Intro To LNG Operations (Membrane)

WISE – LNG Introduction
WISE Cargo
Introduction to
LNG Cargo Operations
(Membrane Vessels)
WISE – LNG Introduction
Introduction
The purpose of this course is to provide a basic introduction into the various operations that
need to be conducted on LNG carriers and to provide the opportunity to undertake the
operations using a cargo operations simulator. Detailed introductions are provided to the
procedures that are required and all the operation of any equipment that may need to be
involved.
The course comprises a number of exercises each concentrating on a particular operation.

To obtain the most out of the course you are recommended to do the following:
1. Always read the text for each exercise carefully and ensure you can answer all the
questions before proceeding on to attempt the operation.
2. The reference material included should provide sufficient background information to
be able to answer the questions for the purposes of completing the exercises.
However use other publications such as those mentioned at the beginning of the
course, or actual ships manuals, to gather as much information as possible about the
subject area.
3. Work through the exercises in order. In this way you will follow the overall standard
procedure conducted on vessels of this type.
4. Many of the exercises will take between 1-2 hrs to complete, or longer if you so
desire. Remember that you can stop and restart at any time by saving a snapshot at
the time you wish to stop, and then reload it when you wish to continue.
This material is designed to be read using Adobe Acrobat Reader allowing the use of the
additional features which allow you to move around the document. However, if preferred
you can print out the material by using the print facilities provided in the program.
INTRODUCTION
LNG FAMILIARISATION PART 1 - OPERATION OF THE SIMULATOR
LNG FAMILIARISATION PART 2 - OPERATION OF THE LNG MODEL
EXERCISE 3 – COMMENCE INERTING CARGO TANKS
EXERCISE 4 – COMPLETE INERTING CARGO SYSTEM
EXERCISE 5 – COMMENCE ‘GASSING UP’ (INERT GAS PURGE)
EXERCISE 6 – COMMENCE INITIAL COOLDOWN
EXERCISE 7 – COMPLETE INITIAL COOLDOWN AND COMMENCE LOADING
EXERCISE 8 – COMPLETE LOADING
EXERCISE 9 – COMMENCE DISCHARGE
EXERCISE 10 – SUPPLY OF VAPOUR TO BOILERS
EXERCISE 11 – COMMENCE WARM UP / GAS FREEING
REFERENCE MATERIAL
LNG CARGO OPERATIONS
LNG CARGO OPERATION CHECKLISTS
WISE – LNG (Membrane) Carrier Familiarisation (Part 1)
LNG Familiarisation Part 1 - Operation of the Simulator
Aim
To provide a detailed guided tour of the ship and the simulator as an introduction to prepare
for carrying out training exercises.
Objectives
• Start the simulator
• Start the WISE Monitoring System
• Control the ship systems using the simulator
• Carry out the following functions of the simulator and the ship:
Running the simulator
Simulator Screen Description
Changing Pages
Operating Valves and Spool Pieces
Interlocked valves
Starting machines/pumps
Accepting Alarms
Setting Target Values
Portable Gas detection
Sounding/Ullage
Ancillary Tanks
Information
This exercise is designed to give a working knowledge of the simulator and the ship to
provide a basic understanding to allow carrying out the training exercises that follow.
Points to Consider
Although every effort has been made to faithfully simulate operations aboard a LNG Carrier
there are still many aspects that need to be experienced in real life. Whenever an operation
is carried out on the simulator, try to visualise the same operation being carried out actually
aboard ship, possibly in high wind, rain or even tropical heat.
Instructions
(The following should be undertaken using the LNG (Membrane Containment) model unless
otherwise stated)
Controlling the Simulator
Starting
Starting at the Windows desktop, double click the "Simulator" or “WISE Cargo”
shortcut icon.
When the station setup window opens, on the instructor station scroll to 'LNGM'
model type and database no. '1'. Then click 'OK'
Confirm instructor station set up by clicking 'yes'.
The program takes a short time to load. Loading is complete when the 'LOAD SNAP'
button is no longer greyed out in the top right corner of the screen.
You are now looking at the control facility for the simulator. The grey area with the
blue heading on the right of the screen provides the simulator controls.
Load a snap by clicking on the load snap button and scroll down to the snap
‘Familiarisation 1’. Click on this snap title and click OK and confirm by clicking OK
when the Load Snap window appears.
Reconfirm in the Load Scenarios box by clicking YES.
Note that more of the greyed out boxes have become available.
To run the simulator check the white box under 'Database Run' and click OK.
To change to the simulator graphics display, place the mouse over any part of the
grey area at the right side of the screen (but not over a button) and right click with the
mouse.
The simulator screen should now appear. Note that on this simulator clicking of the
left mouse button only carries out most operations. The right mouse button is only
used to provide access to some of the simulator control facilities.
Confirm the model is running by looking at the top right corner of the display at the
elapsed time clock. If running, it should be incrementing in 1 sec intervals.
Return to the simulator control display by locating the cursor anywhere within the
area of the Page Index and clicking using the Right mouse button (right click). The
display should now revert to the simulator controls. If this does not occur, move the
cursor down to the bottom of the screen to display the Windows task bar and click on
the task ‘lcs_sm2.’
Stopping
To stop the simulator, place the cursor in the page index part of the screen and right
click. The control facility is now visible. Uncheck the box under Database Run and
click OK to freeze the simulator. Note that the words on the ‘Load Snap’ (button
which are greyed out when the model is running) are now black.
Exiting the Simulator

Ensure the title bar at the top of the grey window is coloured blue. If not, left click
somewhere in the grey area, (but not over a button).
Press the 'Esc' button on the keyboard and accept the 'Exit simulator' question box
by clicking 'YES'. The simulator will now shut down returning to the Windows
desktop.
Starting WISE Monitoring System

