
Bosun Store
(125A) (125A) (125A) (125A) (125A) (125A) (125A) (125A)
(125A)
BS605 BS601
Upper Deck
(50A) (65A) (65A) (50A)
BS313 BS312 Side Passage Way BS302 BS301
(100A) (100A) Detail of Bilge Hat 60.5

About 15
From Fire & From Fire &

20
(40A) (40A)
Deck Wash. System Deck Wash. System Detail - “A” 6
4-Ø10 Holes
Elec. Cargo Trunk Deck Ø10 Holes
Comp. 350
Motor Store
(65A) Rm (65A) (65A) (65A)
Rm Detail - “A”
Wall
About
13 Ø 330.2 13
Ø 355.6

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 68 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.8b Bilge and Scupper System (2/2)

(100A)

(125A) (125A) (125A) (125A) (125A) (125A)

(125A) (125A) (125A)
(125A)
Abt. 28 m Rescue Boat Deck Abt. 30 m (125A)
(100A) Abt. 15 m
Abt. 15 m (125A)
(125A)
(125A)
(125A) Side Passage Way
Fresh
(125A)
Water (65A)
Tank (P) Drain Plug (M24) Dry Powder Station
S/G Room (65A)

C/L

Engine Liquid Liquid Liquid Liquid

Casing Accommodation No.4 Trunk Deck Void Space No.3 Trunk Deck Void Space No.2 TTrunk Deck Void Space No.1 Trunk Deck Void Space
Dome Dome Dome Dome

Scupper
(65A) (65A) C/L
(65A)
Cargo Store
S/G Room
Fresh
Motor Compressor (65A)
(125A) Water Room Room
Tank (S)
(125A)
Side Passage Way (125A)
(125A)
(125A)
(65A) (65A) (125A)
(125A)

(125A) (125A) (125A)

(125A) (125A) (125A) (125A) (125A) (125A)
Key
Bilge & Drain Line
Scupper Pipe For Upper Deck Compressed Air Line
ABT.
400 mm
Rubber Plug
Upper Deck Oily/Clean Bilge Treatment
for Cargo Compressor & Electric Motor

BS316
Abt. 500 mm

Compressed Air
Side Shell

Supply (8 bar)
BS511
Accommodation Elec. Motor Room Cargo Comp. Room
BS512
(50A)
To E/R
Scupper Pipe Typical Section View Of Bilge System Detail A
BS501 (40A)
Dry Compartment in Cargo Deck Area
(65A)

Elec. C. Compressor BW BW BW
BS507 BS508
Motor Room BS506
(50A) (50A)
Room (FWD) Oily Bilge Overboard CP
(AFT) Discharge Connection Pneumatic
(P & S) Hand
Main Fire Line Pump
Pump
(50A) (5 m3/h x
Trunk Deck Space Liquid Trunk Deck Space BW (1 m3/h) (50A)
Filter & Oiler
PI 30 MTH)
Dome Si
de Requlator Obs. Tank
(40A) Pa (50A) (50A) (2 m3)
(65A)
s sa For Gas BS510
ge BS317
Drain Plug (M24) Drain Plug (M24) w BS311 Detectiom
2 EA/Trunk Deck Space 1 EA/Liquid Dome ay (50A) BS504
Upper Deck (Mat. : SUS316 For Boss) BS505
(50A)
(Mat. : Brass For Plug)
Bilge Hat
(P & S)
C/D

(50A)
BS
BS311 319 BS318

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 69 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.8c Drainage and N2 Filling for Secondary Barrier

Bilge Discharge
Manual Sounding

(150A) (150A) (150A) (150A)

Nitrogen Supply Nitrogen Supply Nitrogen Supply Nitrogen Supply
Trunk Deck

(65A) 150A, N2 Supply & 150A, N2 Supply & 150A, N2 Supply & (65A) 150A, N2 Supply &
Sounding Pipe Sounding Pipe Sounding Pipe Sounding Pipe

Cofferdam

Cofferdam

Cofferdam
Steering Fresh No.4 Cargo Tank Cofferdam No.3 Cargo Tank Cofferdam No.2 Cargo Tank No.1 Cargo Tank
Gear Water Engine Room
Room Tank

Compressed Air
Supply (8 bar)
No.1 Air
250A Pipe Driven Pump
AP Tank BS057 (20 m3/h) BS053
No.2 Air Driven Pump
(20 m3/h) PI PI

Compressed Air Pipe Duct

Supply (8 bar) Detail - “A”
CP CP
Filter & Oiler BS056 BS055 BS054 Filter & Oiler BS052
Regulator BS059 Regulator BS058
(50A)

Detail - “A”

1,350
1,150 647

1265
N2 Filling off CL (P)
& Manual
Sounding
Primary Insulation
Tank Top Secondary Insulation

4-Ø70
Sump Well Holes (250A)
585 (Cap.: Abt. 0.6 m )
3
Water Detector 20
45˚ 45˚ Capacitance Type
(4 Sets) 20 200
75
Key
Bilge Line Upper detectors is rotated
Nitrogen Line 45 degeress so that cable
may not be interfered
(50A Drainage Pipe)
Compressed Air Line with lower dectector.

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 70 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
5.9 Instrument Air System
Illustration 5.9a Instrument Air System (1/2)

Side Passage Way

SUS316 OD 10 x 1.0T

SUS316 OD 10 x 1.0T
CG407
Nitrogen
CG406 Regulating Valve
SUS316 OD 6 x 1.0T
DFDE Purge Valve
GF425 CN CN CN
SUS316 OD 6 x 1.0T To Air
284 280 277 To Deck
DFDE Purge Valve Horn
(25A)
No.3 Trunk Deck Void Space No.2 Trunk Deck Void Space No.1 Trunk Deck Void Space Mach. for
GF427
SUS316 OD 6 x 1.0T Power FWD
Pack Pump
GCU Purge Valve
GC101 Gas Dome Gas Dome CA027 Gas Dome Room
Liquid Liquid Liquid D - Detail Liquid
Dome Dome Dome Dome
Gas Dome tail
G - De CA112
To Gas No.4 Trunk Deck Void Space
tail
Detection To EMCY E - De
Panel Air A - Detail B - Detail C - Detail CA111
(in CCR) System
CA051

CA013
F

Cargo CA110
SC093
Store CA020
CA050 CA041 CA034 F
CA064

CA053
CA052 SC011
(50A)

CA
Motor Compressor
099
Room Room Expansion Loope Side Passage Way

From Compressed
Air System To Instrument Air System (2/2) Key
Compressed Air Line
To Instrument Air System (2/2)

A - Detail
CG406
CG407
DFDE Purge Valve
with Pressure Gauge

B - Detail C - Detail D - Detail E - Detail G - Detail

Filter & Regulator

GCU Purge Valve

PI PI PI PI PI
CN284 CN280 CN277
CA062

CA063

PI PI PI
GW484 GW483 GW468 GW467 GW458 GW457 GW438 GW437 GW428 GW427 GW408 GW407 GW398 GW397 GW378 GW377
GW368 GW367
CA060

CA061

CA049

PI PI PI PI PI PI PI PI PI PI PI PI CA026 CA024 CA022 PI PI PI PI

PI PI
8 PHI

8 PHI

8 PHI

8 PHI

8 PHI

8 PHI

8 PHI

8 PHI

8 PHI

8 PHI

8 PHI

8 PHI

8 PHI

8 PHI

8 PHI

8 PHI
12 PHI

12 PHI

12 PHI

8 PHI

8 PHI
CA047 CA046 CA045 CA044 CA040 CA039 CA038 CA037 CA033 CA032 CA031 CA030 CA025 CA023 CA021 CA019 CA018 CA017 CA016
CA015 CA014

(25A) (25A) (25A) (25A) (25A)

CA059 CA058 CA057 CA056 CA055 CA013 (15A)
CA054
(15A) (15A) (15A) (15A) (15A)
CA064 CA050 CA041 CA034 CA027 CA020

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 71 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Illustration 5.9b Instrument Air System (2/2)

From Instrument System (1/2) From Instrument System (1/2)

Motor Room Cargo Compressor Room (Near Enterance) No.1 Comp. RM Fan
Drain
CA416 Closing Damper
Pot
Damper
Drain 10 PHI
No.1 Motor RM Fan (15A) Control
Pot Panel
Drain (Near Enterance)
No.2 Comp. RM Fan
Closing Damper No.2 LD Drain
Pot Damper
(15A)
CA382 CA378 Closing Damper
Compressor CA373
10 PHI

Drain CA379 PI Pot

Control
Pot Panel CA417 8 PHI 8 PHI
No.2 Motor RM Fan
Drain CA383
Closing Damper
Pot 8 PHI PI
PI
CA410 CA380 8 PHI CN576
CA391
8 PHI
PI
CA411 CA381 PI
CG562 8 PHI CN572
8 PHI
PI
CA392
PI CA412
8 PHI CG563 8 PHI CA399 8 PHI
PI
PI
CN579
CG506
PI
No.2 Glycol SC346 PI
CA393 CA397 8 PHI CS524
Water Heater 8 PHI No.1 LD CG561 Mist Separator
Compressor CA384
PI
8 PHI
CA407 8 PHI CS521
SC347 CA385
(32A)

(32A)

(40A)
8 PHI PI
CA409 PI
CA413 CA408 8 PHI CS525
8 PHI
8 PHI Drain
PI
CA414 PI Pot
PI

CA376 8 PHI CS530

Glycol CG551
8 PHI
Electric Heater PI CA415
CG552 8 PHI CA377 PI
FW703 8 PHI CG518
PI HD Heater
CG533
CG519
PI CG502
CA395 No.2 HD (32A)
8 PHI PI
Compressor CA386 CA368
8 PHI

CA405
(15A)
CA387
No.1 Glycol SC335 PI
CA396
8 PHI
Water Heater PI
8 PHI Forcing CS505 PI
CA369
8 PHI

PI
Vaporiser
SC336

12 PHI
No.1 HD CG514 CS506 PI
CA370
CA388 8 PHI
Compressor
(15A)
CA389 CN520 LNG PI
CS502 CA371
PI
8 PHI Vaporiser 8 PHI

CA402
CA390 CA372
CA401 CS503
CG510 CA400

PI
SUS316L Tube Weather Part Only
F
(12 PHI x 1.0T)
Air Chamber for Each Group On Deck Area Control Valve Copper Tube
(12 PHI x 1.2T)
Trunk Deck

Trunk Deck Liquid Instrument Air Main

Plug Root Valve ay Void Space Dome
Boss PT 3/8" W
e
s ag PI
8 PHI s
Pa
de Glycol Control Valve
Si

SUS316L Pipe
Slip-on Flange Key

Typical Section View Air Line

Compressed Air Line
70 80 80

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 72 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
5.10 Air System for Ship/Shore Pneumatic ESD
Illustration 5.10a Air System for Ship/Shore Pneumatic ESD

PI

CA205 Manifold Platform

The push button to be installed for following place. Side Passage Way
- CCR
- Wheel House
- Fire Control Station

No.4 Trunk Deck Space No.3 Trunk Deck Space No.2 Trunk Deck Space No.1 Trunk Deck Space

Liquid Dome Liquid Dome Liquid Dome Liquid Dome

Gas Dome Gas Dome Gas Dome Gas Dome
OD12
x 1.0T

Elec.
Equip't
Room

ESDS Air Motor Compressor

Control Board Room Room
Cargo
Store

OD12 x 1.0T
Instrument Air OD12 x 1.0T
System Side Passage Way
Manifold Platform
CA203
PI

Ship Side Box with

Coupling to Shore

OD12 x 1.0T
Manifold Platform
Trunk Deck Void Liquid Trunk Deck Void Si
ay Space Dome Space
de
OD12 x 1.0T W Pa OD12 x 1.0T
e ss
ag ag
ss e
PI
CA205 Pa W
CA203
de ay
Si Key
Coupling Snap Tight 1/2" Air Line
Female to Shore
Ball Valve
Coupling Snap Tight 1/2" Fusible Fuse Electrical
(Bite Type)
Male to Shore
Push Button
Em'cy Case Electrical (Manual)
Typical Section View Coupling to Shore

IMO No. 9636711 / 1st Draft (2013.09.30) 5 - 73 Part 5 Cargo Auxiliary and Ballast System
 CORCOVADO LNG Cargo Operating Manual
Part 6 : Cargo Operations 6.4.1a Normal Fuel Gas Burning .................................................... 6 - 39
6.1 Post Dry Dock Operation.............................................................6 - 2 6.4.2a Fuel Gas Burning with Forcing Vaporiser ............................ 6 - 41
6.1.1 Insulation Space Inerting ..................................................6 - 2 6.5.1a Preparations for Discharging ................................................ 6 - 43
6.1.2 Drying Cargo Tanks with Bottom Filling after Dry Dock ...... 6.5.2a Liquid Lines Cooldown before Discharging ........................ 6 - 45
...................................................................................................6 - 6 6.5.3a Discharging with Gas Return from Shore ............................ 6 - 49
6.1.3 Drying Cargo Tanks with Top Filling after Dry Dock .....6 - 8 6.5.4a Discharging without Gas Return from Shore ....................... 6 - 51
6.1.4 Inerting Cargo Tanks after Dry Dock ............................. 6 - 10 6.6.1a Stripping and Line Draining ................................................. 6 - 55
6.1.5 Drying and Inerting Cargo Tanks Using Liquid Nitrogen....... 6.6.2a Tanks Warm Up with Venting............................................... 6 - 57
................................................................................................. 6 - 12 6.6.2b Tanks Warm Up with GCU Burning .................................... 6 - 59
6.1.6 Gassing-up Cargo Tanks ................................................ 6 - 14 6.6.3a Inerting ................................................................................. 6 - 61
6.1.7 Initial Cooling Down Cargo Tanks ................................ 6 - 20 6.6.3b Inerting with GCU Burning ................................................. 6 - 63
6.2 Ballast Voyage ........................................................................... 6 - 24 6.6.4a Aeration – Top Filling .......................................................... 6 - 65
6.2.1 Cooling Down Tanks Prior to Arrival ............................ 6 - 26 6.6.4b Aeration – Bottom Filling .................................................... 6 - 67
6.3 Loading ...................................................................................... 6 - 30
6.3.1 Cargo Lines Cooldown ................................................... 6 - 34
6.3.2 Loading with Vapour Return to Shore ........................... 6 - 36
6.4 Loaded Voyage with Fuel Gas Burning ..................................... 6 - 40
6.4.1 Normal Fuel Gas Burning .............................................. 6 - 40
6.4.2 Fuel Gas Burning with Forcing Vaporiser ..................... 6 - 42
6.5 Discharging ................................................................................ 6 - 44
6.5.1 Preparations for Discharging .......................................... 6 - 44
6.5.2 Liquid Lines & Arms Cooldown before Discharging .... 6 - 46
6.5.3 Discharging with Gas Return from Shore ...................... 6 - 50
6.5.4 Discharging without Gas Return from Shore ................. 6 - 52
6.6 Pre Dry Dock Operations........................................................... 6 - 56
6.6.1 Stripping and Line Draining ........................................... 6 - 56
6.6.2 Tanks Warm Up ............................................................. 6 - 58
6.6.3 Inerting ........................................................................... 6 - 62
6.6.4 Aeration .......................................................................... 6 - 66

Illustrations
6.1.1a Insulation Space Inerting (First Step) .....................................6 - 1
6.1.1b Insulation Space Inerting (Second Step) .................................6 - 3
6.1.2a Drying Cargo Tanks with Bottom Filling after Dry Dock ......6 - 5
6.1.3a Drying Cargo Tanks with Top Filling after Dry Dock ............6 - 7
6.1.4a Inerting Cargo Tanks after Dry Dock ......................................6 - 9
6.1.5a Drying and Inerting Cargo Tanks Using Liquid Nitrogen..... 6 - 11
6.1.6a Gassing-Up Cargo Tanks (First Step) ................................... 6 - 13
6.1.6b Gassing-Up Cargo Tanks (Second Step) ............................... 6 - 15
6.1.6c Gassing-up with GCU Burning ............................................. 6 - 17
6.1.7a Initial Cooling Down Cargo Tanks ....................................... 6 - 19
6.2.1a Cooling Down Tanks Prior to Arrival on Ballast Voyage ..... 6 - 25 Part 6
6.3.1a Preparations for Loading....................................................... 6 - 29
6.3.1a Cargo Lines Cooldown ......................................................... 6 - 33 Cargo Operations
6.3.2a Loading with Vapour Return to Shore .................................. 6 - 35