Restart the simulator and load the snap ‘Familiarisation 1’ as described previously.
To start the WISE Monitoring system, click on the button ‘Start WISE’ located
towards the bottom of the control panel. A confirmation message is then displayed.
Confirm the requirement to start the monitoring system by clicking the ‘Yes’ button.
A dialog box will be displayed indicating that the WISE system is being loaded. This
is then followed by the WISE set up screen.
User Name:
Enter your name in the box or select a name from the drop down list accessed by
clicking the arrow on the right side of the box.
Rule Selection:
Next step is to select the rules which will be used by the system to monitor your
activities on the simulator. If more than one rule set is available they will be
displayed in the list. High light the rule set to be loaded by clicking on the
appropriate name. The background will change to blue.
Note: at least one set of rules must be highlighted.
For this exercise select the ‘Exercise 1’ rule set.
Message log:
If selected the system will record all messages output during an exercise to a log file
for later examination. Select by clicking within the box.
Automatic Assessment:
This facility is currently not available hence the selection box is ‘greyed’ and cannot
be selected.
When you are satisfied with your selection click the OK button to confirm the set up
and start the monitoring system. Messages will be displayed in the dialog indicating
the progress as the system starts. The length of time taken to start will depend on
both the specification of the PC and the rule set selected.
When the system is loaded the dialogue box will close and a small ‘Instructor’ box
will appear with a Start button. It is recommended that you move this box so that it is
positioned alongside the database run check box above the OK button by clicking on
the blue header and holding the mouse button down whilst you move it.
Click the ‘Start’ button. You will notice the button will now change to indicate ‘Stop’.
This indicates the monitoring system has been activated.
Leave the system active until this exercise has been completed.
Stopping the WISE Monitoring System

The monitoring system can be stopped (or paused) at any time by clicking on the
‘Stop’ button in the Instructor box. To shutdown the monitoring system click the
‘Stop WISE’ button on the bottom right of the control panel and click OK to confirm.
It is recommended that the WISE system is shutdown before a new snapshot is

loaded and then restarted so that the new data within the model is initialised
correctly.
Graphics Display Description
The screen is split into three areas:

On the right side, the Page Index. The ship's cargo related systems have been divided
into separate numbered pages.
Along the bottom of the screen, the control bar. This is used to control all selected
functions of the ship.
The main body of the screen displays the selected page. All equipment related to that
part of the cargo system is shown on this part of the screen.
Changing Pages
The total cargo system is too large to display on one page, hence it has been split
into a number of pages. The page you are currently looking at is indicated by the
page description, next to the page number, being highlighted in green.
To change pages move the mouse over the page number you require and click once
with the left mouse button. At the bottom of the screen in the control bar there is a
message,
"Accept page xx".
The purpose of the message is to confirm this is the page you require. If it is, move
the cursor into the control bar and click once with the left mouse button and the page
will change. If it is incorrect, select the correct page again and then click the control
bar to confirm your selection.
Change now to simulator Page 4, Cargo Pipelines.
Operating Valves and Spool Pieces

There are three different types of valve on this ship, standard, variable and non-
return, examples of which can all be seen on page 4.
Standard Valve
A standard valve is one such as valve number ‘51’ that can be found towards the
lower middle of the screen, to the right of No.3 cargo tank. A standard valve of this
type can only be either fully open or fully closed. It has no "T" handle and so cannot
be placed in a partially open position.
To operate any of the valves requires two separate actions. Firstly you must select
the valve to be operated and then you must give it an operating command. Select
valve ‘51’ by placing the cursor over the valve and clicking once with the left mouse
button. When the valve has been selected a crosshair will appear over the valve to
indicate which valve you have selected. Now the valve has been selected use the
control bar to operate the valve.
To open the valve click at the right end of the control bar over the button labelled ‘IN
ON OPN’. (Note this is one button with three labels.) Notice that the control bar now
shows a red and a green bar. The red bar, labelled, "Target Value", shows you have
demanded the valve to be fully open. The green bar labelled, "Actual Value", shows
the position of the valve as it opens. Notice that the valve takes several seconds to
open and you can monitor its progress.
To close the valve, confirm that the crosshairs are still located over valve ‘51’. Now
click at the left end of the control bar labelled, "CLS OFF OUT". Notice that the red
target value in the control bar has disappeared and the green actual value bar is
moving to the left.
The valves are colour coded to indicate their position. Look again at valve ‘51’. Now
that it is shut it’s symbol is red. Open the valve again. While it is opening it is yellow
and when finally fully open, it is green.
• Red Valve is fully shut

• Yellow Valve is anywhere from 1 - 99% open (or in motion)
• Green Valve is fully open
Variable Valve
The majority of valves on this ship are variable. This means they can be opened to
any position required. Select valve ‘193’, located above ‘51’ on the darker blue
coloured line. Notice that this valve has a 'T' handle on it. All such valves are
variable in position.
Once selected the control bar can be used to set the valves position. With the
mouse click approximately half way along the control bar. Note that the red target
value is set to where you have clicked. Notice the green actual value move to the
target setting. Notice also that the valve is coloured yellow. Try setting the valve to
25% and 75% open. Now open the valve fully by clicking on the button at the right
end of the control bar in the same way as with the standard valve. The valve should
be coloured green once it is fully open.
The status of any partially open valve can be inspected at any time simply by
selecting the valve with the mouse and inspecting the position by looking at the
control bar.
Non-Return Valve
Most of these valves do not require open or close commands. They will only open
when there is positive pressure across the valve in the direction of flow. Locate
examples of these valves on each of the cargo tanks at the bottom of the page. One
side of the valve is coloured in. This is a standard non-return valve symbol. The
direction of flow is in the direction of the open triangle, in this case coming from the
pump. If the pressure on the downstream side of this valve is greater than the
pressure on the upstream side then the valve will remain closed.
Spool Pieces
Within the cargo system there are a number of spool pieces which can be inserted or
removed to provide for positive isolation. The spool pieces can only be inserted or
removed if there is not excessive pressure or liquid within the pipeline. To insert a
spool piece such as the one near to valve ‘51’ which you operated earlier, select the
space where the spool piece is to be inserted. Then click 'in' on the control bar. The
spool will now appear. To remove the spool piece, select it and click 'out' on the
control bar.
Note: In real life you can only enter or remove a spool piece or blank when there is
no liquid within the line and all pressure has been drained. In a similar way, the
model will only allow the spool to be inserted if the pipelines are empty and not under
pressure. If you try to enter or remove a spool on the model and nothing happens,
check the connecting pipelines are empty.
Spool pieces are also used to emulate opening and closing of cargo tank standpipe
and purge pipe covers on deck on some models.
Starting Motors and Alarms