IMO No. 9636711 / 1st Draft (2013.09.30) Part 6 Cargo Operations

 CORCOVADO LNG Cargo Operating Manual
Illustration 6.1.1a Insulation Space Inerting (First Step)

CN486 CN487 CN971 CN976 CN972 CN978

(100)
FM
(50) F
(25) (50)
FM
N2 Buffer Tank
From N2 Generator System
Key
(26 m3, 11.0 bar)

CN977CN973
CN975
Nitrogen Main Line
Secondary Insulation Space

F
(25)
A (25)

To Purge
Primary Insulation Space

CN974
A (25) D/F Engine

(50) (25)
A (25)
To Main G/E LO Service System FM To Purge GCU

Cargo Manifold

CP872

CP871
(15) (15)

(100) (50) Pressure Gaseous Nitrogen in Passage-way (Nitrogen Purge Main Line) In Passage-way (25)

CF472 CF372 Regulating Valve for Ins. Space Exhaust CF272

CF172

CN285

CN281

CN278
(100)
(15)

(15)

(15)

(15)

(40)

(15)
(15) (15) (15)

CN284

CN280

CN277
(15)
CP474 CP374 CP274

A
(50) (50) (50)
CP174
(50)

CN283

CN276
From G/E Fuel

(15)

(15)
(150)
Gas System,
GCU System

(200)

(15)
(150) Secondary Barrier Pressurization (250) CN282 CN279 (150)

CN402 CN475
(150) Primary Barrier Pressurization (250) (250) (150)

CF474 (15) (15) (15)

(200) CP485 CP385 CP285 (15)

CN472

CN375

CN372

CN275

CN272

CN175

CN172
(150)

(150)

(150)
CF374 CF274 CF174 CF173
(150) (150) (150)
CN485

CP379

CP279

CP179

CP177
CP479

CF473 CF373 CF273

CN474

CP484

CP384

CP284

CP178
CN401

CN301

CN201
CN374

CN302

CN274

CN202

CN174

CN102
(150) (150) (150)

CN101
Quick Coupling From
(Near Liquid Dome) Stripping

(250)

(250)
Line Vent (250)
CN471 Vent CN371 Vent CN271 Vent CN171
Mast (150) Mast (150) Mast (150) Mast (150)
Vapour Vapour Vapour Vapour
(25) (150) (150) (25) (150) (25)
(250) Dome Dome Dome Dome

(25)
(250)

(200)

CN576 CN488 CN386 CN286 CN186

CN577 A CN575
(80) (80)
CN489 CN387 CN287 CN187
Vaporiser

(50)
CN573 CN574

(150)
CN572
LNG

A CN571
(80) (80) Primary Insulation Space
CN683

(50)
Gas Detection
CN581

(32)

CN579
CN580 A CN578 Secondary Insulation Space
(80) (80)
(50) Gas Detection
FM

Vacuum Pump Secondary Primary Secondary Primary Primary Secondary (50)

CN582

CN587
CP588

Insulation Insulation Insulation Insulation Insulation Insulation

(150) (125)
2 (50) (50) (50) CP173(15)
Space Space Space Space Space Space
(150)
CN585 CP473(15) Gas Gas CP373(15) Gas Gas CP273(15) Gas Gas
(150) (125)
1 CN483 Detection Detection Detection Detection Detection Detection
FM

CN484 CF171
(50)

CP590 CF471 CF371 CF271

(40)

No.2 LD (15)
Compressor To Cargo
Vapour
CP589
No.1 LD (15) Header (15) (15)
Compressor
CP772

CP771

Mist
CP592 Sparator
No.2 HD (15)
CS530
Compressor A Cargo Manifold
(25)
CP591
No.1 HD (15)
Drain
Compressor Pot

IMO No. 9636711 / 1st Draft (2013.09.30) 6-1 Part 6 Cargo Operations
 CORCOVADO LNG Cargo Operating Manual
Part 6 : Cargo Operations 2. Operating Procedure No.1 tank primary insulation space AFT
CN175 Open
valve
6.1 Post Dry Dock Operation All valves are assumed shut.
No.2 tank primary insulation space FWD
CN272 Open
1) Isolate any pressure gauge, transducer or instrument which valve
6.1.1 Insulation Space Inerting
could be damaged by the vacuum and install temporary No.2 tank primary insulation space AFT
CN275 Open
1. First Step: Evacuation of Insulation Space manometers to allow pressures in the insulation spaces to be valve
monitored. No.3 tank primary insulation space FWD
CN372 Open
CAUTION valve
To avoid major damage to the secondary barrier, never evacuate a 2) On each tank, open the valves for connecting the pressurisation No.3 tank primary insulation space AFT
header with the feeder columns of the secondary insulation CN375 Open
primary insulation space while leaving the associated secondary space valve
under pressure and never fill a secondary space while the primary space spaces. No.4 tank primary insulation space FWD
CN472 Open
is under a vacuum. valve
Valve Description Position
No.4 tank primary insulation space AFT
Prior to putting a cargo tank into service initially, or after dry docking, it No.1 tank secondary insulation space feed CN475 Open
CN174 Open valve
is necessary to replace the ambient humid air in the insulation space with valve
dry nitrogen. No.2 tank secondary insulation space feed 9) Open valve CN581, the vacuum pumps suction from the
CN274 Open
valve primary pressurisation header.
This is done by evacuating the insulation spaces with the vacuum pumps
No.3 tank secondary insulation space feed
and refilling them with nitrogen. The procedure is repeated until the CN374 Open 10) Start both vacuum pumps.
valve
oxygen content is reduced to less than 3 %.
No.4 tank secondary insulation space feed 11) Monitor the primary insulation space pressure. When it has been
CN474 Open
Evacuation of all the insulation spaces takes approximately 8 hours. valve reduced to 200 mbarA, in all the spaces, stop the vacuum pumps.
Three cycles are usually necessary to reduce the oxygen to less than 3 %
3) Set up the suction valves of vacuum pumps in the cargo 12) Close valves CN475, 472, 375, 372, 275, 272, 175, 172 on the
by volume.
compressor room. trunk deck.
CAUTION
Valve Description Position 13) Close valves CN582, 581 and valves CN587, 585 at the vacuum
Changes in temperature or barometric pressure can produce differentials
far in excess of 30 mbar in insulation spaces which are shut in. With the CN585 No.1 vacuum pump suction valve Open pump suction.
cargo system out of service and during inerting, always maintain the CN587 No.2 vacuum pump suction valve Open
During the evacuation of the insulation spaces, the tightness of the
secondary insulation space pressure at or below the primary insulation CN582 Insulation spaces suction main valve Open
space pressure. Severe damage to the membranes will result if the primary and secondary insulation spaces relief valves has to be
differentials exceed 30 mbar. 4) Prepare the vacuum pumps for use. confirmed and if suspected of leaking, blanked until the operation is
completed. Blanks must be clearly marked and notices posted or a
Before refilling with nitrogen, the insulation spaces are evacuated to 200 5) Start both vacuum pumps. temporary relief valve fitted.
mbar absolute pressures. The evacuation of the insulation spaces is also
6) Monitor the secondary insulation space pressure; when it has General notes on the vacuum pumps:
used in order to check the integrity of the barriers during periodical tests.
been reduced to 200 mbarA, in all the spaces, stop the vacuum
To avoid possible damage to the secondary membrane, the secondary pumps.  Ensure that auxiliary fresh water for the auxiliary fresh water
insulation spaces must be evacuated before the primary insulation spaces. cooler is available and on.
7) Close valves CN474, 374, 274, 174 on the trunk deck.
The pipe work at the vacuum pump’s suction has been designed to  Ensure that the LO tank is full and the power supply to the
ensure that the evacuation of the primary spaces cannot take place 8) On each tank, open the valves for connection to the pumps is available.
without having first evacuated the secondary spaces, or ensuring that pressurisation header with the FWD/AFT transverse of the  Ensure that the bulkhead seal system is full.
they will be both evacuated simultaneously. primary insulation spaces.
 Ensure that the pumps are free to rotate.
Two electrically driven vacuum pumps, cooled by fresh water, are Valve Description Position  Ensure that LO is feeding the lubrication points.
installed in the cargo compressor room. They draw from the
No.1 tank primary insulation space FWD  Close the pump drains.
pressurisation headers and discharge to the No.4 vent mast. CN172 Open
valve

IMO No. 9636711 / 1st Draft (2013.09.30) 6-2 Part 6 Cargo Operations
 CORCOVADO LNG Cargo Operating Manual
Illustration 6.1.1b Insulation Space Inerting (Second Step)

CN486 CN487 CN971 CN976 CN972 CN978

(100)
FM
(50) F
(25) (50)
FM
N2 Buffer Tank
From N2 Generator System
Key
(26 m3, 11.0 bar)

CN977CN973
CN975
Nitrogen Main Line
Secondary Insulation Space

F
(25)
A (25)

To Purge
Primary Insulation Space

CN974
A (25) D/F Engine

(50) (25)
A (25)
To Main G/E LO Service System FM To Purge GCU

Cargo Manifold

CP872

CP871
(15) (15)

(100) (50) Pressure Gaseous Nitrogen in Passage-way (Nitrogen Purge Main Line) In Passage-way (25)

CF472 CF372 Regulating Valve for Ins. Space Exhaust CF272

CF172

CN285

CN281

CN278
(100)
(15)

(15)

(15)

(15)

(40)

(15)
(15) (15) (15)

CN284

CN280

CN277
(15)
CP474 CP374 CP274

A
(50) (50) (50)
CP174
(50)

CN283

CN276
From G/E Fuel

(15)

(15)
(150)
Gas System,
GCU System

(200)

(15)
(150) Secondary Barrier Pressurization (250) CN282 CN279 (150)

CN402 CN475
(150) Primary Barrier Pressurization (250) (250) (150)

CF474 (15) (15) (15)

(200) CP485 CP385 CP285 (15)

CN472

CN375

CN372

CN275

CN272

CN175

CN172
(150)

(150)

(150)
CF374 CF274 CF174 CF173
(150) (150) (150)
CN485

CP379

CP279

CP179

CP177
CP479

CF473 CF373 CF273

CN474

CP484

CP384

CP284

CP178
CN401

CN301

CN201
CN374

CN302

CN274

CN202

CN174

CN102
(150) (150) (150)

CN101
Quick Coupling From
(Near Liquid Dome) Stripping

(250)

(250)
Line Vent (250)
CN471 Vent CN371 Vent CN271 Vent CN171
Mast (150) Mast (150) Mast (150) Mast (150)
Vapour Vapour Vapour Vapour
(25) (150) (150) (25) (150) (25)
(250) Dome Dome Dome Dome

(25)
(250)

(200)

CN576 CN488 CN386 CN286 CN186

CN577 A CN575
(80) (80)
CN489 CN387 CN287 CN187
Vaporiser

(50)
CN573 CN574

(150)
CN572
LNG

A CN571
(80) (80) Primary Insulation Space
CN683

(50)
Gas Detection
CN581

(32)

CN579
CN580 A CN578 Secondary Insulation Space
(80) (80)
(50) Gas Detection
FM

Vacuum Pump Secondary Primary Secondary Primary Primary Secondary (50)

CN582

CN587
CP588

Insulation Insulation Insulation Insulation Insulation Insulation

(150) (125)
2 (50) (50) (50) CP173(15)
Space Space Space Space Space Space
(150)
CN585 CP473(15) Gas Gas CP373(15) Gas Gas CP273(15) Gas Gas
(150) (125)
1 CN483 Detection Detection Detection Detection Detection Detection
FM

CN484 CF171
(50)

CP590 CF471 CF371 CF271

(40)

No.2 LD (15)
Compressor To Cargo
Vapour
CP589
No.1 LD (15) Header (15) (15)
Compressor
CP772

CP771

Mist
CP592 Sparator
No.2 HD (15)
CS530
Compressor A Cargo Manifold
(25)
CP591
No.1 HD (15)
Drain
Compressor Pot

IMO No. 9636711 / 1st Draft (2013.09.30) 6-3 Part 6 Cargo Operations
 CORCOVADO LNG
3. Second Step: Initial Filling with Nitrogen
After evacuation, the next step consists of filling the insulation spaces
with nitrogen. The cycle is repeated until the oxygen content in the
spaces is less than 3 %.
4. Procedure for Initial Filling with Nitrogen
Liquid N2 is supplied by the ship to the liquid manifold where it passes to
the stripping/spray header via the appropriate manifold shore connection
liquid valve. It is then fed to the LNG vaporiser and N2 gas produced is
passed at +20 °C to each insulation space.
At this stage, ship’s N2 generators are not used due to required capacity
for initial filling.
It is assumed, though unlikely in practice, that all valves are closed prior
to use.
1) Install the spool piece on the LNG vaporiser outlet to insulation
spaces.
2) Prepare the LNG vaporiser for use.
3) Adjust set point of the temperature control valve to +20 °C.
4) Open the related valves from the liquid manifold to the LNG
vaporiser through the stripping/spray header and carry out line
cooldown operation. For safety reasons, ensure that the hull
water curtain on the connected side is working.
5) Set the opening of the control valves CN277, 284 at 4 mbar.
6) Open the isolation valves CN278, 276, 285, 283 for the
insulation spaces exhaust control system.
7) Crack open the primary insulation space supply valves CN475,
375, 275, 175 on each tank.
8) Adjust the opening of the primary insulation space supply
valves for balancing the pressure rise in all the spaces. During
filling, always maintain the pressure in the primary space at 100
mbar above the secondary space.
9) When the pressure in the primary spaces reaches 300 mbarA
(100 mbar above the pressure in the secondary spaces), crack
open the secondary space supply valves CN474, 374, 274, 174
on each tank. Adjust the opening of these valves for balancing
the pressure rise in all the spaces.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
5. Operating Procedure for the Completion of Nitrogen Filling
1) The final filling of the insulation spaces up to 2 mbar is carried
out at reduced flow rate. Three cycles are usually necessary.
2) After the final filling, check the oxygen content in all the spaces.
If it is higher than 3 %, repeat the inerting operation. There is
also the possibility to check the O2 content at the vacuum pump
discharge.
3) Do not shut down the LNG vaporiser until it has been warmed
through to the ambient temperature.
CAUTION
Changes in temperature or barometric pressure can produce differentials
far in excess of 30 mbar in the insulation spaces which are shut in. With
the cargo system out of service and during inerting, always maintain the
primary insulation space pressure at, or below, tank pressure and always
maintain the secondary insulation space pressure at or below the primary
insulation space pressure.
6. Operating Procedure for Normal Inerting
The primary and secondary insulation spaces are filled with dry nitrogen
gas which is automatically maintained by alternate relief and make-up
valves as the atmospheric pressure or the temperature rises and falls,
under a pressure of between 2 mbar and 4 mbar above atmospheric
pressure.
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 pressurised
buffer tank of 26 m3, is supplied to the pressurisation headers through
make-up regulating valves located in the cargo compressor room. From
the headers, branches are led to the primary and secondary insulation
spaces of each tank. Excess nitrogen from the insulation spaces is vented
to mast No.2, through the exhaust regulating valves.
Both primary and secondary insulation spaces of each tank are provided
with a pair of pressure relief valves which open at a pressure of 10 mbar
above the atmospheric level in each space. A manual bypass with a cut
out valve (CN171, 271, 371, 471) and a ball valve is provided from the
primary space to the N2 vent mast for local venting and sweeping of a
6-4
space if required.
1) Adjust the set point of the nitrogen supply regulating valve
CN579 to the secondary header at 2 mbar, and the regulating
valve CN576 to the primary header at 4 mbar.
2) At the forward part of the trunk deck, ensure that the valves
CN276, 278, 283, 285 are open.
3) Adjust the set point of the nitrogen exhaust regulating valve
CN277 (primary) at 6 mbar and regulating valve CN284
(secondary) at 4 mbar.
There is a stand-by exhaust regulating valve CN280, which can be
connected to either the primary or secondary system in the event of
failure of one of the master regulating valves.
The nitrogen supply to the insulation spaces has a stand-by regulating
valve CN572, which can be connected to either the primary or secondary
system in the event of failure of one of the master regulating valves.
CAUTION
In the event that gas is detected through a micro-leakage of the
membrane in any of the insulation spaces, the space should be
continuously swept with nitrogen. This can be accomplished by opening
the exhaust valve from the space and allowing a controlled purge.
Closely monitor the gas analyser on the affected space during purging.
In the event that the pressure temporarily falls below atmospheric
pressure, the condition is not critical insofar as the differential pressure
(Ps - Pp) between the secondary spaces pressure (Ps) and the primary
space pressure (Pp) do not exceed 30 mbar.
(Ps - Pp) ≤ 30 mbar
WARNING
When the vacuum in the primary insulation spaces, relative to the secondary
insulation spaces, reaches 30 mbar, the two insulation spaces shall be
immediately inter-connected - which will involve a manual operation.
When put in communication, and therefore subjected to the same
nitrogen pressure, the primary and secondary insulation spaces can
withstand a large depressurisation 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 -800 mbar vacuum pressure, both during
global testing at the construction stage and also for the insulation spaces’
cycles purging.
Part 6 Cargo Operations
 CORCOVADO LNG Cargo Operating Manual
Illustration 6.1.2a Drying Cargo Tanks with Bottom Filling after Dry Dock