Turn to simulator page 17, Ballast System
To demonstrate the starting of a motor you will start the port ballast pump.
Locate the port ballast pump in the top left corner of the screen and select the word
STBY in the yellow box with the mouse. Before the pump can be started the power
supply has to be provided. This is done by placing the pump into ‘standby’ by
clicking 'on' at the right end of the control bar. The yellow box will now be
illuminated. To start the pump select the word ON in the green box alongside, then
click ‘on’ at the right hand end of the control bar again. Note the right column on the
pump (yellow) rises rapidly indicating the motor amps, whilst the column on the left
(blue) rises gradually indicating the discharge pressure and that the green box at the
scrubber pump is illuminated green to show that the pump is running. If you now
open the following valves:
8 side tank vessel: 523, 369, 375 and 343 (No.4 P suction valve)
6 side tank vessel: 358, 360, 363 and 339 (No.4 P suction valve)
water will now being pumped into the Port No.4P wing tank. Note that the rising
water level is indicated by the change in sounding.
Note that the page number in the page index is red. This indicates there is an alarm
on this page. Alarms are shown by a red and green box near the sensing point.
Look at the eductor suction pressure alarm at the top of the display. Because the
eductor is currently not running there is an alarm for the suction pressure and this is
shown by the red and green outlined boxes. When an alarm condition exists the red
box is illuminated such as in this case.
To accept an alarm, select the green outlined box next to the alarm and click 'on' in
the control bar. Note that the green outlined box is now illuminated. The alarm has
been accepted. Notice that the page number has now changed to white. This is
because all alarms on a page have been accepted. If there had been an unaccepted
alarm on the page the page number would have remained red until all alarms have
been accepted before it is changed back to back to white. You can see an example
of this by looking at Page 18 – Ballast alarms and try accepting each of the alarms in
turn and notice what happens to the Page number. As you accept the last alarm
note the page number turns white.
It is important to keep all of the page numbers white when working with the simulator.
By doing this any new alarm that appears will be clearly visible to you.
Resetting Trip
Turn to simulator page 9, Low Duty Compressors
Start No.1 Low duty compressor (top of display) by selecting ON and then click the
right end of the control bar.
The compressor has immediately tripped because of a fault condition (No Lub Oil or
Nitrogen sealing ). Before the compressor can be restarted the fault must be cleared
by first setting up and starting the lubricating oil system, and then resetting the
compressor trip.
To reset the trip select the word 'STBY' in the yellow box of the compressor controls
and then click 'ON' in the control bar. Note that the red illumination surrounding the
word trip has gone out leaving a red outlined box, and the yellow button has
illuminated indicating the compressor now has power and can be restarted. .
Motors which have no associated safety trip such as the Engine Room extraction fan
do not have a trip box. They are started by simply selecting the green 'on' box and
clicking 'on' in the control bar.
To stop a motor such as the ballast pump or compressor, select the red outlined
'OFF' box in the respective pump controls and click 'off' in the control bar.
Setting Target Values

There are a number of locations within the model that are provided to allow the
operator to set a target value or set point for the operation of a particular piece of
equipment. Such facilities are displayed in the form of a horizontal or vertical
coloured box with numerical values nearby.
An example of such a facility is the control for the Low Duty Compressor vane angle,
located above the compressor outline.
To operate, select the yellow box with the cursor. Ensure that the crosshairs appear
inside the box. A set position for the vanes can now be entered by using the control
bar at the bottom of the screen. Position the mouse about half way along the control
bar and click. Note the red target box now shows a red bar about half its length.
Note that the yellow actual position bar is now moving slowly towards the set point
with the actual position indicated by the numerical figure to the right. Once the actual
position has reached the target value use the control bar to select a different value.
Note that the actual value will move to the new target value.
Gas detection
Turn to simulator page 3, Gas detection Portable
There are five different portable gas detection instruments carried on this ship,
Oxygen, Explosimeter, Tankscope and indicators for Carbon Dioxide and Dewpoint.
The first three you can operate to take gas readings. When any of these are used
the Carbon Dioxide and Dewpoint readings are provided automatically.
Switch on the left hand instrument which is the oxygen analyser. Locate the 'ON'
button on the instrument and click 'on' in the control bar.
Before any reading is taken and between each reading the instrument must be
purged with air. Follow the grey line back to the box containing the word 'AIR' and
select that box. Click 'on' in the control bar. Note the box is illuminated white. It
takes about 10 seconds for the reading of the instrument to reach that of fresh air.
The instrument is now ready for use.
Beneath the instruments are the various sample points within the spaces, around the
vessel and items of equipment.
To take a reading from the bottom of the No.1 Cargo Tank, place the cursor in the
yellow outline box labelled 'BOT' within the space. Click 'on' in the control bar and
note the reading on the instrument is still that of fresh air.
Before taking another reading purge the instrument with air. (If you do not purge with
air between samples the reading stays unchanged).
Stability
Turn to simulator page 22 Stability.
If the stability program has been installed, note that a new program starts to load in
the computer. Information on the stability programme is provided separately or via
its own On-line help.
Complete Exercise
Return to the simulator control display be locating the cursor within the area of the page
index and right clicking. Once the simulator controls are displayed stop the simulator by
unchecking the database run box and click OK.
Exit the simulator by pressing the ‘ESC’ key and clicking OK.
Summary
You have now completed the first section of the familiarisation exercises. In undertaking
this exercise you have been introduced to the basic functions required to operate the
simulator and some of the specific operational requirements of the LNG model.
To provide a more in depth familiarisation with the LNG model you should now continue by
undertaking the LNG Familiarisation – Part 2 exercise.
LNG Familiarisation Part 2 - Operation of the LNG Model
Aim
To ensure the operator is fully familiar with the basic operation of the simulator, model and
its equipment.
Objective
The purpose of this exercise is to help you become familiar with the simulator and the LNG
model in particular, by beginning to prepare the vessel for arrival at a loading port after a
period in drydock. During this exercise you will carry out the following operations
• Ballasting
• Testing the portable gas detection equipment
• Commence inerting the insulation spaces around the cargo tanks
• Complete drying the cargo tanks
Background
Upon commencement of this exercise the vessel is liquid and gas free and the Inert Gas
Generator has been in operation providing DRY AIR to the cargo tanks. This is required to
be done to prevent water forming within the tank due to condensation as the tank is cooled
down prior to loading a cargo of LNG. This operation is completed when the dewpoint
temperature within the cargo tanks is less than -25oC. As the exercise is commenced all
cargo tanks are nearing completion.
Instructions
(The following should be undertaken using the LNG (Membrane Containment) model unless
otherwise stated)
Prior to undertaking this exercise you should be familiar with the basic operation of the liquid
cargo simulator. If you are not, you are recommended to undertake Part 1 of the
Familiarisation exercises again before attempting the following.
To enable you to become familiar and competent to understand and operate the features
available within the simulator and the LNG model in particular, this exercise provides
significant guidance into what you should do and look for. To ensure a successful
conclusion you should read the text carefully and undertake the action as defined.
The format of this exercise will take you step by step through the required actions and
identify the items to be checked.
Prior to starting the exercise you are recommended to start the ‘Autosnap’ facility and set it
at a time period of 3. How this is done is explained in the following ‘Start Simulator’
procedure. When operating, the Autosnap facility records the condition of the model to disk
at the set time interval. Consequently, if you make a mistake or wish to cover a specific
point in the exercise again, you do not have to return to the beginning of the exercise but
may load a snapshot from the Autosnap library at the appropriate time to re-conduct the
task.
Start Simulator
Double click the "Simulator" or “WISE Cargo” shortcut icon located on the Windows desktop.
When the station setup window opens, on the instructor station scroll to 'LNGM' model type
and database no. '1'. Then click 'OK'
Confirm instructor station set up by clicking 'yes'.
The program takes a short time to load. When the simulator is loaded (indicated by the
‘Load Snap’ button becoming highlighted load a snap by clicking on the load snap button
and scroll down to the snap ‘Familiarisation 2’. Click on this snap title and click OK and
confirm by clicking OK when the Load Snap window appears.
Reconfirm in the Load Scenarios box by clicking YES.
Start Autosnap facility
Click on the ‘Autosnap’ button. A small dialog box will appear requesting a time interval to
be entered. Enter a required time interval in round figures. We would recommend an
interval of 3mins is sufficient for most purposes. Click the OK button to confirm the entry
and click OK again on the confirmation box. When the model is running the condition will
now be recorded to disk in the ‘Autosnap’ library (accessed via the load snap button) at the
set time interval.
Start the WISE Monitoring System
Start the monitoring system following the procedure as described in Part 1 of the
Familiarisation selecting the ‘Exercise 2’ rule set.
Run simulator
Run the simulator by checking the white box under 'Database Run' and click OK.
Change to the simulator graphics display by placing the mouse over any part of the grey
area at the right side of the screen (but not over a button) and right click with the mouse.
The simulator screen should now appear. Note that on this simulator clicking of the left
mouse button only, carries out most operations. The right mouse button is only used to
provide access to some of the simulator control facilities.
PAGE ONE - STATUS
CHECK you are on PAGE 1 - STATUS. You can verify this by looking at the page index
located on the right hand side of the screen. The page currently displayed will be indicated
by the title being coloured green.
If another page is displayed, change to PAGE ONE by selecting the page number using the
mouse. When the page has been selected the cursor will move to the left of the particular
number. Then move the mouse to the bar located at the bottom of the screen and left click