Key
Cargo Compressor Room CG510 Dry Air

(600)
A
(300) (400)
(450)
CG509 Atmospheric Air
CG511 CG512 H
CG519

(400)

(400)

(400)

(400)

(400)
(500) (600) (700)
A 1 FM (25)
(250)
CG514 Cargo Equipment Capacity

CG801

CG802
CS811 CS812

CS808 CS809

CS805 CS806

CS802 CS803
CL808 CL804

CL807 CL803

CL806 CL802

CL805 CL801
H #
H #

H #

H #

H #
HD Compressor A
CG518 CG517 SP-8

(300)

CG002
H *
(300) (400)
F ro m I ne rt IG022 IG023 CG527 CG520 A H CG513
(700)
- Cargo Pump : 1,850 m3/h
Gas Sy st e m
(600) HD (500) CG515 CG516 H
Heater (500)
2 CG553 - Stripping/Spray Pump
( E/ R) (400) FM
CG410

(200)
CG521 P
(250)
(200) : 60 m3/h

(80)
CG534 CG502 CG551 CG552 Inter CLR - Fuel Gas Pump : 12 m3/h

FM
A A P CG503 (80) (80)
(80) CS807 CS804
CG636 CG538 CG501 - High Duty Compressor

(200)
To Gas H # CG536 CG504 H : 35,000 m3/h

(700)
H * (600)
(250) (300) (250)
C o m b ust i o n FM 1 FM
(550) - Low Duty Compressor

(200)
Un i t ( GC U) (200)
CG563
CG407
A *

AFT Water Cooler P : 5,120 m3/h

(80)

(700)

(100)

(600)
(200)
LD Compressor (4-stage)
(200) CG506 CG561 CG562 Inter CLR - LNG Vaporiser : 4,100 kW
CG507

CG529

CG535
A A P
(80)
- Forcing Vaporiser : 810 kW
CG406

CG505
A *

(80)

CG405 CG508

Strip./Spray
H - HD Heater : 3,700 kW

Crossover

Crossover

Crossover

Crossover
(300) (250)
H #

Vapour
2

Liquid

Liquid
(200) CS506 FM FM
(200) (250)
A
(25) (25)
AFT Water Cooler Mist
To D / F CS504 CS505 In-line Separator
Eng i ne H A CG532 CG540 Mixer
CG415 (40) Forcing (250)
H # Vaporiser

(25)
In-line SP-7
CS503 Mixer

CG542
A To N2 System

(700)

(100)

(700)
CS521

CS525

CS524
(80) (80)
(40) for Insul. Space CS707 CS704

A
CS501 CS502 CN588
CG530 H CN589

(80)
H A
LNG

CS712 CS711

CS709 CS708

CS706 CS705

CS703 CS702
CL704 CL708

CL703 CL707

CL702 CL706

CL701 CL705
(50) (25)
FM N2 Purge Drain Pot
Vaporiser

CG528
In-line

CS523

CS530
(25)
CS533 CS532

(400)
(25)
FM

Mixer

FM
H

A
CS520

CG701

CG702
CS528 A CS529

(65)

(25)

H *
CG001
#H

#H

#H

#H
#H
(40)
CS531 CS532
(80)

(400)

(400)

(400)

(400)

(400)
(300)
SP-6

CS003
(600) (550)

CG605

CG603

CG604
CG601

CG602

CL602
(200) (300) (300) Gas Header
CS601
(80)
(400) (600) (600) (500) Vapour Header (400)
(200)

(400)

CS004 CS002 CS001

Strip./Spray Header
CL601

(80) (80) (65) (40)

(40)

(80)
(450) (600) (600) (750) (600) (450) Liquid Header (400)

CG107
CS603
(450)

CL107

(450)

(200)

(400)

(450)
(65)

(65)
(200)

(400)
(200)

SP-5
(65)

(40)

(65)

(40)

CG105
CG106
CL410

CL310

CL210

CL110
CS415

CS315

H *
H *

H *

H *

H *
CS405

CS305

CS205

CS105
CS409 H *

CS313 H *

CS213 H *

CS109 H *
CS416 H

CS316 H

CS408 CS308 CS208 CS108

(40) (40) (40) (40)

CG102
CS404 CS304 CS204 CS104
CG402

CG302

CG202
No.4 No.3 No.2 No.1
H * H * H * H *
Vent Mast Vent Mast Vent Mast Vent Mast
CS414

CS314

(300) (300) (300) (300)

FM
(80)

(80)

(80)

(80)
(200) CS419 (200) CS319 (200) (200)
(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H * H *
CL406

CL306

CL206

CL106
(40)

(40)

(40)

(40)
SP-1
SP-4 SP-3 SP-2

CG101
CF401 CF301 CF201 CF101
CG401

CG301

CG201
H * CS402

H * CS418

H * CS302

H * CS318

H * CS202

H * CS102
CL405

CL305

CL205

CL105
CL402

CL302

CL202

CL102
CL401

CL400

CL301

CL300

CL201

CL200

CL101

CL100
H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

CS107
CS407

CS406

CS307

CS306

CS207

CS206

CS106
CS401

CS417

CS301

CS317

CS201

CS101
(25) (25) (25) (25)
(65) (25) (65) (25) (65) (25) (65) (25)

CF402 CF302 CF202 CF102

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)
Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

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

(3

(3

(3

(3

(3

(3

(3
50

50

50

50

50

50

50

50
)

)
(65)

(40)

(65)

(40)

(65)

(65)
CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
C1 No.1 Cargo Pump
(80)

(65)

(80)

(65)

(80)

(80)
C2 No.2 Cargo Pump
Filling Line

Filling Line

Filling Line

Filling Line
C1 C2 S Strip./Spray Pump C1 C2 C1 C2 C1 C2
S F S F S S
F FG Pump

IMO No. 9636711 / 1st Draft (2013.09.30) 6-5 Part 6 Cargo Operations
 CORCOVADO LNG Cargo Operating Manual
6.1.2 Drying Cargo Tanks with Bottom Filling after Dry Dock 2. Operating Procedure for Drying Tanks CG101,102 No.1 tank vapour outlet valves Open
CG201,202 No.2 tank vapour outlet valves Open
1. General Description - Replace atmospheric air in cargo tanks
CG301,302 No.3 tank vapour outlet valves Open
by dry air
Anytime the cargo tanks have been opened during dry-docking or for Purpose CG401,402 No.4 tank vapour outlet valves Open
maintenance or inspection, the humid air which has entered in tanks must - Dew point of dry air is lower than
be dried. This is mainly to prevent the formation of ice when the tanks -45 °C from IGG.
5) Open valve CG107 to vent through the No.1 vent mast.
are later cooled down for cargo operations, but is also to avoid the Performance criteria Cargo tanks dew point < -20 °C Eventually, tank pressure is controlled via the regulating valve
sulphur and nitrogen oxides (which the inert gas may have contained) Inert gas plant ( Dry air mode)
Auxiliaries involved CG106, set at 100 mbar by the inching control, manually set on
from combining with the humidity to form corrosive agents. - Flow rate : 16000 Nm3/h the IAS.
Operation duration Approximately 20 hours
The tanks are therefore inerted to prevent a potential flammable LNG/air 6) Start the IGG (dry air production). When dew point is -45 °C,
mixture. In this process, dry air is used to displace normal humid air, and - Dew point in tank by sampling at top of
open the valve IG022 upstream of the two non-return valves on
inert gas produced from the inert gas/dry air generator is then used to gas dome and sampling lines in tank
the inert gas/dry air discharge line.
displace the dry air within the tanks. The operation takes approximately - Operating condition of IGG
20 hours to reduce the dew point to lower than -20 °C and can be carried Check points - Monitoring of safety device and related 7) Monitor the dew point of each tank by taking a sample at the
out either while in port or at sea. sensors vapour domes. When the dew point is -20 °C or less, close the
- Temperature of sea water and filling and vapour valves of the tank.
If in the summer, the dry air is likely to be heavier than the ambient air, atmosphere, atmosphere pressure
so the filling pipes at the bottom of the tanks are used to introduce the Necessary device Portable dew point meter 8) Wet air which may be contained in the discharge lines from the
dry air to the tanks. From the top of each tank, the ambient air is cargo pumps, float level gauge piping and any associated pipe
displaced through the vapour header and then vented to atmosphere from Dry air, with a dew point of -45 °C, is produced by the IGG at a flow rate work in the cargo compressor room must be purged with dry air.
the vent mast at the No.1 tank. This is followed by introducing inert gas of 16000 Nm3/h.
to the tanks using the same piping route and displacement method. 9) When all the tanks are dried to dew point below -20 °C;
All valves are assumed closed prior to drying operations.
If in the winter, the dry air is likely to be lighter than the ambient air, so  Stop the IGG
the dry air will be introduced through the gas dome and vapour header 1) Prepare the inert gas/dry air generator for use in the dry air
 Close the supply valve CG527 and CL602 to the liquid
into the top of the tank. The ambient air will then be displaced up mode.
header.
through the filling line into the liquid header and vented to atmosphere
2) Install the spool piece SP-6 and open the blind flange valve  The No.1 vent mast valve CG107 is to be left open at all
through the forward vent mast at the No.1 tank. At this time the nitrogen
system should also be readied to be brought into use. IG023 to connect the inert gas/dry air feeder line to the liquid times, except for isolation or maintenance.
header.
Inert gas is also used to dry to a dew point of below -45 °C and to inert NOTE
3) Open valves CG527 and CL602 to supply dry air to the liquid
all of the other LNG and vapour pipe-work. This is done during the time It is necessary to lower the tank’s dew point by dry air to at least -20 °C,
header.
that the inert gas plant is operating for use in drying and inerting the before feeding tanks with inert gas in order to avoid formation of
tanks. 4) Open the filling valves and vapour outlet valves on each tank. corrosive agents.

NOTE Valve Description Position

Any pipe-work not purged with inert gas must be purged with nitrogen
CL110 No.1 tank liquid branch valve Open
before the introduction of LNG liquid or vapour.
CL210 No.2 tank liquid branch valve Open
The main qualities of the dry air produced by the inert gas/dry air CL310 No.3 tank liquid branch valve Open
generator are: CL410 No.4 tank liquid branch valve Open
 Dew point of -45 °C CL100 No.1 tank filling valve Open
 Discharge pressure of 250 mbar CL200 No.2 tank filling valve Open
 Flow rate of 16,000 Nm3/h CL300 No.3 tank filling valve Open
CL400 No.4 tank filling valve Open

IMO No. 9636711 / 1st Draft (2013.09.30) 6-6 Part 6 Cargo Operations
 CORCOVADO LNG Cargo Operating Manual
Illustration 6.1.3a Drying Cargo Tanks with Top Filling after Dry Dock

Key
Cargo Compressor Room CG510 Dry Air

(600)
A
(300) (400)
(450)
CG509 Atmospheric Air
CG511 CG512 H
CG519

(400)

(400)

(400)

(400)

(400)
(500) (600) (700)
A 1 FM (25)
(250)
CG514 Cargo Equipment Capacity

CG801

CG802
CS811 CS812

CS808 CS809

CS805 CS806

CS802 CS803
CL808 CL804

CL807 CL803

CL806 CL802

CL805 CL801
H #
H #

H #

H #

H #
HD Compressor A
CG518 CG517 SP-8

(300)

CG002
H *
(300) (400)
Fro m Ine rt IG022 IG023 CG527 CG520 A H CG513
(700)
- Cargo Pump : 1,850 m3/h
Gas Sys t e m
(600) HD (500) CG515 CG516 H
Heater (500)
2 CG553 - Stripping/Spray Pump
( E/ R) (400) FM
CG410

(200)
CG521 P
(250)
(200) : 60 m3/h

(80)
CG534 CG502 CG551 CG552 Inter CLR - Fuel Gas Pump : 12 m3/h

FM
A A P CG503 (80) (80)
(80) CS807 CS804
CG636 CG538 CG501 - High Duty Compressor

(200)
To Gas H # CG536 CG504 H : 35,000 m3/h

(700)
H * (600)
(250) (300) (250)
C o m b us t i o n FM 1 FM
(550) - Low Duty Compressor

(200)
Un i t ( GCU) (200)
CG563
CG407
A *

AFT Water Cooler P : 5,120 m3/h

(80)

(700)

(100)

(600)
(200)
LD Compressor (4-stage)
(200) CG506 CG561 CG562 Inter CLR - LNG Vaporiser : 4,100 kW
CG507

CG529

CG535
A A P
(80)
- Forcing Vaporiser : 810 kW
CG406

CG505
A *

(80)

CG405 CG508

Strip./Spray
H - HD Heater : 3,700 kW

Crossover

Crossover

Crossover

Crossover
(300) (250)
H #

Vapour
2

Liquid

Liquid
(200) CS506 FM FM
(200) (250)
A
(25) (25)
AFT Water Cooler Mist
To D / F CS504 CS505 In-line Separator
Engi ne H A CG532 CG540 Mixer
CG415 (40) Forcing (250)
H # Vaporiser

(25)
In-line SP-7
CS503 Mixer

CG542
A To N2 System

(700)

(100)

(700)
CS521

CS525

CS524
(80) (80)
(40) for Insul. Space CS707 CS704

A
CS501 CS502 CN588
CG530 H CN589

(80)
H A
LNG

CS712 CS711

CS709 CS708

CS706 CS705

CS703 CS702
CL704 CL708

CL703 CL707

CL702 CL706

CL701 CL705
(50) (25)
FM N2 Purge Drain Pot
Vaporiser

CG528
In-line

CS523

CS530
(25)
CS533 CS532

(400)
(25)
FM

Mixer

FM
H

A
CS520

CG701

CG702
CS528 A CS529

(65)

(25)

H *
CG001
#H

#H

#H

#H
#H
(40)
CS531 CS532
(80)

(400)

(400)

(400)

(400)

(400)
(300)
SP-6

CS003
(600) (550)

CG605

CG603

CG604
CG601

CG602

CL602
(200) (300) (300) Gas Header
CS601
(80)
(400) (600) (600) (500) Vapour Header (400)
(200)

(400)

CS004 CS002 CS001

Strip./Spray Header
CL601

(80) (80) (65) (40)

(40)

(80)
(450) (600) (600) (750) (600) (450) Liquid Header (400)

CG107
CS603
(450)

CL107

(450)

(200)

(400)

(450)
(65)

(65)
(200)

(400)
(200)

SP-5
(65)

(40)

(65)

(40)

CG105
CG106
CL410

CL310

CL210

CL110
CS415

CS315

H *
H *

H *

H *

H *
CS405

CS305

CS205

CS105
CS409 H *

CS313 H *

CS213 H *

CS109 H *
CS416 H

CS316 H

CS408 CS308 CS208 CS108

(40) (40) (40) (40)

CG102
CS404 CS304 CS204 CS104
CG402

CG302

CG202
No.4 No.3 No.2 No.1
H * H * H * H *
Vent Mast Vent Mast Vent Mast Vent Mast
CS414

CS314

(300) (300) (300) (300)

FM
(80)

(80)

(80)

(80)
(200) CS419 (200) CS319 (200) (200)
(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H * H *
CL406

CL306

CL206

CL106
(40)

(40)

(40)