anywhere in this bar. This action confirms your choice and the screen should now go blank
briefly, before the chosen page graphics are drawn.
The STATUS page provides a general overview of the current state of the vessel and its
cargo, together with indication / operation panel for the ships Emergency Shutdown System
(ESDS).
Towards the top of the page you will see the ships outline together with cargo and ballast
tank distribution. An approximate idea of the contents in each tank will be indicated by the
appropriate 'sight glass'. Indication of the pressure within each cargo tank is also provided.
Below the ships outline is the information relating to the vessels current draughts and trim.
The list is indicated by the amount in degrees and the colour of the illuminated light.
Vessels current speed is also indicated.
Information is also provided on the current state of the ventilation systems for the cargo
spaces on deck (bottom right of display). At the present time both systems are not in
operation, indicated by the solid red block. Before any operations can be conducted on the
cargo system both ventilation systems should be in operation.
In general, all plant and machinery can be operated by use of the mouse and control bar
located at the bottom of the screen.
CLICK the green 'ON' block for the Cargo Machinery Room ventilation. The cursor will
move to the block from its previous position. Note that a control bar appears at the bottom
of the screen, with OFF in the left hand corner and ON in the right hand corner.
CLICK the right hand end of this bar with the mouse. The red block will now become empty
and the green block fills indicating the ventilation is now on. Do the same for the Cargo
Store Rooms.
To stop the ventilation again, locate the appropriate box with the mouse and then CLICK the
left hand end of the control bar (OFF). The red block should now fill indicating ventilation is
off.
Leave both ventilation systems ON before continuing.
Located above the ventilation controls, information is provided on the current state of the
power supply, hydraulic and pneumatic systems.
EMERGENCY SHUTDOWN SYSTEM (ESDS)
An explanation of the operation of the ESDS can be found in the Cargo Operations section
of the on line help file (accessed by pressing Alt & F1 keys together when mouse is over
simulator control panel). Displayed on Page 1 is the status of the system together with
facilities to allow the connection of the ships ESD system to the shore by one of three
methods, together with an ESD activation point.
Shore connection can be made by clicking the appropriate box, then clicking the right hand
end of the control bar. Disconnection is made by identifying the box and touching the left
hand end of the bar.
The red boxes across the bottom of the screen will illuminate if an ESD is activated to
indicate the cause.
Located to the right of these boxes is a red box with yellow lettering together with a smaller
yellow box. This is the ESD activation point. Similar points will be located on most of the
pages. The red box will light if the ESD is activated for any of the reasons shown in the
boxes below.
DO NOT ACTIVATE ESD AT THIS TIME
Any of these points can be activated by locating the cursor on the yellow box and touching
the right hand side of the control bar. To reset touch left hand end of bar.
If you cannot locate the cursor on a particular box or area of the screen this means that that
particular point cannot be altered by the use of the mouse.
As a demonstration, try locating the cursor on one of the red boxes to the left of the screen.
You will see the cursor move to the nearest active point, either the ESD activation, or shore
connection facility.
CHANGING PAGES AND OPERATING VALVES
LOOK at the draught indicators and you will note that at present the ship is trimmed by the
head. The first task will be to run the ballast pumps to complete filling No.4 P & S water
ballast tanks to give the vessel a small stern trim.
TURN to PAGE 17 - BALLAST SYSTEM as follows:-
Note: There are two LNG (Membrane) vessel models available, the only difference being in
the layout of the ballast system.
Vessel 1: is equipped with three ballast pumps and has eight side/double bottom tanks,
Vessel 2: is equipped with two ballast pumps and six side/double bottom tanks.
• CLICK the screen once on the selected page. The cursor should appear to the left
of the page number, and a message ACCEPT PAGE 17 will appear at the bottom of
the screen. If not try again!
• When the cursor is in the correct position CLICK the 'ACCEPT' message. The
current page will disappear and the new page will be displayed after a few moments.
Before continuing CHECK which model you have and follow the instructions accordingly.
NOTE current soundings (in metres) for the ballast tanks are displayed within each tank
space together with the volume of liquid within the tank. Information for the ballast pump
suction pressure, discharge pressure and motor amps is displayed digitally and graphically
beside each pump.
OPEN No.4 Port Side Tank valve as follows:-
• CLICK the valve (V1 = 343, V2 = 339). The cursor will appear over the
valve, and a bar will appear at the bottom of the screen.
• CLICK the right hand end of the bar.
CHECK the valve now starts to open by watching the colour. As the valve moves from
being fully shut the colour changes to yellow. It will now stay yellow (indicating an
intermediate position) until it reaches fully open. Also, whilst the valve is opening a green
bar at the bottom of the page indicates the valves ACTUAL position at any point in time.
CHECK that colour of valve is green indicating fully open.
This is a variable valve. This is indicated by the bar (or handle) displayed on the valve. It
means that the valve can be set to open to any position between open and closed. This is
done by selecting a TARGET VALUE using the bar at the bottom of the screen.
Try setting the valve to half open, then a quarter and so on. Once you have set the target
value you will see the green bar or actual value move to the position you have chosen. All
the variable valves in the system, if a cursor can be located on them, can be manipulated in
this way.
Set valve No.4 Port Side valve to the fully open position again.
SPOOL PIECES
The model also allows you to insert or extract spool pieces from the pipeline system.
• Identify the discharge crossover on the left side of the screen and locate the
valve used to supply cooling water to the Inert Gas Generator (V1 = 386, V2 =
531). To the left of this valve there is a break in the pipe with a flange on each
end. This is the position of a spool piece.
• To insert LOCATE the cursor between the two flanges. The usual bar will
appear at the bottom of the screen. CLICK the right hand end of the bar. A
spool piece will now appear in position and the pipelines are effectively joined.
• CLICK the left hand end of the bar. The spool piece will now disappear and the
pipelines are disconnected and effectively blanked.
NOTE if a spool piece cannot be inserted at any time it is because there is liquid or pressure
within the line.
BALLASTING
The purpose now is to set up and start two ballast pumps to fill No.4 P & S water ballast
tanks to maximum capacity.
Starting with the port pump, OPEN the sea suction valve (V1 = 362, V” = 658,354) and the
port pump suction valve (V1 =364, V2 = 356). When they are both confirmed open, OPEN
the following valves: port ballast filling valve (V1= 369, V2 = 363) and the port line isolating
valve if applicable(V1= 375).
OPEN No.4 P ballast tank suction valve (V1 = 343, V2 = 339).
As the ballast pumps are electric driven, before a pump can be started it requires the power
supply to be activated. This is done by placing the pump into standby condition. Click on
the "STBY" button in the yellow box and then "ON" at the right end of the control bar. The
yellow box will now illuminate indicating that the power connection has been made.
START the port ballast pump by locating the cursor on the green button and then clicking
the right hand end of the bar at the bottom of the screen.
• CHECK that the RUN light is green.

• CHECK that the pump amps rise rapidly and then drop. Also watch the
discharge pressure gradually increase to maximum (approx 420kPa).
OPEN port ballast pump discharge valves (V1 = 523, V2 = 360, 358)
The pump should now be open to the tank. CHECK that the back pressure decreases, and
that liquid is now entering No.4 port tank, indicated by the increasing sounding and volume.
REPEAT the above steps using the stbd ballast pump with the appropriate valves to
commence filling No.4 stbd tank. Before proceeding CHECK that both pumps appear to be
operating correctly and that there is water entering both No.4 P & S tanks.
The ballast pumps have a capacity of 3000m3/h each. Continue on to next stage of exercise
but monitor the progress of the filling tanks regularly.
ALARM FACILITY
NOTE that the page number on the index is coloured red. This indicates that an alarm
condition exists on this page. There is only one possible alarm on this particular page:
Eductor suction pressure LOW
This alarm is on because the eductor (V1) or eductors (V2) is not in operation; consequently
there is no suction pressure.
To ACCEPT this alarm locate the cursor in the green side of the alarm display and CLICK
the right hand end of the bar at the bottom of the screen.
The alarm display should now appear as red/green. On V1 as this is the only alarm present
on this page and it has now been 'accepted' NOTE that the page number on the index has
changed to white. On V2 the other eductor alarm has also to be accepted before the index
changes colour.
All the ballast tanks have alarms indicating low and high levels. The high level alarm is
activated when the tank is 98% full. The ballast tank alarms are located on PAGE 18.
TURN to PAGE 18 – BALLAST ALARMS
You will NOTE that a number of alarms for the ballast tanks are displayed. Starting at the
top accept the alarms as explained. You should NOTE that the page number will remain red
as long as there is an alarm displayed which has not been accepted. As you accept the last
alarm the page number will turn white. If any NEW alarm now arises on this page the page
number will again change to red, alerting you to any new alarm condition while you are
working on other pages.
Now look at each page where the number in the index is coloured red, except page 2, which
will be explained in the next section. ACCEPT all of the active alarms on every page so that
all of the page numbers in the index are white. Since the alarm system is a visual one it is
important to ensure that all page numbers are kept white. This will ensure a single number
turning red is immediately obvious.
PORTABLE GAS DETECTION INSTRUMENTS
TURN to PAGE 3 – PORTABLE GAS DETECTION
This page allows you to take oxygen and combustible gas readings in all cargo tanks
Interbarrier (IBS) and Insulation (IS) spaces at various levels, and also at various points
within the cargo system including the machinery Whichever instrument is used you will note
that also measurement of Carbon Dioxide content and Dewpoint is provided automatically
and displayed in the .
For the moment we will concentrate on the O2 analyser.