(40)
SP-1
SP-4 SP-3 SP-2

CG101
CF401 CF301 CF201 CF101
CG401

CG301

CG201
H * CS402

H * CS418

H * CS302

H * CS318

H * CS202

H * CS102
CL405

CL305

CL205

CL105
CL402

CL302

CL202

CL102
CL401

CL400

CL301

CL300

CL201

CL200

CL101

CL100
H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

CS107
CS407

CS406

CS307

CS306

CS207

CS206

CS106
CS401

CS417

CS301

CS317

CS201

CS101
(25) (25) (25) (25)
(65) (25) (65) (25) (65) (25) (65) (25)

CF402 CF302 CF202 CF102

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)
Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

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

(3

(3

(3

(3

(3

(3

(3
50

50

50

50

50

50

50

50
)

)
(65)

(40)

(65)

(40)

(65)

(65)
CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
C1 No.1 Cargo Pump
(80)

(65)

(80)

(65)

(80)

(80)
C2 No.2 Cargo Pump
Filling Line

Filling Line

Filling Line

Filling Line
C1 C2 S Strip./Spray Pump C1 C2 C1 C2 C1 C2
S F S F S S
F FG Pump

IMO No. 9636711 / 1st Draft (2013.09.30) 6-7 Part 6 Cargo Operations
 CORCOVADO LNG Cargo Operating Manual
6.1.3 Drying Cargo Tanks with Top Filling after Dry Dock 3) Open valves CG527 and CG601 to supply dry air to the vapour CAUTION
header. In order to prevent the formation of corrosive agents within the tank,
1. General Description
ensure that the dry air has reduced the dew point in the tank to at least
4) Open the vapour valves and loading valves on each tank.
In winter the dry air can be lighter than ambient air and in this case the -20 °C before supplying inert gas to the tanks.
dry air is introduced at the top of the tanks through the vapour dome. The Valve Description Position
ambient air is displaced up the filling line into the liquid header and then CG101,102 No.1 tank vapour valves Open
vented to atmosphere through the No.1 vent mast riser.
CG201,202 No.2 tank vapour valves Open
The operation carried out from shore or at sea, will take approximately CG301,302 No.3 tank vapour valves Open
20 hours to reduce the dew point to less than -20 °C. CG401,402 No.4 tank vapour valves Open
CL110 No.1 tank liquid branch valve Open
During the time that the inert gas plant is in operation for drying and
inerting the tanks, the inert gas is also used to dry and to inert all other CL210 No.2 tank liquid branch valve Open
LNG and vapour pipework. Before the introduction of LNG or vapour, CL310 No.3 tank liquid branch valve Open
any pipework not purged with inert gas must be purged with nitrogen. CL410 No.4 tank liquid branch valve Open
CL100 No.1 tank loading valve Open
2. Operating Procedure for Drying Tanks
CL200 No.2 tank loading valve Open
- Replace atmospheric air in cargo tanks CL300 No.3 tank loading valve Open
by dry air
Purpose CL400 No.4 tank loading valve Open
- Dew point of dry air is lower than
-45 °C from IGG. 5) Open valve CL107 to vent through the No.1 vent mast.
Performance criteria Cargo tanks dew point < -20 °C Eventually, tank pressure is controlled via the regulating valve
Inert gas plant ( Dry air mode) CG106, set at 100 mbar by the inching control, manually set on
Auxiliaries involved
- Flow rate : 16000 Nm3/h the IAS.
Operation duration Approximately 20 hours
6) Start the IGG (dry air production). When dew point is -45 °C,
- Dew point in tank by sampling at top of open the valve IG022 upstream of the two non-return valves on
gas dome and sampling lines at liquid the inert gas/dry air discharge line.
dome
- Operating condition of IGG 7) Monitor the dew point of each tank by taking a sample at the
Check points
- Monitoring of safety device and related bottom sampling line. When the dew point is -20 °C or less,
sensors close the filling and vapour valves of the tank.
- Temperature of sea water and
8) Wet air which may be contained in the discharge lines from the
atmosphere, atmosphere pressure
cargo pumps, float level gauge piping and any associated pipe
Necessary device Portable dew point meter
work in the cargo compressor room must be purged with dry air;
Dry air, with a dew point of -45 °C, is produced by the IGG at a flow rate this is normally carried out in conjunction with the drying of the
of 16,000 Nm3/h. cargo tanks. Section 6.6.3 of this manual provides a detailed
procedure on this, simply substitute dry air for inert gas.
All valves are assumed closed prior to drying operations.
9) When all the tanks are dried to dew point below -20 °C;
1) Prepare the inert gas/dry air generator for use in the dry air
mode.  Stop the IGG.
 Close the supply valve IG022, CG527 and CG601 to the
2) Install the spool piece SP-5 to connect the liquid header to No.1
vapour header.
vent mast.
 Close the valve CL107 then remove the spool piece SP-5.

IMO No. 9636711 / 1st Draft (2013.09.30) 6-8 Part 6 Cargo Operations
 CORCOVADO LNG Cargo Operating Manual
Illustration 6.1.4a Inerting Cargo Tanks after Dry Dock

Key
Cargo Compressor Room CG510 Dry Air

(600)
A
(300) (400)
(450)
CG509 Inert Gas
CG511 CG512 H
CG519

(400)

(400)

(400)

(400)

(400)
(500) (600) (700)
A 1 FM (25)
(250)
CG514 Cargo Equipment Capacity

CG801

CG802
CS811 CS812

CS808 CS809

CS805 CS806

CS802 CS803
CL808 CL804

CL807 CL803

CL806 CL802

CL805 CL801
H #
H #

H #

H #

H #
HD Compressor A
CG518 CG517 SP-8

(300)

CG002
H *
(300) (400)
Fro m Ine rt IG022 IG023 CG527 CG520 A H CG513
(700)
- Cargo Pump : 1,850 m3/h
Gas Sys t e m
(600) HD (500) CG515 CG516 H
Heater (500)
2 CG553 - Stripping/Spray Pump
( E/ R) (400) FM
CG410

(200)
CG521 P
(250)
(200) : 60 m3/h

(80)
CG534 CG502 CG551 CG552 Inter CLR - Fuel Gas Pump : 12 m3/h

FM
A A P CG503 (80) (80)
(80) CS807 CS804
CG636 CG538 CG501 - High Duty Compressor

(200)
To Gas H # CG536 CG504 H : 35,000 m3/h

(700)
H * (600)
(250) (300) (250)
C o m b us t i o n FM 1 FM
(550) - Low Duty Compressor

(200)
Un i t ( GCU) (200)
CG563
CG407
A *

AFT Water Cooler P : 5,120 m3/h

(80)

(700)

(100)

(600)
(200)
LD Compressor (4-stage)
(200) CG506 CG561 CG562 Inter CLR - LNG Vaporiser : 4,100 kW
CG507

CG529

CG535
A A P
(80)
- Forcing Vaporiser : 810 kW
CG406

CG505
A *

(80)

CG405 CG508

Strip./Spray
H - HD Heater : 3,700 kW

Crossover

Crossover

Crossover

Crossover
(300) (250)
H #

Vapour
2

Liquid

Liquid
(200) CS506 FM FM
(200) (250)
A
(25) (25)
AFT Water Cooler Mist
To D / F CS504 CS505 In-line Separator
Engi ne H A CG532 CG540 Mixer
CG415 (40) Forcing (250)
H # Vaporiser

(25)
In-line SP-7
CS503 Mixer

CG542
A To N2 System

(700)

(100)

(700)
CS521

CS525

CS524
(80) (80)
(40) for Insul. Space CS707 CS704

A
CS501 CS502 CN588
CG530 H CN589

(80)
H A
LNG

CS712 CS711

CS709 CS708

CS706 CS705

CS703 CS702
CL704 CL708

CL703 CL707

CL702 CL706

CL701 CL705
(50) (25)
FM N2 Purge Drain Pot
Vaporiser

CG528
In-line

CS523

CS530
(25)
CS533 CS532

(400)
(25)
FM

Mixer

FM
H

A
CS520

CG701

CG702
CS528 A CS529

(65)

(25)

H *
CG001
#H

#H

#H

#H
#H
(40)
CS531 CS532
(80)

(400)

(400)

(400)

(400)

(400)
(300)
SP-6

CS003
(600) (550)

CG605

CG603

CG604
CG601

CG602

CL602
(200) (300) (300) Gas Header
CS601
(80)
(400) (600) (600) (500) Vapour Header (400)
(200)

(400)

CS004 CS002 CS001

Strip./Spray Header
CL601

(80) (80) (65) (40)

(40)

(80)
(450) (600) (600) (750) (600) (450) Liquid Header (400)

CG107
CS603
(450)

CL107

(450)

(200)

(400)

(450)
(65)

(65)
(200)

(400)
(200)

SP-5
(65)

(40)

(65)

(40)

CG105
CG106
CL410

CL310

CL210

CL110
CS415

CS315

H *
H *

H *

H *

H *
CS405

CS305

CS205

CS105
CS409 H *

CS313 H *

CS213 H *

CS109 H *
CS416 H

CS316 H

CS408 CS308 CS208 CS108

(40) (40) (40) (40)

CG102
CS404 CS304 CS204 CS104
CG402

CG302

CG202
No.4 No.3 No.2 No.1
H * H * H * H *
Vent Mast Vent Mast Vent Mast Vent Mast
CS414

CS314

(300) (300) (300) (300)

FM
(80)

(80)

(80)

(80)
(200) CS419 (200) CS319 (200) (200)
(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H * H *
CL406

CL306

CL206

CL106
(40)

(40)

(40)

(40)
SP-1
SP-4 SP-3 SP-2

CG101
CF401 CF301 CF201 CF101
CG401

CG301

CG201
H * CS402

H * CS418

H * CS302

H * CS318

H * CS202

H * CS102
CL405

CL305

CL205

CL105
CL402

CL302

CL202

CL102
CL401

CL400

CL301

CL300

CL201

CL200

CL101

CL100
H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

CS107
CS407

CS406

CS307

CS306

CS207

CS206

CS106
CS401

CS417

CS301

CS317

CS201

CS101
(25) (25) (25) (25)
(65) (25) (65) (25) (65) (25) (65) (25)

CF402 CF302 CF202 CF102

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)
Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

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

(3

(3

(3

(3

(3

(3

(3
50

50

50

50

50

50

50

50
)

)
(65)

(40)

(65)

(40)

(65)

(65)
CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
C1 No.1 Cargo Pump
(80)

(65)

(80)

(65)

(80)

(80)
C2 No.2 Cargo Pump
Filling Line

Filling Line

Filling Line

Filling Line
C1 C2 S Strip./Spray Pump C1 C2 C1 C2 C1 C2
S F S F S S
F FG Pump

IMO No. 9636711 / 1st Draft (2013.09.30) 6-9 Part 6 Cargo Operations
 CORCOVADO LNG Cargo Operating Manual
6.1.4 Inerting Cargo Tanks after Dry Dock It is assumed that all valves are closed prior to inerting operations. 9) When the operation is completed, stop the supply of inert gas
and close valves IG022 and CG527, CL602, CL410, CL310,
1. General Description 1) Prepare the IGG for use in the inert gas mode.
CL210, CL110, CL400, CL300, CL200 CL100, CG401, CG402,
Inert gas is introduced at the bottom of the tanks through the filling 2) Install the spool piece SP-6 and open blind flange valve IG023 CG301, CG302, CG201, CG202, CG101, CG102 and close
piping. The dry-air is displaced from the top of each tank through the to connect the inert gas feeder line to the liquid header. blind flange valve IG023 and disconnect the spool piece SP-6.
vapour dome and the vapour header, and is discharged from the No.1
3) Open valves CG527 and CL602 to supply inert gas to the liquid NOTE
vent mast riser.
header. Until the ship is ready to load LNG for gas filling, the tanks may be
Inert gas, with an oxygen content of less than 1.0 % and a dew point of maintained under inert gas as long as necessary. If required, pressurise
4) Open the filling valves and vapour outlet valves on each tank. the tanks to 100 mbar above atmospheric pressure and, isolate all the
-45 °C, is produced by the IGG with a flow rate of 16000 Nm3/h.
valves at the forward venting system.
Valve Description Position
Emergency pump wells have to be inerted (by purge cock) with nitrogen
before inerting the cargo tanks. CL110 No.1 tank liquid branch valve Open
CL210 No.2 tank liquid branch valve Open
WARNING CL310 No.3 tank liquid branch valve Open
Both inert gas and pure nitrogen will not sustain life. Great care must be CL410 No.4 tank liquid branch valve Open
exercised to ensure the safety of all personnel involved with any CL100 No.1 tank filling valve Open
operation using inert gas of any description in order to avoid CL200 No.2 tank filling valve Open
asphyxiation due to oxygen depletion. CL300 No.3 tank filling valve Open
CL400 No.4 tank filling valve Open
2. Operating Procedures
CG101,102 No.1 tank vapour outlet valves Open
Replace dry air in cargo tanks by inert gas CG201,202 No.2 tank vapour outlet valves Open
Purpose (Dew point of inert gas is lower than -45 °C CG301,302 No.3 tank vapour outlet valves Open
from IGG) CG401,402 No.4 tank vapour outlet valves Open
Cargo tanks O2 content < 2 % by volume
Performance criteria
Cargo tanks dew point < -40 °C 5) Open valve CG107 to vent through the No.1 vent mast.
Auxiliaries involved Inert gas generator ( Inert gas mode) Eventually, tank pressure is controlled via the regulating valve
Operation duration Approximately 20 hours CG106, set at 100 mbar by the inching control, manually set on
- Dew point in tank by sampling at top of the IAS.
gas dome and sampling lines in tank
6) Start the IGG (inert gas production). When oxygen content is
- Operating condition of IGG
less than 1 % and dew point is -45 °C, open valve IG022
Check points - Monitoring of safety device and related
upstream of the two non-return valves on the inert gas discharge
sensors
line.
- Temperature of sea water and
atmosphere, atmosphere pressure 7) By sampling at the vapour dome, check the atmosphere of each
- Portable dew point meter tank by means of the portable oxygen analyser. O2 content is to
Necessary device
- Portable oxygen meter be less than 2 % and the dew point less than -40 °C.

8) During tank inerting, purge for about 30 minutes the air

contained in the lines and equipment by using valves and purge
sample points.