To Calibrate:
Switch on the O2 analyser. (LOCATE the cursor on the ON button on the instrument, CLICK
the bar in bottom right hand corner of screen).
Switch on the Nitrogen (N2) supply in a similar way. Reading on instrument should change
to 0%. If the instrument does not read 0% on Nitrogen, CALIBRATE by clicking the zero
button then ON.
CHECK instrument now reads 0%.
Switch off the nitrogen supply by locating cursor on the ON button and CLICK left hand end
of bar at bottom of screen.
PURGE instrument with air, by locating cursor on AIR supply button and then ON. Purging
takes about 10 seconds and is complete when AIR purge light goes out.
CHECK instrument now reads 20.80% + or - 0.05%. If not repeat the steps above.
To Use:
Selection of a sample point is made by locating cursor on relevant point and then ON. To
end sample TOUCH off or choose a new point.
It is important that you PURGE the instrument with air between each reading. If you do not
purge with air the reading on the instrument will not change when a new sample point is
selected
Check the TOP, 50%, and BOTTOM sampling points in turn in each tank to confirm that
there is air in the cargo tanks by checking the O2 level and also make a note of the
dewpoint in each tank.
DRYING OF CARGO TANKS
During a dry-docking or inspection, cargo tanks that have been opened and contain ‘wet’ or
normal atmospheric air must be dried to avoid the formation of initially water and then ice as
the tanks are cooled down prior to loading a cargo. If any ice is formed this can cause
damage to the cargo pumps and if in significant quantities can block pipelines.
The other reason for removing the water is that is can combine and with the sulphur and
nitrogen oxides which are be contained in inert gas, forming corrosive agents which may
cause damage to the tank structure and fittings.
Normal humid air is displaced by dry-air supplied using the inert gas generator located in the
Engine Room. The measure of how humid the air within the tanks is provided by the
‘dewpoint’. In normal atmospheric conditions this is usually well above 0oC unless you are
in a cold region. For the purposes of drying the cargo tanks the air within them is
considered to be sufficiently ‘dry’ if the dewpoint is below -25oC.
Using the dewpoint readings that you obtained previously CHECK that all the tanks are in
the correct ‘dry’ condition. The dewpoint will be reduced further during the operation to inert
the cargo tanks.
INERTING OF INTERBARRIER (IBS) AND INSULATION (IS) SPACES
After drydock the Interbarrier space (IBS) and insulation space (IS) around the cargo tanks
may contain air. Before they are pressurised with Nitrogen the air currently contained within
them must be purged out. Replacement of the air with dry Nitrogen ensures there will be no
problems with moisture in these spaces when the tanks are cooled down and an ‘inert’
barrier is placed around the tank.
Before this operation is undertaken the pressure within the cargo tanks should be checked
to be more than 5kPa to reduce the risk of the tank membrane being blown away from the
insulation.
TURN to page 12, Engine Room.
The first task is to raise the pressure within the Nitrogen buffer tank to about 800kPa.
OPEN the inlet valve to the Nitrogen buffer tank valve 316. Note that although you have
given an open signal the valve 316 may not open. If this is the case it is because it is a non-
return valve and the pressure in the tank is greater than the pressure in the delivery pipe.
Place the No.1 Nitrogen generator unit to Standby, by placing the cursor over the STBY
button and CLICK on using the control bar. Confirm that the yellow button is illuminated and
then start the generator using the ON button in a similar way.
Notice that the green running light comes on and the valve 291 opens automatically while
vent valve 293 closes.
Monitor the pressure rising in the buffer tank. Once the pressure in the tank is about
800kPa the Nitrogen generator will stop delivering Nitrogen and the delivery valve 291 will
close.
Open valves 318, 266, 586 and 587 to supply Nitrogen to the ‘Pressurisation Header’ and
set the required pressure to 2kPa by placing the cursor over the appropriate button and
CLICKING on.
TURN to page 13, Nitrogen.
Nitrogen is supplied into the IBS and IS on each tank via pressure control valves, with the
pressure within the IBS and IS being maintained by additional pressure control valves on the
outlet of each space.
To prepare to purge the spaces OPEN the isolating valves for the outlet pressure controllers
for the IBS, (either side of valves 97, 98, 99, 100) and the outlet manual bypass valves 73,
74, 75, 76. Then OPEN the isolating valves for the outlet pressure controllers for the IS,
(either side of valves 93, 94, 95, 96) and the outlet manual bypass valves 69, 70, 71, 72.
At this point NOTE that the inlet pressure control valves for both the IBS (located to the stbd
side of the tank) and the IS (located at the aft end of the tank) are open.
To begin purging the spaces with Nitrogen OPEN the isolating valves for the inlet pressure
controller valves for the IBS & IS (either side of valves 89,90,91,92, and 85,86,87,88) to
admit Nitrogen. The Nitrogen slowly passes through the IBS and IS and the displaced air
and Nitrogen mixture is vented from the exhaust by-pass valves.
As the purging operation is undertaken CHECK the pressures closely in both the IBS and
IS. The pressures within each space are controlled automatically by the valves, but in any
case should not be allowed to exceed the pressure within the cargo tank, which could cause
the membrane to be blown off the insulation.
Throughout the purging operation the Oxygen content in the IBS and IS cab be checked
using the portable Oxygen analyser. The IBS and IS Oxygen content should be reduced to
about 3% Oxygen by volume. This operation will take some time (approx 20hrs) so continue
with the next operation but keep a check on the IBS and IS pressures and Oxygen content.
The relief valves for the IBS are set at 3.0kPa and 3.5kPa for the IS. This operation will take
about 20 hours. When completed the IBS pressure is usually maintained in the range 0.6 to
0.8 kPa, while the IS space is kept at between 0.2 and 0.4 kPa above the IBS.
INERTING OF THE EMERGENCY PUMP TRUNKINGS WITH NITROGEN
Before the cargo tanks are inerted the emergency pump columns in the tanks must be
inerted with Nitrogen.
TURN to page 12, Engine Room.
Open the valve 268 on the discharge side of the buffer tank to open the supply of Nitrogen
to the purging and sealing header.
TURN to page 6, Cargo Tanks.
This page shows the outline and data for a single cargo tank. You can select which tank
you wish to look at by changing the number displayed in the ‘Tank No’ box in the top left
corner of the display.
The initial inerting of the pump trunking will be undertaken on Tank 4 first. Therefore
CHECK you are looking at tank 4. To change the tank number CLICK in the "Tank No" box
and a selection bar will appear at the bottom of the screen. CLICK the number 4 and
confirm that it appears at the right end of the selection bar. CLICK the "Accept" button to
the right of the selected tank number. Note the "Tank No" box at the top of the screen now
displays the number 4.
Locate the emergency pump trunking shown on the left side of the cargo tank outline. At the
top of the trunking there are two pipelines. The green line is the Nitrogen supply from the
‘purging and sealing’ header and the brown vent line is a vent to atmosphere.
OPEN the valve on the brown vent line and then the valve on the green Nitrogen supply line.
Note the increase in pressure in the pump trunking as the Nitrogen is introduced.
Using the Oxygen analyser (Page 3) to monitor the atmosphere within the trunking via the
sample points ‘EPB’ & ‘EPT’. (Note: Remember to purge the instrument with air between
each reading). Continue to purge the trunking until the Oxygen content has been reduced to
less than 3% by volume.
When the required Oxygen content has been achieved close the Nitrogen inlet valve, and
the vent valve, ensuring that the final pressure within the trunking is between 30 and 50kPa.
When completed, change the tank number and repeat this procedure in all of the remaining
cargo tanks.
COMPLETION OF BALLASTING
CHECK level in No.4 ballast tanks
When the tank level reaches 98% you should accept the alarm and then STOP the pumps,
and close all the relevant valves in the ballast system.
TURN to PAGE 1 - STATUS
NOTE level indication in No.4 ballast tanks has now risen.
NOTE Change in trim and draught readings.
Summary
The purpose of this exercise has been to help you become familiar with the simulator and its
operation. In doing so you have been introduced to the vessels ballast system, Nitrogen
system, the portable Gas Detection Instruments and some of the equipment within the cargo
tanks. If you are still unsure about the basic operation of the simulator and the model it is
recommended that you undertake this exercise again.
END OF EXERCISE
WISE – Exercise 3
Exercise 3 – Commence inerting cargo tanks
Aim
To introduce the concepts used to maintain a safe atmosphere at all times within the cargo
system, and to provide experience in the operation to commence inerting the cargo tanks.
Objectives
• To check that the insulation spaces around the cargo tanks have been correctly
purged with Nitrogen and pressurised to the correct settings.
• To understand the principles and correct procedures to be followed to inert the cargo
tanks.
• To set up the pipeline system and commence the inerting operation of the cargo
tanks in a safe and controlled manner.
Simulator Set-Up
1. Check WISE monitoring system is shutdown (Click ‘Stop WISE’ button and confirm)
2. Load snapshot 3 – Commence inerting cargo tanks from the main snapshot library.
3. Set autosnap to ‘3’ min intervals
4. Restart WISE monitoring system (Click ‘Start WISE’) enter name and select ‘LNG –
Exercise 3’ rule database. Click OK to confirm.
5. When monitoring system is loaded, click ‘Instructor’ button to start and then run
snapshot.
6. Change to graphics page display and select page 13 – Nitrogen
Current Status
The cargo tanks have been purged with dry air. All valves within the cargo system are
currently in the closed position and spools removed.
No.1 Nitrogen generator is currently on standby with the Nitrogen pipelines set up to deliver
N2 to and pressurise the insulation spaces. The purging of the insulation spaces has been
reported as being completed.
The sequential gas detector on whilst all other valves and equipment are shutdown or in
they’re normal operating condition.
Check the various pages on the model to ensure that you are familiar with the status of the
various items of equipment. If required use the portable gas detection equipment to check
that the hold spaces are dry as specified.
Information
Before you continue with this exercise you should be able to answer the following questions.
To check if your answer is correct ‘double-click’ on the ? symbol to the right of the question. If you
are incorrect or require further information click on the ‘More Info’ symbol. When you have completed
reading the additional material return to this page by using the back button on the main toolbar.
WISE – Exercise 3
1. What is the purpose of ‘Inert Gas’?