IMO No. 9636711 / 1st Draft (2013.09.30) 6 - 10 Part 6 Cargo Operations

 CORCOVADO LNG Cargo Operating Manual
Illustration 6.1.5a Drying and Inerting Cargo Tanks Using Liquid Nitrogen

Key
Cargo Compressor Room CG510 Liquid Nitrogen

(600)
A
(300) (400)
(450)
CG509 Gaseous Nitrogen
CG511 CG512 H
CG519

(400)

(400)

(400)

(400)

(400)
A
(500)
1 FM
(600) (700)
(25) Atmospheric Air
(250)
CG514

CG801

CG802
CS811 CS812

CS808 CS809

CS805 CS806

CS802 CS803
CL808 CL804

CL807 CL803

CL806 CL802

CL805 CL801
H #
H #

H #

H #

H #
HD Compressor A
CG518 CG517 SP-8

(300)

CG002
H *
F ro m I ne rt IG022 IG023 CG527 CG520 A H
(300) (400)
CG513
(700)
Cargo Equipment Capacity
Gas Sy st e m
(600) HD (500) CG515 CG516 H
Heater (500)
2 CG553 - Cargo Pump : 1,850 m3/h
( E/ R) (400) FM
CG410

(200)
CG521 P
(200)
(250) - Stripping/Spray Pump

(80)
CG534 CG502 CG551 CG552 Inter CLR : 60 m3/h

FM
A A P CG503 (80) (80)
(80) CS807 CS804
CG636 CG538 CG501 - Fuel Gas Pump : 12 m3/h

(200)
To Gas H # CG536 CG504 H

(700)
H *
C o m b ust i o n
(250)
FM 1 FM
(300) (250) (600)
- High Duty Compressor
(550)
: 35,000 m3/h

(200)
Un i t ( GC U) (200)
CG563
CG407
A *

AFT Water Cooler P

(80)

(700)

(100)

(600)
LD Compressor (4-stage)
(200)
- Low Duty Compressor
(200) CG506 CG561 CG562 Inter CLR : 5,120 m3/h
CG507

CG529

CG535
A A P
(80)
- LNG Vaporiser : 4,100 kW
CG406

CG505
A *

(80)

CG405 CG508

Strip./Spray
H
- Forcing Vaporiser : 810 kW

Crossover

Crossover

Crossover

Crossover
(300) (250)
H #

Vapour
2

Liquid

Liquid
(200) CS506 FM FM
(250)
(25)
A
(25)
(200)
- HD Heater : 3,700 kW
AFT Water Cooler Mist
To D / F CS504 CS505 In-line Separator
Eng i ne H A CG532 CG540 Mixer
CG415 (40) Forcing (250)
H # Vaporiser

(25)
In-line SP-7
CS503 Mixer

CG542
A To N2 System

(700)

(100)

(700)
CS521

CS525

CS524
(80) (80)
(40) for Insul. Space CS707 CS704

A
CS501 CS502 CN588
CG530 H CN589

(80)
H A
LNG

CS712 CS711

CS709 CS708

CS706 CS705

CS703 CS702
CL704 CL708

CL703 CL707

CL702 CL706

CL701 CL705
(50) (25)
FM N2 Purge Drain Pot
Vaporiser

CG528
In-line

CS523

CS530
(25)
CS533 CS532

(400)
(25)
FM

Mixer

FM
H

A
CS520

CG701

CG702
CS528 A CS529

(65)

(25)

H *
CG001
#H

#H

#H

#H
#H
(40)
CS531 CS532
(80)

(400)

(400)

(400)

(400)

(400)
(300)
SP-6

CS003
(600) (550)

CG605

CG603

CG604
CG601

CG602

CL602
(200) (300) (300) Gas Header
CS601
(80)
(400) (600) (600) (500) Vapour Header (400)
(200)

(400)

CS004 CS002 CS001

Strip./Spray Header
CL601

(80) (80) (65) (40)

(40)

(80)
(450) (600) (600) (750) (600) (450) Liquid Header (400)

CG107
CS603
(450)

CL107

(450)

(200)

(400)

(450)
(65)

(65)
(200)

(400)
(200)

SP-5
(65)

(40)

(65)

(40)

CG105
CG106
CL410

CL310

CL210

CL110
CS415

CS315

H *
H *

H *

H *

H *
CS405

CS305

CS205

CS105
CS409 H *

CS313 H *

CS213 H *

CS109 H *
CS416 H

CS316 H

CS408 CS308 CS208 CS108

(40) (40) (40) (40)

CG102
CS404 CS304 CS204 CS104
CG402

CG302

CG202
No.4 No.3 No.2 No.1
H * H * H * H *
Vent Mast Vent Mast Vent Mast Vent Mast
CS414

CS314

(300) (300) (300) (300)

FM
(80)

(80)

(80)

(80)
(200) CS419 (200) CS319 (200) (200)
(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H * H *
CL406

CL306

CL206

CL106
(40)

(40)

(40)

(40)
SP-1
SP-4 SP-3 SP-2

CG101
CF401 CF301 CF201 CF101
CG401

CG301

CG201
H * CS402

H * CS418

H * CS302

H * CS318

H * CS202

H * CS102
CL405

CL305

CL205

CL105
CL402

CL302

CL202

CL102
CL401

CL400

CL301

CL300

CL201

CL200

CL101

CL100
H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

CS107
CS407

CS406

CS307

CS306

CS207

CS206

CS106
CS401

CS417

CS301

CS317

CS201

CS101
(25) (25) (25) (25)
(65) (25) (65) (25) (65) (25) (65) (25)

CF402 CF302 CF202 CF102

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)
Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

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

(3

(3

(3

(3

(3

(3

(3
50

50

50

50

50

50

50

50
)

)
(65)

(40)

(65)

(40)

(65)

(65)
CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
C1 No.1 Cargo Pump
(80)

(65)

(80)

(65)

(80)

(80)
C2 No.2 Cargo Pump
Filling Line

Filling Line

Filling Line

Filling Line
C1 C2 S Strip./Spray Pump C1 C2 C1 C2 C1 C2
S F S F S S
F FG Pump

IMO No. 9636711 / 1st Draft (2013.09.30) 6 - 11 Part 6 Cargo Operations

 CORCOVADO LNG Cargo Operating Manual
6.1.5 Drying and Inerting Cargo Tanks Using Liquid Nitrogen 4) Using the IAS, adjust the set point of the pressure control valve 13) By sampling at the loading line, check the atmosphere of each
CG106 to 100 mbar (or required value) by using the inching tank by means of the portable oxygen analyser. O2 content is to
1. General Description control (remote manual). be less than 2 % and the dew point less than -40 °C.
In the event of dock out or initial drying & inerting, liquid nitrogen can 5) Open the valve CL107 at the No.1 vent mast. 14) During tank inerting, purge for about 30 minutes the air
be used in the drying and inerting of cargo tanks. contained in the lines and equipment by using valves and purge
6) Open the stripping/spray header crossover valve CS003. sample points.
Liquid nitrogen from the shore is transported via the manifold cooldown
line to the LNG vaporiser. Vaporised nitrogen is supplied to each of the 7) Open the valve CS601 on the stripping/spray header and the 15) When the operation is completed, request the terminal to stop
cargo tanks vapour dome. valves CS531, CS532 to enable supply to reach the LNG the supply of liquid nitrogen.
vaporiser.
Nitrogen gas is introduced at the top of the tanks through the vapour
CAUTION
dome. The humid air is displaced from the bottom of each tank through 8) On the LNG Vaporiser open the following valves.
Do not shut down the LNG vaporiser until it has been warmed through
the filling line, and is discharged from the No.1 vent mast riser.
Valve Description Position to the ambient temperature.
2. Operating Procedure for Drying & Inerting Tanks CS501 LNG vaporiser inlet valve Open
16) Close valves CS808 and CL803, the isolating line to the
CG530 LNG vaporiser outlet valve Open stripping/spray lines.
Replace atmospheric air in cargo tanks by
Purpose CS502 LNG vaporiser flow control valve Auto
evaporated nitrogen
LNG vaporiser temperature control 17) Close valves CS003, CS601, CS531, CS532, CG528, CG601,
Cargo tanks O2 content < 2 % by volume CS503 Auto
Performance criteria valve CS501, CS530, CL410, CL310, CL210, CL110, CL400, CL300,
Cargo tanks dew point < -40 °C
CL200 CL100, CG401, CG402, CG301, CG302, CG201,
Auxiliaries involved LNG vaporiser 9) Open the valves CG528 and CG601 to supply evaporated CG202, CG101, CG102.
Operation duration Approximately 24 hours nitrogen to vapour header.
- Dew point in tank by sampling at top of NOTE
gas dome and sampling lines in tank 10) Open the vapour valves and loading valves on each tank. Until the ship is ready to load LNG for gas filling, the tanks may be
- Operating condition of LNG vaporiser maintained under inert gas as long as necessary. If required, pressurise
Valve Description Position
Check points - Monitoring of safety device and related the tanks to 100 mbar above atmospheric pressure and, to reduce
CG101,102 No.1 tank vapour valves Open
sensors leakage, isolate all the valves at the forward venting system.
CG201,202 No.2 tank vapour valves Open
- Temperature of sea water and
CG301,302 No.3 tank vapour valves Open
atmosphere, atmosphere pressure
CG401,402 No.4 tank vapour valves Open
- Portable dew point meter
Necessary device CL110 No.1 tank liquid branch valve Open
- Portable oxygen meter
CL210 No.2 tank liquid branch valve Open
WARNING CL310 No.3 tank liquid branch valve Open
Both inert gas and pure nitrogen are asphyxiates. Always exercise CL410 No.4 tank liquid branch valve Open
extreme caution when working with inert gas of any type in order to CL100 No.1 tank loading valve Open
avoid asphyxiation. CL200 No.2 tank loading valve Open
CL300 No.3 tank loading valve Open
To inert the tanks with nitrogen, proceed as follows: CL400 No.4 tank loading valve Open

1) Install the spool piece SP-5 to connect the liquid header to No.1 11) Open the valves CS808 and CL803 (if using after liquid
vent mast. manifold on the port side), to the stripping/spray header.

2) Prepare the LNG vaporiser for use. 12) Request the terminal to commence supply of liquid nitrogen to
the ship at a constant pressure of 2.0 bar or as required.
3) Adjust the set point of the temperature control valve CS503 to
+20 °C.

IMO No. 9636711 / 1st Draft (2013.09.30) 6 - 12 Part 6 Cargo Operations

 CORCOVADO LNG Cargo Operating Manual
Illustration 6.1.6a Gassing-Up Cargo Tanks (First Step)

Key
Cargo Compressor Room CG510 Liquid Natural Gas

(600)
A
(300) (400)
(450)
CG509 Warm Natural Gas
CG511 CG512 H
CG519

(400)

(400)

(400)

(400)

(400)
A
(500)
1 FM
(600) (700)
(25) Inert Gas
(250)
CG514

CG801

CG802
CS811 CS812

CS808 CS809

CS805 CS806

CS802 CS803
CL808 CL804

CL807 CL803

CL806 CL802

CL805 CL801
H #
H #

H #

H #

H #
HD Compressor A
CG518 CG517 SP-8

(300)

CG002
H *
Fro m Ine rt IG022 IG023 CG527 CG520 A H
(300) (400)
CG513
(700)
Cargo Equipment Capacity
Gas Sys t e m
(600) HD (500) CG515 CG516 H
Heater (500)
2 CG553 - Cargo Pump : 1,850 m3/h
( E/ R) (400) FM
CG410

(200)
CG521 P
(200)
(250) - Stripping/Spray Pump

(80)
CG534 CG502 CG551 CG552 Inter CLR : 60 m3/h

FM
A A P CG503 (80) (80)
(80) CS807 CS804
CG636 CG538 CG501 - Fuel Gas Pump : 12 m3/h

(200)
To Gas H # CG536 CG504 H

(700)
H *
C o m b us t i o n
(250)
FM 1 FM
(300) (250) (600)
- High Duty Compressor
(550)
: 35,000 m3/h

(200)
Un i t ( GCU) (200)
CG563
CG407
A *

AFT Water Cooler P

(80)

(700)

(100)

(600)
LD Compressor (4-stage)
(200)
- Low Duty Compressor
(200) CG506 CG561 CG562 Inter CLR : 5,120 m3/h
CG507

CG529

CG535
A A P
(80)
- LNG Vaporiser : 4,100 kW
CG406

CG505
A *

(80)

CG405 CG508

Strip./Spray
H
- Forcing Vaporiser : 810 kW

Crossover

Crossover

Crossover

Crossover
(300) (250)
H #

Vapour
2

Liquid

Liquid
(200) CS506 FM FM
(250)
(25)
A
(25)
(200)
- HD Heater : 3,700 kW
AFT Water Cooler Mist
To D / F CS504 CS505 In-line Separator
Engi ne H A CG532 CG540 Mixer
CG415 (40) Forcing (250)
H # Vaporiser

(25)
In-line SP-7
CS503 Mixer

CG542
A To N2 System

(700)

(100)

(700)
CS521

CS525

CS524
(80) (80)
(40) for Insul. Space CS707 CS704

A
CS501 CS502 CN588
CG530 H CN589

(80)
H A
LNG

CS712 CS711

CS709 CS708

CS706 CS705

CS703 CS702
CL704 CL708

CL703 CL707

CL702 CL706

CL701 CL705
(50) (25)
FM N2 Purge Drain Pot
Vaporiser

CG528
In-line

CS523

CS530
(25)
CS533 CS532

(400)
(25)
FM

Mixer

FM
H

A
CS520

CG701

CG702
CS528 A CS529

(65)

(25)

H *
CG001
#H

#H

#H

#H
#H
(40)
CS531 CS532
(80)

(400)

(400)

(400)

(400)

(400)
(300)
SP-6

CS003
(600) (550)

CG605

CG603

CG604
CG601

CG602

CL602
(200) (300) (300) Gas Header
CS601
(80)
(400) (600) (600) (500) Vapour Header (400)
(200)

(400)

CS004 CS002 CS001

Strip./Spray Header
CL601

(80) (80) (65) (40)

(40)

(80)
(450) (600) (600) (750) (600) (450) Liquid Header (400)

CG107
CS603
(450)

CL107

(450)

(200)

(400)

(450)
(65)

(65)
(200)

(400)
(200)

SP-5
(65)

(40)

(65)

(40)

CG105
CG106
CL410

CL310

CL210

CL110
CS415

CS315

H *
H *

H *

H *

H *
CS405

CS305

CS205

CS105
CS409 H *

CS313 H *

CS213 H *

CS109 H *
CS416 H

CS316 H

CS408 CS308 CS208 CS108

(40) (40) (40) (40)

CG102
CS404 CS304 CS204 CS104
CG402

CG302

CG202
No.4 No.3 No.2 No.1
H * H * H * H *
Vent Mast Vent Mast Vent Mast Vent Mast
CS414

CS314

(300) (300) (300) (300)

FM
(80)

(80)

(80)

(80)
(200) CS419 (200) CS319 (200) (200)
(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H * H *
CL406

CL306

CL206

CL106
(40)

(40)

(40)

(40)
SP-1
SP-4 SP-3 SP-2

CG101
CF401 CF301 CF201 CF101
CG401

CG301

CG201
H * CS402

H * CS418

H * CS302

H * CS318

H * CS202

H * CS102
CL405

CL305

CL205

CL105
CL402

CL302

CL202

CL102
CL401

CL400

CL301

CL300

CL201

CL200

CL101

CL100
H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

CS107
CS407

CS406

CS307

CS306

CS207

CS206

CS106
CS401

CS417

CS301

CS317

CS201

CS101
(25) (25) (25) (25)
(65) (25) (65) (25) (65) (25) (65) (25)

CF402 CF302 CF202 CF102

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)
Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

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

(3

(3

(3

(3

(3

(3

(3
50

50

50

50

50

50

50

50
)

)
(65)

(40)

(65)

(40)

(65)

(65)
CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
C1 No.1 Cargo Pump
(80)

(65)

(80)

(65)

(80)

(80)
C2 No.2 Cargo Pump
Filling Line

Filling Line

Filling Line

Filling Line
C1 C2 S Strip./Spray Pump C1 C2 C1 C2 C1 C2
S F S F S S
F FG Pump

IMO No. 9636711 / 1st Draft (2013.09.30) 6 - 13 Part 6 Cargo Operations

 CORCOVADO LNG Cargo Operating Manual
6.1.6 Gassing-up Cargo Tanks There are exceptional cases where it may be necessary to undertake the This mode is only applied when terminal do
Note
gassing up of one or more tanks at sea using LNG liquid already on not accept to receive inert gas.
1. Introduction 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 It is assumed that all valves are closed prior to use.
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 tank containing LNG liquid. Due to local regulations on venting methane 1) Install the following spool pieces:
have to be gassed up and cooled down when the vessel arrives at the gas to the atmosphere, some port authorities may require the entire
loading terminal. This is because, unlike nitrogen, inert gas contains operation to be carried out with the exhaust gases being returned to shore  Liquid header to No.1 vent mast SP-5
14 % carbon dioxide (CO2), which will freeze at around -60 °C and facilities.  Liquid header to compressors SP-6 (Only if HD
produces a white powder which can block valves, filters and nozzles. compressors are required)
Gas Filling Table for Gassing-Up
During gassing up, the inert gas in the cargo tanks is replaced with warm 2) Prepare the LNG vaporiser for use.
LNG vapour. This is done to remove any freezable gases such as carbon  Gas filling time including 2nd step: 20 hours
dioxide, and to complete the drying of the tanks. 3) Adjust the set point of the temperature control valve CS503 to
 Total LNG requirement: 545.7 m3
+20 °C.
2. General Description
Tank Required Heat 4) Using the IAS, adjust the set point of the pressure control valve
Required LNG
LNG liquid is supplied from the terminal to the liquid manifold where it Tank Volume NG Energy CG106 to 60 mbar (or required value) by using the inching
passes to the stripping/spray header via the appropriate shore connection m3 m3 kg m3 MMBTU control (remote manual).
liquid valve. It is then fed to the LNG vaporiser and the LNG vapour No.1 21935 43870 34418 74.8 1785
produced is passed at +20 °C to the vapour header and into each tank via No.2 45631 91261 71597 155.7 3713 5) Open valve CL107 at the No.1 vent mast.
the vapour domes. No.3 45631 91261 71597 155.7 3713
6) Open the stripping/spray header crossover valve CS003.
No.4 46741 93482 73339 159.5 3803
At the start of the operation to fill the cargo tanks, the piping system and Total 159937 319874 25951 545.7 13014 7) Open the valve CS601 on the stripping/spray header and the
LNG vaporiser are vapour locked. The stripping/spray header can be valves CS531, CS532 to enable supply to reach the LNG
purged into the cargo tanks via the vapour dome through the arrangement 3. Operating Procedures to Purge the Cargo Tanks with LNG Vapour vaporiser.
of spray valves containing the control valve until liquid reaches the LNG
vaporiser. The LNG vapour is lighter than the inert gas, which allows the First Step CAUTION
inert gases in the cargo tanks to be exhausted up the tank filling line to The LNG vaporiser should be thoroughly preheated by steam before the
Replace inert gas in cargo tanks by
the liquid header. The inert gas then vents to the atmosphere via the No.1 Purpose admission of methane vapour. This prevents ice formation.
evaporated natural gas
vent mast.
- CH content < 5 % by volume at top of 8) On LNG vaporiser, open inlet/outlet valves CS501/ CG530 and
Performance criteria
When 5 % methane (the percentage figure will be specified by the filling line control valves CS502, CS503 set “Auto” mode.
particular port authority) is detected at No.1 vent mast, the exhaust gas is Auxiliaries involved LNG vaporiser
9) Open valves CG528 and CG601 to allow warm natural gas
directed ashore via the HD compressors bypass line, or to the GCU Operation duration Approximately 10 hours
supply to the vapour header.
through the gas burning line. - CH and CO2 content in tank by sampling
at top of gas dome and sampling lines in 10) Open the header valves, CG102, CG101, CG202, CG201,
This operation can be done without the compressors, subject to existing tank. CG302, CG301, CG402 and CG401 at the vapour domes.
back pressure, or with one or both HD compressors in service. If possible, - Operating condition of LNG vaporiser
it is better not to use compressors to avoid creating turbulence inside the - Monitoring of safety device and related For safety reasons, ensure that the hull water curtain on the connected
tanks. The operation is considered complete when the CH4 content, as Check points side is in operation.
sensors
measured at the top of the cargo filling line, exceeds 99 % by volume. - Temperature of sea water and
11) Open valves CL803 and CS808 (if using after liquid manifold
atmosphere, atmosphere pressure
The target values for N2 gas and inert gas CO2 is equal or less than 1 %. on the port side), the isolating valve to the stripping/spray
- Temperature & Pressure: Cargo tank, header.
These values should be matched with the LNG terminal requirements.
insulation spaces, cofferdam
This normally entails approximately one point eight (1.8) changes of the
- Portable CO2 meter 12) Using the IAS, open the individual tank liquid branch and
volume of the atmosphere in the cargo tank. On completion of gassing up, Necessary device
- Portable CH or CH4 meter filling valves, CL110, CL100, CL210, CL200, CL310, CL300,
the cargo tanks will normally be cooled down.
CL410 and CL400.

IMO No. 9636711 / 1st Draft (2013.09.30) 6 - 14 Part 6 Cargo Operations

 CORCOVADO LNG Cargo Operating Manual
Illustration 6.1.6b Gassing-Up Cargo Tanks (Second Step)

Key
Cargo Compressor Room CG510 Liquid Natural Gas

(600)
A
(300) (400)
(450)
CG509 Warm Natural Gas
CG511 CG512 H
CG519

(400)

(400)

(400)

(400)

(400)
A
(500)
1 FM
(600) (700)
(25) Inert Gas
(250)
CG514

CG801

CG802
CS811 CS812

CS808 CS809

CS805 CS806

CS802 CS803
CL808 CL804

CL807 CL803

CL806 CL802

CL805 CL801
H #
H #

H #

H #

H #
HD Compressor A
CG518 CG517 SP-8

(300)

CG002
H *
Fro m Ine rt IG022 IG023 CG527 CG520 A H
(300) (400)
CG513
(700)
Cargo Equipment Capacity
Gas Sys t e m
(600) HD (500) CG515 CG516 H
Heater (500)
2 CG553 - Cargo Pump : 1,850 m3/h
( E/ R) (400) FM
CG410

(200)
CG521 P
(200)
(250) - Stripping/Spray Pump

(80)
CG534 CG502 CG551 CG552 Inter CLR : 60 m3/h

FM
A A P CG503 (80) (80)
(80) CS807 CS804
CG636 CG538 CG501 - Fuel Gas Pump : 12 m3/h

(200)
To Gas H # CG536 CG504 H

(700)
H *
C o m b us t i o n
(250)
FM 1 FM
(300) (250) (600)
- High Duty Compressor
(550)
: 35,000 m3/h

(200)
Un i t ( GCU) (200)
CG563
CG407
A *

AFT Water Cooler P

(80)

(700)

(100)

(600)
LD Compressor (4-stage)
(200)
- Low Duty Compressor
(200) CG506 CG561 CG562 Inter CLR : 5,120 m3/h
CG507

CG529

CG535
A A P
(80)
- LNG Vaporiser : 4,100 kW
CG406

CG505
A *

(80)

CG405 CG508

Strip./Spray
H
- Forcing Vaporiser : 810 kW

Crossover

Crossover

Crossover

Crossover
(300) (250)
H #

Vapour
2

Liquid

Liquid
(200) CS506 FM FM
(250)
(25)
A
(25)
(200)
- HD Heater : 3,700 kW
AFT Water Cooler Mist
To D / F CS504 CS505 In-line Separator
Engi ne H A CG532 CG540 Mixer
CG415 (40) Forcing (250)
H # Vaporiser

(25)
In-line SP-7
CS503 Mixer

CG542
A To N2 System

(700)

(100)

(700)
CS521

CS525

CS524
(80) (80)
(40) for Insul. Space CS707 CS704

A
CS501 CS502 CN588
CG530 H CN589

(80)
H A
LNG

CS712 CS711

CS709 CS708

CS706 CS705

CS703 CS702
CL704 CL708

CL703 CL707

CL702 CL706

CL701 CL705
(50) (25)
FM N2 Purge Drain Pot
Vaporiser

CG528
In-line

CS523

CS530
(25)
CS533 CS532

(400)
(25)
FM

Mixer

FM
H

A
CS520

CG701

CG702
CS528 A CS529

(65)

(25)

H *
CG001
#H

#H

#H

#H
#H
(40)
CS531 CS532
(80)

(400)

(400)

(400)

(400)

(400)
(300)
SP-6

CS003
(600) (550)

CG605

CG603

CG604
CG601

CG602

CL602
(200) (300) (300) Gas Header
CS601
(80)
(400) (600) (600) (500) Vapour Header (400)
(200)

(400)

CS004 CS002 CS001

Strip./Spray Header
CL601

(80) (80) (65) (40)

(40)

(80)
(450) (600) (600) (750) (600) (450) Liquid Header (400)

CG107
CS603
(450)

CL107

(450)

(200)

(400)

(450)
(65)

(65)
(200)

(400)
(200)

SP-5
(65)

(40)

(65)

(40)

CG105
CG106
CL410

CL310

CL210

CL110
CS415

CS315

H *
H *

H *

H *

H *
CS405

CS305

CS205

CS105
CS409 H *

CS313 H *

CS213 H *

CS109 H *
CS416 H

CS316 H

CS408 CS308 CS208 CS108

(40) (40) (40) (40)

CG102
CS404 CS304 CS204 CS104
CG402

CG302

CG202
No.4 No.3 No.2 No.1
H * H * H * H *
Vent Mast Vent Mast Vent Mast Vent Mast
CS414

CS314

(300) (300) (300) (300)

FM
(80)

(80)

(80)

(80)
(200) CS419 (200) CS319 (200) (200)
(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H * H *
CL406

CL306

CL206

CL106
(40)

(40)

(40)

(40)
SP-1
SP-4 SP-3 SP-2

CG101
CF401 CF301 CF201 CF101
CG401

CG301

CG201
H * CS402

H * CS418

H * CS302

H * CS318

H * CS202

H * CS102
CL405

CL305

CL205

CL105
CL402

CL302

CL202

CL102
CL401

CL400

CL301

CL300

CL201

CL200

CL101

CL100
H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

CS107
CS407

CS406

CS307

CS306

CS207

CS206

CS106
CS401

CS417

CS301

CS317

CS201

CS101
(25) (25) (25) (25)
(65) (25) (65) (25) (65) (25) (65) (25)

CF402 CF302 CF202 CF102

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)
Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

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

(3

(3

(3

(3

(3

(3

(3
50

50

50

50

50

50

50

50
)

)
(65)

(40)

(65)

(40)

(65)

(65)
CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
C1 No.1 Cargo Pump
(80)

(65)

(80)

(65)

(80)

(80)
C2 No.2 Cargo Pump
Filling Line

Filling Line

Filling Line

Filling Line
C1 C2 S Strip./Spray Pump C1 C2 C1 C2 C1 C2
S F S F S S
F FG Pump

IMO No. 9636711 / 1st Draft (2013.09.30) 6 - 15 Part 6 Cargo Operations

 CORCOVADO LNG Cargo Operating Manual
13) Request the terminal to commence supply of LNG liquid to the 3) Adjust the set point of the HD compressors’ flow controller as 12) When the cargo tank CH4 content reaches 99 %, throttle in the
ship at a constant pressure of 2.0 bar or as required. require value. individual tank loading valve until it is only just cracked open.

14) Monitor the inert exhausting gas at each liquid dome (use the 4) On the HD compressors, Open the following valves:
mid cargo tank sample cock initially, followed by the sample
cock at the top of the loading line). Also monitor the inert Valve Description Position
exhausted gas at No.1 vent mast riser, using the sample cock. CG509 No.1 HD compressor inlet valve Open
CG511 No.1 HD compressor outlet valve Open
15) When 5 % methane, (or the quantity the port authority will CG510 No.1 HD compressor bypass valve Auto
allow) is detected at No.1 vent mast and each vapour dome, CG513 No.2 HD compressor inlet valve Open
request permission from the terminal personnel to direct exhaust CG515 No.2 HD compressor outlet valve Open
gas to the terminal facilities. CG514 No.2 HD compressor bypass valve Auto
Second Step
5) Open the following valves:
When 5 % CH4 content (or the quantity the port authority will allow) is
 CL602: liquid header vapour supply to the HD
detected at No.1 vent mast and each filling line, request permission from
compressors.
the terminal personnel to direct exhaust gas to the terminal facility’s flare
 CG002: compressed vapour supply to the manifold.
stack.

Replace inert gas in cargo tanks by 6) Open the vapour manifold ESD valve CG801 (port side). This
Purpose
evaporated natural gas will enable a free flow of gas to the terminal and is a check that
Performance criteria CO2 content < 1 % by volume the pipeline layout on board has been arranged correctly.
- LNG vaporiser
Auxiliaries involved
- HD Compressors 7) Once the flow to the terminal has been established, close valve
Approx. 10 hours after 1st step completion. CL107 at No.1 vent mast. Using the IAS, adjust the set point of
Operation duration Or approx. 20 hours if accepted deletion of No.1 vent mast control valve CG106 to the required value (for
1st step. example 230 mbar, so that this valve will remain closed during
- CH and CO2 content in tank by sampling normal running of the compressors, but would act in a safety
at top of gas dome and sampling lines in
capacity if necessary), and open CL107.
tank.
8) If the tank pressure increases too much, using the IAS start one
- Operating condition of LNG vaporiser
or both of the HD compressors as necessary.
and HD compressor
Check points - Monitoring of safety device and related
9) Using the IAS, monitor the pressure inside the tanks.
sensors
- Temperature of sea water and
10) If the pressure increases, request the terminal to reduce the
atmosphere, atmosphere pressure
supply of LNG, or increase the flow through the HD compressor
- Temperature & Pressure: Cargo tank, by adjusting the set point on both HD compressors’ flow rate by
insulation spaces, cofferdam IGV (Inlet Guide Vane) adjusting.
- Portable CO2 meter
Necessary device
- Portable CH or CH4 meter 11) If the pressure decreases, reduce the flow through the HD
compressors by adjusting the set point of both HD compressor
1) Prepare both HD compressors for use.
flow rate. Alternatively, shut down one of the compressors as
2) Install the spool piece SP-6 connecting the liquid line to the necessary, or request the terminal to increase the LNG liquid
suction for the HD compressors. supply to the LNG vaporiser. HD compressors may not
normally be used.

IMO No. 9636711 / 1st Draft (2013.09.30) 6 - 16 Part 6 Cargo Operations

 CORCOVADO LNG Cargo Operating Manual
Illustration 6.1.6c Gassing-up with GCU Burning

Key
Cargo Compressor Room CG510 Liquid Natural Gas

(600)
A
(300) (400)
(450)
CG509 Warm Natural Gas
CG511 CG512 H
CG519

(400)

(400)

(400)

(400)

(400)
A
(500)
1 FM
(600) (700)
(25) Mixed Gas (Inert Gas
(250)
CG514 & Natural Gas)

CG801

CG802
CS811 CS812

CS808 CS809

CS805 CS806

CS802 CS803
CL808 CL804

CL807 CL803

CL806 CL802

CL805 CL801
H #
H #

H #

H #

H #
HD Compressor A
CG518 CG517 SP-8

(300)

CG002
H *
(300) (400)
Fro m Ine rt IG022 IG023 CG527 CG520 A H CG513
(700)

Gas Sys t e m
(600) HD (500) CG515 CG516 H Cargo Equipment Capacity
Heater (500)
2 CG553
( E/ R) (400) FM
CG410

(200)
CG521 (200)
P - Cargo Pump : 1,850 m3/h
(250)

(80)
CG534 CG502 CG551 CG552 Inter CLR - Stripping/Spray Pump

FM
A A P CG503 (80) (80)
(80) CS807 CS804 : 60 m3/h
CG636 CG538 CG501
- Fuel Gas Pump : 12 m3/h

(200)
To Gas H # CG536 CG504 H

(700)
H * (600)
(250) (300) (250)
C o m b us t i o n FM 1 FM
(550) - High Duty Compressor

(200)
Un i t ( GCU) (200)
CG563
CG407

: 35,000 m3/h
A *

AFT Water Cooler P

(80)

(700)

(100)

(600)
(200)
LD Compressor (4-stage)
(200) CG506 CG561 CG562 Inter CLR - Low Duty Compressor
CG507 : 5,120 m3/h

CG529

CG535
A A P
(80)
CG406

CG505
A *

- LNG Vaporiser : 4,100 kW

(80)

CG405 CG508

Strip./Spray
H

Crossover

Crossover

Crossover

Crossover
(300) (250)
H #

Vapour
2

Liquid

Liquid
FM FM
(200) CS506
(200) (250) - Forcing Vaporiser : 810 kW
A
(25) (25)
AFT Water Cooler Mist - HD Heater : 3,700 kW
To D / F CS504 CS505 In-line Separator
Engi ne H A CG532 CG540 Mixer
CG415 (40) Forcing (250)
H # Vaporiser

(25)
In-line SP-7
CS503 Mixer

CG542
A To N2 System

(700)

(100)

(700)
CS521

CS525

CS524
(80) (80)
(40) for Insul. Space CS707 CS704

A
CS501 CS502 CN588
CG530 H CN589

(80)
H A
LNG

CS712 CS711

CS709 CS708

CS706 CS705

CS703 CS702
CL704 CL708

CL703 CL707

CL702 CL706

CL701 CL705
(50) (25)
FM N2 Purge Drain Pot
Vaporiser

CG528
In-line

CS523

CS530
(25)
CS533 CS532

(400)
(25)
FM

Mixer

FM
H

A
CS520

CG701

CG702
CS528 A CS529

(65)

(25)

H *
CG001
#H

#H

#H

#H
#H
(40)
CS531 CS532
(80)

(400)

(400)

(400)

(400)

(400)
(300)
SP-6

CS003
(600) (550)

CG605

CG603

CG604
CG601

CG602

CL602
(200) (300) (300) Gas Header
CS601
(80)
(400) (600) (600) (500) Vapour Header (400)
(200)

(400)

CS004 CS002 CS001

Strip./Spray Header
CL601

(80) (80) (65) (40)

(40)

(80)
(450) (600) (600) (750) (600) (450) Liquid Header (400)

CG107
CS603
(450)

CL107

(450)

(200)

(400)

(450)
(65)

(65)
(200)

(400)
(200)

SP-5
(65)

(40)

(65)

(40)

CG105
CG106
CL410

CL310

CL210

CL110
CS415

CS315

H *
H *

H *

H *

H *
CS405

CS305

CS205

CS105
CS409 H *

CS313 H *

CS213 H *

CS109 H *
CS416 H

CS316 H

CS408 CS308 CS208 CS108

(40) (40) (40) (40)

CG102
CS404 CS304 CS204 CS104
CG402

CG302

CG202
No.4 No.3 No.2 No.1
H * H * H * H *
Vent Mast Vent Mast Vent Mast Vent Mast
CS414

CS314

(300) (300) (300) (300)

FM
(80)

(80)

(80)

(80)
(200) CS419 (200) CS319 (200) (200)
(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H * H *
CL406

CL306

CL206

CL106
(40)

(40)

(40)

(40)
SP-1
SP-4 SP-3 SP-2

CG101
CF401 CF301 CF201 CF101
CG401

CG301

CG201
H * CS402

H * CS418

H * CS302

H * CS318

H * CS202

H * CS102
CL405

CL305

CL205

CL105
CL402

CL302

CL202

CL102
CL401

CL400

CL301

CL300

CL201

CL200

CL101

CL100
H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

CS107
CS407

CS406

CS307

CS306

CS207

CS206

CS106
CS401

CS417

CS301

CS317

CS201

CS101
(25) (25) (25) (25)
(65) (25) (65) (25) (65) (25) (65) (25)

CF402 CF302 CF202 CF102

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)
Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

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

(3

(3

(3

(3

(3

(3

(3
50

50

50

50

50

50

50

50
)

)
(65)

(40)

(65)

(40)

(65)

(65)
CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
C1 No.1 Cargo Pump
(80)

(65)

(80)

(65)

(80)

(80)
C2 No.2 Cargo Pump
Filling Line

Filling Line

Filling Line

Filling Line
C1 C2 S Strip./Spray Pump C1 C2 C1 C2 C1 C2
S F S F S S
F FG Pump

IMO No. 9636711 / 1st Draft (2013.09.30) 6 - 17 Part 6 Cargo Operations

 CORCOVADO LNG Cargo Operating Manual
Gassing-up with GCU Burning 4) Request the terminal to commence supply of LNG liquid to the c) Vapour crossover and manifolds CG702 and CG802,
ship at a constant pressure of 2.0 bar or as required. venting through the manifold flanges CG701 and CG801.
When 5 % CH4 content (or the quantity the port authority will allow) is
detected at No.1 vent mast and each vapour dome, prepare the exhaust 5) If the tank pressure increases too much, using the IAS start one d) Cargo pump lines, stripping/spray pump lines and
gas burning by GCU (if necessary GCU) or both of the HD compressors as necessary. emergency cargo pump well via the appropriate line valve
and purge sample point.
Replace inert gas in cargo tanks by 6) Using the IAS, monitor the pressure inside the tanks.
Purpose
evaporated natural gas e) Extremities of vapour header via sample points.
Performance criteria CO2 content < 1 % by volume 7) If the pressure increases, request the terminal to reduce the
- HD compressor bypass line supply of LNG, or increase the flow through the HD compressor 4) Request the terminal to stop the supply of LNG.
Auxiliaries involved - LNG vaporiser by adjusting the set point on HD compressor’s flow rate by IGV
(Inlet Guide Vane) adjusting. 5) Stop HD compressor, if operated.
- HD heater
Operation duration No time limit 6) Close valves CL803 and CS808 will cause liquid lock.
8) If the pressure decreases, reduce the flow through the HD
- CH and CO2 content in tank by sampling
compressor by adjusting the set point of HD compressor flow
at top of gas dome and sampling lines in CAUTION
rate. Alternatively request the terminal to increase the LNG
tank. Do not shut down the LNG vaporiser until it has been warmed through to
liquid supply to the LNG vaporiser.
- Operating condition of LNG vaporiser & the ambient temperature.
HD compressor 4. Operating Procedures to Purge the Lines and Equipment with
Check points - Monitoring of safety device and related 7) Remove spool pieces SP-6 after purging with nitrogen and
LNG Vapour
sensors testing the gas contents.
- Temperature of sea water and During the gassing-up operation, purge the following sections for about 5
8) Prepare the cargo system for cooldown.
atmosphere, atmosphere pressure minutes each:
- Temperature & Pressure: Cargo tank,
insulation spaces, cofferdam 1) All sections of the stripping/spray header and tank connections,
- Portable CO2 meter via the valves at each vapour dome:
Necessary device
- Portable CH or CH4 meter
No.1 tank CS105, 106, 107

Assume that all cargo valves are closed, spool pieces removed and No.2 tank CS205, 206, 207
appropriate line blanks are in position, before commencing line up of No.3 tank CS305, 306, 307
cargo system for the intended operation. No.4 tank CS405, 406, 407

1) Prepare No.2 HD compressor and GCU for use. 2) Purge the manifold sections manual and ESD valves. (if they are
not in use, using the sample and drain connections)
2) Install the spool piece SP-6 connecting the liquid line to the
suction for the HD compressor. The operation is considered complete when all four cargo tanks have at
least a 99 % tank CH4 content and the acceptable CO2 content and/or N2
3) Open the following valves (use No. 2 HD compressor):
content is as requested by the terminal.
Valve Description Position
3) Purge the following lines and equipment for five minutes each:
CG513 No.2 HD compressor inlet valve Open
CG515 No.2 HD compressor outlet valve Open a) HD heater and after cooler and forcing vaporiser, venting
CG514 No.2 HD compressor bypass valve Auto via the sampling cocks.
Liquid header to compressor supply
CL602 Open
line b) HD and LD compressors with the compressor inlet and
CG636 Fuel gas valve to GCU Auto outlet valves. Make sure to thoroughly purge each
CG517/521 HD heater inlet/outlet valve Open compressor in turn.
CG518/519 HD heater control valve Auto

IMO No. 9636711 / 1st Draft (2013.09.30) 6 - 18 Part 6 Cargo Operations

 CORCOVADO LNG Cargo Operating Manual
Illustration 6.1.7a Initial Cooling Down Cargo Tanks

Key
Cargo Compressor Room CG510 Liquid Natural Gas

(600)
A
(300) (400)
(450)
CG509 Cold Natural Gas
CG511 CG512 H
CG519

(400)

(400)

(400)

(400)

(400)
(500) (600) (700)
A 1 FM (25)
(250)
CG514 Cargo Equipment Capacity

CG801

CG802
CS811 CS812

CS808 CS809

CS805 CS806

CS802 CS803
CL808 CL804

CL807 CL803

CL806 CL802

CL805 CL801
H #
H #

H #

H #

H #
HD Compressor A
CG518 CG517 SP-8

(300)

CG002
H *
(300) (400)
Fro m Ine rt IG022 IG023 CG527 CG520 A H CG513
(700)
- Cargo Pump : 1,850 m3/h
Gas Sys t e m
(600) HD (500) CG515 CG516 H
Heater (500)
2 CG553 - Stripping/Spray Pump
( E/ R) (400) FM
CG410

(200)
CG521 P
(250)
(200) : 60 m3/h

(80)
CG534 CG502 CG551 CG552 Inter CLR - Fuel Gas Pump : 12 m3/h

FM
A A P CG503 (80) (80)
(80) CS807 CS804
CG636 CG538 CG501 - High Duty Compressor

(200)
To Gas H # CG536 CG504 H : 35,000 m3/h

(700)
H * (600)
(250) (300) (250)
C o m b us t i o n FM 1 FM
(550) - Low Duty Compressor

(200)
Un i t ( GCU) (200)
CG563
CG407
A *

AFT Water Cooler P : 5,120 m3/h

(80)

(700)

(100)

(600)
(200)
LD Compressor (4-stage)
(200) CG506 CG561 CG562 Inter CLR - LNG Vaporiser : 4,100 kW
CG507

CG529

CG535
A A P
(80)
- Forcing Vaporiser : 810 kW
CG406

CG505
A *

(80)

CG405 CG508

Strip./Spray
H - HD Heater : 3,700 kW

Crossover

Crossover

Crossover

Crossover
(300) (250)
H #

Vapour
2

Liquid

Liquid
(200) CS506 FM FM
(200) (250)
A
(25) (25)
AFT Water Cooler Mist
To D / F CS504 CS505 In-line Separator
Engi ne H A CG532 CG540 Mixer
CG415 (40) Forcing (250)
H # Vaporiser

(25)
In-line SP-7
CS503 Mixer

CG542
A To N2 System

(700)

(100)

(700)
CS521

CS525

CS524
(80) (80)
(40) for Insul. Space CS707 CS704

A
CS501 CS502 CN588
CG530 H CN589

(80)
H A
LNG

CS712 CS711

CS709 CS708

CS706 CS705

CS703 CS702
CL704 CL708

CL703 CL707

CL702 CL706

CL701 CL705
(50) (25)
FM N2 Purge Drain Pot
Vaporiser

CG528
In-line

CS523

CS530
(25)
CS533 CS532

(400)
(25)
FM

Mixer

FM
H

A
CS520

CG701

CG702
CS528 A CS529

(65)

(25)

H *
CG001
#H

#H

#H

#H
#H
(40)
CS531 CS532
(80)

(400)

(400)

(400)

(400)

(400)
(300)
SP-6

CS003
(600) (550)

CG605

CG603

CG604
CG601

CG602

CL602
(200) (300) (300) Gas Header
CS601
(80)
(400) (600) (600) (500) Vapour Header (400)
(200)

(400)

CS004 CS002 CS001

Strip./Spray Header
CL601

(80) (80) (65) (40)

(40)

(80)
(450) (600) (600) (750) (600) (450) Liquid Header (400)

CG107
CS603
(450)

CL107

(450)

(200)

(400)

(450)
(65)

(65)
(200)

(400)
(200)

SP-5
(65)

(40)

(65)

(40)

CG105
CG106
CL410

CL310

CL210

CL110
CS415

CS315

H *
H *

H *

H *

H *
CS405

CS305

CS205

CS105
CS409 H *

CS313 H *

CS213 H *

CS109 H *
CS416 H

CS316 H

CS408 CS308 CS208 CS108

(40) (40) (40) (40)

CG102
CS404 CS304 CS204 CS104
CG402

CG302

CG202
No.4 No.3 No.2 No.1
H * H * H * H *
Vent Mast Vent Mast Vent Mast Vent Mast
CS414

CS314

(300) (300) (300) (300)

FM
(80)

(80)

(80)

(80)
(200) CS419 (200) CS319 (200) (200)
(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H * H *
CL406

CL306

CL206

CL106
(40)

(40)

(40)

(40)
SP-1
SP-4 SP-3 SP-2

CG101
CF401 CF301 CF201 CF101
CG401

CG301

CG201
H * CS402

H * CS418

H * CS302

H * CS318

H * CS202

H * CS102
CL405

CL305

CL205

CL105
CL402

CL302

CL202

CL102
CL401

CL400

CL301

CL300

CL201

CL200

CL101

CL100
H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

CS107
CS407

CS406

CS307

CS306

CS207

CS206

CS106
CS401

CS417

CS301

CS317

CS201

CS101
(25) (25) (25) (25)
(65) (25) (65) (25) (65) (25) (65) (25)

CF402 CF302 CF202 CF102

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)
Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

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

(3

(3

(3

(3

(3

(3

(3
50

50

50

50

50

50

50

50
)

)
(65)

(40)

(65)

(40)

(65)

(65)
CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
C1 No.1 Cargo Pump
(80)

(65)

(80)

(65)

(80)

(80)
C2 No.2 Cargo Pump
Filling Line

Filling Line

Filling Line

Filling Line
C1 C2 S Strip./Spray Pump C1 C2 C1 C2 C1 C2
S F S F S S
F FG Pump

IMO No. 9636711 / 1st Draft (2013.09.30) 6 - 19 Part 6 Cargo Operations

 CORCOVADO LNG Cargo Operating Manual
6.1.7 Initial Cooling Down Cargo Tanks Once cooldown is completed and the build-up to bulk loading has -36 8 2012 3197 3257
commenced, the tank membrane will be at, or near to, liquid cargo -62 7 1595 2459 2505
1. General Description temperature and it will take some hours to establish fully cooled down -78 6 1231 1815 1848
Arriving at the loading terminal to load the first cargo after refit, or when temperature gradients through the insulation. Consequently boil-off from -92 5 861 1160 1180
repairs require the vessel to be gas free, the cargo tanks will be inert and the cargo will be higher than normal. -102 4 578 715 729
at ambient temperature. After the cargo system has been purge-dried and -112 3 316 373 383
The cooldown rate in the cargo tank and insulation spaces is dependant
gassed up, the headers and tanks must be cooled down before loading can -120 2 127 146 152
on the amount of LNG spraying, and typical data taken during the gas
commence. The cooldown operation follows immediately after the -126 1 24 28 31
trial for the vessel can be used as reference.
completion of gassing up, using LNG supplied from the terminal. -130 0 0 0 0

The rate of cooldown is limited for the following reasons: 2. LNG Quantity Used for Cooldown in 10 Hours
LNG is supplied from the terminal to the cooldown manifold and from
 To avoid excessive pump tower stress. If all four cargo tanks are cooled simultaneously through the spray there directly to the spray header which is open to the cargo tanks. Once
nozzles in one cooldown header for 10 hours continuously at an average the cargo tank cooldown is nearing completion, the liquid manifold
 Vapour generation must remain within the capabilities of the spray header pressure of 2 bar(g), then the LNG quantity used for crossovers, liquid header and loading lines are cooled down.
HD compressors to maintain the cargo tanks at a pressure of 70 cooldown will be about 980 m3 and the average temperature in each tank
mbar (about 1083 mbarA). will be -130°C or colder. Cooldown of the cargo tanks is considered complete when the
temperature sensors in each tank indicate an average temperature of
 To remain within the capacity of the nitrogen system to -130°C or lower over the whole tank. This applies only for the first
maintain the primary and secondary insulation spaces at the The following table from GTT NO96 type membrane is based on the
average cooldown data, with 2 bar pressure to the spray rail. cooldown after the tank has been warmed-up, subsequent cooldowns
required pressures. only require the bottom temperature sensors to be -130°C or lower. When
Unlike rigid cargo tank designs, vertical thermal gradients in the tank this temperature has been reached, and the Custody Transfer System
Cooling Down Time Cargo Tank Mean Temperature
walls are not a significant limitation on the rate of cooldown. (CTS) registers the presence of liquid, bulk loading can begin.
0 hour 40 °C
1 hour 0 °C
LNG is supplied from the terminal to the manifold cooldown line and Vapour generated during the cooldown of the tanks is returned to the
2 hour -36 °C
from there directly to the spray header which is open to the cargo tanks. terminal via the HD compressors and the vapour manifold as in the
3 hour -62 °C
Once the cargo tank cooldown is nearing completion, the liquid manifold normal manner for loading.
4 hour -78 °C
cross-over, liquid header and loading lines are cooled down.
5 hour -92 °C
During cooldown, nitrogen flow to the IBS and IS spaces will
Cooldown of the cargo tanks is considered complete when the mean 6 hour -102 °C
significantly increase. It is essential that the rate of cooldown is
temperature sensors in each tank indicate temperatures of -130 °C or 7 hour -112 °C
controlled, so that it remains within the limits of the nitrogen system to
lower. When these temperatures have been reached, and the CTS 8 hour -120 °C maintain the interbarrier space pressures at 2~7 mbar gauge and the
registers the presence of liquid, bulk loading can begin. (GTT defined 9 hour -126 °C insulation space pressure at IBS+2 mbar gauge.
that target LNG loading is possible when mean temperature of cargo tank 10 hour -130 °C
is lower than -80 °C, but recommended continuation of the cooldown Once the cooldown is complete and the build-up to bulk loading has
operation of the cargo tank to -130 °C as per LNG terminal requirement) The following table can be used as a guide to calculate the actual energy commenced, the tank membrane will be at or near to the liquid cargo
and the time required to complete cooldown of all four tanks that are not temperature, but it will take some hours to establish fully cooled down
Vapour generated during the cooldown of the tanks is returned to the
fully cooled down to -130 °C before loading can be started. temperature gradients through the insulation. Consequently, boil-off from
terminal via the HD compressors (or free flow) and the vapour manifold,
as in the normal manner for loading. the cargo will be higher than normal during the first 3~4 days after
Time to Cool loading to fully cool all of the cargo tank insulation to the loaded voyage
Initial Avg. Actual Energy Required
During cooldown, nitrogen flow to the primary and secondary spaces to Avg. Temp operating temperature.
Tank Temp (MMBTU)
will significantly increase. It is essential that the rate of cooldown is -130 °C
controlled so that it remains within the limits of the nitrogen system to Tank Tank Tank
°C Hour
maintain the primary and secondary insulation space pressures between 2 No.1 No.2, 3 No.4
mbar and 4 mbar. 40 10 2711 4434 4519
0 9 2312 3729 3800

IMO No. 9636711 / 1st Draft (2013.09.30) 6 - 20 Part 6 Cargo Operations

 CORCOVADO LNG Cargo Operating Manual
Illustration 6.1.7a Initial Cooling Down Cargo Tanks

Key
Cargo Compressor Room CG510 Liquid Natural Gas

(600)
A
(300) (400)
(450)
CG509 Cold Natural Gas
CG511 CG512 H
CG519

(400)

(400)

(400)

(400)

(400)
(500) (600) (700)
A 1 FM (25)
(250)
CG514 Cargo Equipment Capacity

CG801

CG802
CS811 CS812

CS808 CS809

CS805 CS806

CS802 CS803
CL808 CL804

CL807 CL803

CL806 CL802

CL805 CL801
H #
H #

H #

H #

H #
HD Compressor A
CG518 CG517 SP-8

(300)

CG002
H *
(300) (400)
Fro m Ine rt IG022 IG023 CG527 CG520 A H CG513
(700)
- Cargo Pump : 1,850 m3/h
Gas Sys t e m
(600) HD (500) CG515 CG516 H
Heater (500)
2 CG553 - Stripping/Spray Pump
( E/ R) (400) FM
CG410

(200)
CG521 P
(250)
(200) : 60 m3/h

(80)
CG534 CG502 CG551 CG552 Inter CLR - Fuel Gas Pump : 12 m3/h

FM
A A P CG503 (80) (80)
(80) CS807 CS804
CG636 CG538 CG501 - High Duty Compressor

(200)
To Gas H # CG536 CG504 : 35,000 m3/h

(700)
H * H (600)
(250) (300) (250)
C o m b us t i o n FM 1 FM
(550) - Low Duty Compressor

(200)
Un i t ( GCU) (200)
CG563
CG407
A *

AFT Water Cooler P : 5,120 m3/h

(80)

(700)

(100)

(600)
(200)
LD Compressor (4-stage)
(200) CG506 CG561 CG562 Inter CLR - LNG Vaporiser : 4,100 kW
CG507

CG529

CG535
A A P
(80)
- Forcing Vaporiser : 810 kW
CG406

CG505
A *

(80)

CG405 CG508

Strip./Spray
H - HD Heater : 3,700 kW

Crossover

Crossover

Crossover

Crossover
(300) (250)
H #

Vapour
2

Liquid

Liquid
(200) CS506 FM FM
(200) (250)
A
(25) (25)
AFT Water Cooler Mist
To D / F CS504 CS505 In-line Separator
Engi ne H A CG532 CG540 Mixer
CG415 (40) Forcing (250)
H # Vaporiser

(25)
In-line SP-7
CS503 Mixer To N2 System

CG542
A

(700)

(100)

(700)
CS521

CS525

CS524
(80) (80)
(40) for Insul. Space CS707 CS704

A
CS501 CS502 CN588
CG530 H CN589

(80)
H A
LNG

CS712 CS711

CS709 CS708

CS706 CS705

CS703 CS702
CL704 CL708

CL703 CL707

CL702 CL706

CL701 CL705
(50) (25)
FM N2 Purge Drain Pot
Vaporiser

CG528
In-line

CS523

CS530
(25)
CS533 CS532

(400)
(25)
FM

Mixer

FM
H

A
CS520

CG701

CG702
CS528 A CS529

(65)

(25)

H *
CG001
#H

#H

#H

#H

#H
(40)
CS531 CS532
(80)

(400)

(400)

(400)

(400)

(400)
(300)
SP-6

CS003
(600) (550)

CG605

CG603

CG604
CG601

CG602

CL602
(200) (300) (300) Gas Header
CS601
(80)
(400) (600) (600) (500) Vapour Header (400)
(200)

(400)

CS004 CS002 CS001

Strip./Spray Header
CL601

(80) (80) (65) (40)

(40)

(80)
(450) (600) (600) (750) (600) (450) Liquid Header (400)

CG107
CS603
(450)

CL107

(450)

(200)

(400)

(450)
(65)

(65)
(200)

(400)
(200)

SP-5
(65)

(40)

(65)

(40)

CG105
CG106
CL410

CL310

CL210

CL110
CS415

CS315

H *
H *

H *

H *

H *
CS405

CS305

CS205

CS105
CS409 H *

CS313 H *

CS213 H *

CS109 H *
CS416 H

CS316 H

CS408 CS308 CS208 CS108

(40) (40) (40) (40)

CG102
CS404 CS304 CS204 CS104
CG402

CG302

CG202
No.4 No.3 No.2 No.1
H * H * H * H *
Vent Mast Vent Mast Vent Mast Vent Mast
CS414

CS314

(300) (300) (300) (300)

FM
(80)

(80)

(80)

(80)
(200) CS419 (200) CS319 (200) (200)
(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H * H *
CL406

CL306

CL206

CL106
(40)

(40)

(40)

(40)
SP-1
SP-4 SP-3 SP-2

CG101
CF401 CF301 CF201 CF101
CG401

CG301

CG201
H * CS402

H * CS418

H * CS302

H * CS318

H * CS202

H * CS102
CL405

CL305

CL205

CL105
CL401

CL402

CL400

CL301

CL302

CL300

CL201

CL202

CL200

CL101

CL102

CL100
H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

H *

CS107
CS407

CS406

CS307

CS306

CS207

CS206

CS106
CS401

CS417

CS301

CS317

CS201

CS101
(25) (25) (25) (25)
(65) (25) (65) (25) (65) (25) (65) (25)

CF402 CF302 CF202 CF102

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)

(400)
Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

Em'cy Pump Column (600)

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

(3

(3

(3

(3

(3

(3

(3
50

50

50

50

50

50

50

50
)

)
(65)

(40)

(65)

(40)

(65)

(65)
CL403

CL404

CL303

CL304

CL203

CL204

CL103

CL104
C1 No.1 Cargo Pump
(80)

(65)

(80)

(65)

(80)

(80)
C2 No.2 Cargo Pump
Filling Line

Filling Line

Filling Line

Filling Line
C1 C2 S Strip./Spray Pump C1 C2 C1 C2 C1 C2
S F S F S S
F FG Pump

IMO No. 9636711 / 1st Draft (2013.09.30) 6 - 21 Part 6 Cargo Operations

 CORCOVADO LNG Cargo Operating Manual
3. Preparation for Tank Cooldown Assume that the ship is ready to prepare for cooldown after the CG514 No.2 HD compressor bypass valve Auto
completion of gassing up.
1) Prepare the heating system for the cofferdams at least 1~2 days 8) Open the HD compressor suction from the vapour header
before the cargo tank cooldown operation. 1) Open valve CS003 connecting the stripping/spray header with CG603 and discharge valve CG002 to the vapour manifold.
the aft manifold and block valves CS001 and CS002 on the
2) Prepare the records for the tank, secondary barrier and hull stripping/spray header. 9) Open vapour manifold ESD valve CG801 (port).
temperatures. (It is good practice to print a record of the
cooldown operation every hour in order to have a permanent 2) Open valves CL803 and CS808 to supply LNG from the liquid 10) When shore is ready to supply LNG, request the terminal to
record of the tank temperatures.) manifold. commence supply of LNG liquid for the cooling down
operation at minimum flow.
3) Check that the nitrogen pressurisation system for the insulation 3) At each vapour dome, open the spray header valves and spray
spaces is in automatic operation and lined up to supply the inlet valves as follows; 11) After cooling down the lines, request the terminal to supply a
additional nitrogen necessary to compensate for the contraction pressure of 2.0 bar at the ship’s rail. Monitor the tank pressure
Valve Description Position and the cooling down rate.
from cooling of the tanks. Prior to the cooling down, the
nitrogen pressure inside the primary insulation spaces should be CS105 No.1 tank spray master valve Open
12) Adjust the flow to the spray bars in order to obtain an average
raised to 6 mbar. Pressurise the buffer tank at near the maximum CS106,107 No.1 tank spray inlet valves Open
temperature fall of 20 °C per hour in the first five hours and then
pressure. CS205 No.2 tank spray master valve Open
10~15 °C per hour thereafter.
CS206,207 No.2 tank spray inlet valves Open
4) Check that the gas detection system is in normal operation.
CS305 No.3 tank spray master valve Open 13) Start one HD compressor (or both as necessary) in order to
5) Prepare the nitrogen generators for use. maintain the tank pressure at about 70 mbar.
CS306,307 No.3 tank spray inlet valves Open

6) Prepare both HD compressors for use. CS405 No.4 tank spray master valve Open 14) Check the nitrogen pressure inside the insulation spaces. If it
CS406,407 No.4 tank spray inlet valves Open has a tendency to fall, reduce the cooling down rate.
4. Operating Procedure - Gas Return through Vapour Header
4) Open the header valves at the vapour domes. 15) In the event that the pressure temporarily falls below
Cooling down cargo tanks by LNG spraying atmospheric pressure, the condition is not critical insofar as the
in order to: No.1 tank CG101 / 102 differential (Ps - Pp) between the secondary space pressure (Ps)
- Avoid thermal shock on heavy structure and the primary space pressure (Pp) does not exceed 30 mbar.
Purpose No.2 tank CG201 / 202
such as pump tower and equipment.
- Limit the amount of vapour during No.3 tank CG301 / 302 (Ps – Pp) ≤ 30 mbar
loading. No.4 tank CG401 / 402
Average temperature in cargo tank: 16) When the average of the temperatures shown by the sensors
Performance criteria installed on the pump towers is -130 °C, request the terminal to
< -130 °C 5) At No.1 vent mast, open the valve CG107. Set pressure control
valve CG106 at 180 mbar to avoid venting except for safety. stop LNG supply, and close valves CL803 and CS808. The
Auxiliaries involved HD Compressors
other valves should remain open until the lines have warmed up.
Operation duration Approximately 10 hours 6) Adjust the set point of the HD compressor’s pressure control
valve as required value. 17) Stop the HD compressor(s) if loading does not take place after
- Operation condition of HD compressor
cooldown.
- Monitoring of safety devices and related 7) On the HD compressors, open the following valves;
sensors
Check points - Temperature of sea water, atmosphere, Valve Description Position
and atmospheric pressure. CG509 No.1 HD compressor inlet valve Open
- Temp. & Press.: Cargo tank, insulation
CG511 No.1 HD compressor outlet valve Open
space, cofferdam
GTT defined that average temperature CG510 No.1 HD compressor bypass valve Auto
Note should be calculated four lower temperature CG513 No.2 HD compressor inlet valve Open
sensors along pump tower CG515 No.2 HD compressor outlet valve Open

IMO No. 9636711 / 1st Draft (2013.09.30) 6 - 22 Part 6 Cargo Operations

 CORCOVADO LNG Cargo Operating Manual
5. Cargo Spray Nozzle

Cargo Spray Nozzle Performance Curve

Capacity (liters / Minute)

35.0

30.0

25.0

20.0

15.0

10.0

5.0

0.0
0.2 0.5 0.7 1.0 1.5 2.0 3.0 4.0 5.0 6.0 7.0
Pressure (bar )

44.5
27
38

14

10

28.5 4.2 19

Body Cope
Nozzle Inlet Orifice Orifice Capacity (Liters/Minute) Spray Angle
Connecty Diam. Diam.
Connection Material
Size Nom Nom 0.5 1 1.5 2 3 6 0.5 1.5 6
NPT
mm mm bar bar bar bar bar bar bar bar bar

3/4BD-316LSS25 2.5 7.1 7.5 8.1 11.4 14.0 16.1 19.7 28.0 63˚ 70˚ 74˚ SUS316L

IMO No. 9636711 / 1st Draft (2013.09.30) 6 - 23 Part 6 Cargo Operations

 CORCOVADO LNG
6.2 Ballast Voyage
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 evapourate. 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 ageing 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’ at an
average temperature of -130 °C or colder and with the bottom
temperature sensor at -130 °C or colder.
1. 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.:
CAUTION
Lower than a level of 2.75 metres or Higher than a level corresponding to
normally 70 % of the height of the tank.
2) Ship’s movement:
The second precaution is to try to limit the ship’s
movement, which would generate sloshing in the tanks.
The amplitude of sloshing depends on the sea condition
(wave pattern), the trim and the speed of the ship.
NOTE
The ship’s 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.
IMO No. 9636711 / 1st Draft (2013.09.30)
Cargo Operating Manual
2. Cold Maintenance during Ballast Voyage retained will be calculated by assuming a boil-off rate of
0.108 % per day. Start spraying prior to arrival at the loading
Different methods are used to maintain the cargo tanks in a cold
port so that the average tank temperatures will be -130 °C or
condition during ballast voyages:
colder upon arrival.
1) For short voyages a sufficient amount of LNG is retained in
Cooling down is carried out by spraying LNG inside the tanks for
each tank at the end of discharge. The level must never be above
whichever method is used. Each tank is provided with two spray rails.
2.75 metres and the quantities can be calculated by considering
(one spray rail is sufficient for cooldown).
a boil-off of approximately 0.125 % per day, or the figure
supplied by the shipyard from the boil-off calculations, and the NOTE
need to arrive at the loading port with a minimum layer of 10 A sufficient quantity of LNG must be left in at least one tank for the
cm of liquid spread over the whole surface of the tank bottom stripping/spray pump to pick up suction.
(with the ship on an even keel). These actual quantities will
have to be confirmed after a few voyages. Conservation of bunkers is important; consequently, the cooperation of
all members of the management team is essential to ensure as much boil-
With this method of cold maintenance, the tank bottom off gas as possible is used to supply the power generation plant fuel
temperature should be below -130 °C which allows loading demand, thus keeping diesel oil consumption to a minimum. The target is
without further cooling down. If the bottoms are warmer than 100 % fuel gas supply using the forcing vaporiser for fuel requirements
-130 °C then the vessel would have to spray to bring the bottom in addition to boil-off.
temperature down to -130 °C before loading.
If a long delay at the loading port is experienced, the remaining heel will
2) During longer ballast voyages, the lighter parts of the liquid slowly boil off and the gas available as fuel gas will reduce. Therefore,
layer remaining in the tank will evaporate, thus making the care must be taken to stop gas burning as the tank system pressures
liquid almost LPG and at temperatures of higher than -100 °C. continue to drop as the temperature rises. The degree of natural warm-up
The upper parts of the tanks will reach almost positive will depend on the time factor, voyage and weather conditions.
temperatures and under these conditions it will be necessary to
cool down the tanks before loading. After refit, the first ballast voyage will have to be made using fuel oil
only.
3) In addition, the consolidation of all heel into one tank can be
Due to the different calorific values of diesel oil and gas, power
used as a way to manage heel.
requirements need to be carefully controlled to prevent overloading the
Three methods of cooling down are possible, and the one selected will diesel generators.
depend on the operating conditions of the ship.
1) Cool down the tanks with LNG supplied from shore.
2) 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 of the tank does not exceed
2.75 metres. During the voyage the temperature in all tanks is
maintained by periodically spraying LNG into the tanks. The
amount of the LNG heel that needs to be retained will be
calculated by assuming a boil-off rate of 0.108 % per day.
3) 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
6 - 24 Part 6 Cargo Operations
 CORCOVADO LNG Cargo Operating Manual
Illustration 6.2.1a Cooling Down Tanks Prior to Arrival on Ballast Voyage

Key
Cargo Compressor Room CG510 Liquid Natural Gas

(600)
A
(300) (400)
(450)
CG509 Warm Natural Gas
CG511 CG512 H
CG519

(400)

(400)

(400)

(400)

(400)
A
(500)
1 FM
(600) (700)
(25) Cold Natural Gas
(250)
CG514 When Load Change

CG801

CG802
CS811 CS812

CS808 CS809

CS805 CS806

CS802 CS803
CL808 CL804

CL807 CL803

CL806 CL802

CL805 CL801
H #