?
More Info
2. What are the two methods of changing an atmosphere within a closed space?
?
More Info
3. When possible, which method should be used to change an atmosphere within a
cargo tank on a LNG carrier and why?
?
More Info
4. What is the basic principle of operation that should be followed with regard to the
condition of the atmosphere within the cargo system of an LNG carrier?
More Info
?
Tasks and Instructions
Checking of insulation spaces

Prior to commencing to inert the cargo tanks it should be verified that both the Interbarrier
spaces and Insulation spaces around the cargo tanks have been purged with Nitrogen
correctly and that the various valves have been set into the correct operating positions.
Looking at Page 13 – Nitrogen, check that the inlet and outlet bypass valves for the IBS and
IS on all tanks have been closed. Verify that the isolating valves for all the control valves
are in the open position and that the pressures are above zero and not in the alarm
condition.
For full details of the Nitrogen purging system click on the button below
Nitrogen Pressurisation & Control
Lining up to inert cargo tanks

To enable the cargo tanks to be inerted, Inert gas is supplied to the cargo tanks through the
liquid filling line and the displaced air from the cargo tanks is vented to the atmosphere
through the vapour line, the vent mast and the manifolds.
After checking that the operation of purging the insulation spaces has been completed begin
to line up the pipeline system to allow the inerting operation to be conducted as described.
Referring to graphics page No.4,
First insert the aft horizontal spool piece to connect the inert gas supply line (purple) into the
‘T’ connection located to the right of the supply line to the vaporisers.and above valve195.
Then insert the vertical spool piece to connect the ‘T’ connection into the Liquid header (light
blue) close to valve 195.
WISE – Exercise 3
Inert gas spool
Liquid header spool
Once the spool piece’s has been inserted open the following valves:
• Tank vapour valves – 45, 46, 47, 48
• Inert Gas connection into the Liquid Header -195
• Cargo tank liquid isolating valves – 21, 22, 23, 24
• Cargo tank filling valves (located in each tank to the right of the cargo pumps shown
by the circle).
Liquid isolating valve
Vapour valve
Filling valve
To allow the air to be vented to atmosphere the valve at the fwd end of the Vapour Header
line 247 together with its isolating valve 190 have also to be opened. However, valve 247 is
part of the pressure protection system for the cargo system and is normally opened
automatically when the pressure within the vapour header exceeds 23kPa. During the
inerting operation the pressure will never reach 23kPa, therefore valve 247 has to be set so
that it can be operated manually. When the setting has been changed open both valves 190
and 247.
To do this, click on the green box outline located to the right of the valve. Then click ‘ON’ on
the control bar. The box will now illuminate indicating the valve is in manual control and the
valve can now be open in the normal way. Operate the valve so that it is in the fully open
position.
Setting up of Inert Gas generator

Once the pipelines are set up for the inerting operation the Inert Gas generator must be set
up to supply the correct quality of Inert Gas.
Before the Inert Gas generator can be started, cooling water has to be supplied using one of
the ballast pumps.
WISE – Exercise 3
Referring to graphics page No.17 – Ballast
Insert the spool piece to connect the ballast system to the Inert Gas generator (located on
the left side of the screen), then open the supply valve (V1 = 386, V2 = 531).
Line up the port ballast pump to supply the water, by opening the main sea suction and
pump suction valves (V1 = 362, 364, V2 = 658, 354, 356). Once the valves are open, start
the pump and then open the pump discharge valve (V1 = 523, V2 = 360, 358).
Look at graphics page 12 – Engine Room and check that the LO Water P alarm for the IG
plant has reset.
When previously used, the IG plant supplied dry air for the purpose of drying the cargo
tanks, therefore the setting on the IG plant needs to be changed. Place the cursor over the
IG button and place to on by clicking on the control bar. When correctly set the IG indicator
will be illuminated and the plant is now ready to supply Inert Gas for the inerting operation.
Commence inerting Cargo Tanks

The operation to inert the cargo tanks can now be commenced.
5. As the cargo tank currently contains air and you are introducing inert gas should the
IG be introduced into the top or bottom of the cargo tank to ensure the most efficient
operation?
?
More Info
When ready, start the inert gas generator by placing onto standby (STBY) and then ON.
and check that inert gas begins to be supplied to the deck when the correct Oxygen and
dewpoint settings have been achieved.
The inert gas plant is fitted with supply valves that normally operate automatically. If the IG
is not of the correct quality (Oxygen content or Dewpoint too high) the valve to the vent
remains open. Only when the correct quality has been achieved will the deck supply valve
open and vent valve close. The valves can be operated manually if required by selecting
the MAN control alongside the AIR/IG selection buttons.
6. The set point for the Oxygen content in the IG supply is currently 3%. What is the
maximum amount of Oxygen normally allowed within the IG supply when inerting?
More Info
?
7. The IG supply is also controlled by the dewpoint within the IG (currently set at –
40oC). Why is a low dewpoint required?
More Info
?
Once inert gas is being supplied to the deck check that the operation has been commenced
successfully correctly by checking the oxygen readings at the various levels in the cargo
tanks using the portable gas detection equipment and record your readings.
8. How will you know if the operation is proceeding successfully?

?
More Info
WISE – Exercise 3
When you have confirmed that inert gas is entering all the tanks continue to monitor the
situation. You may need to adjust the position of the tank filling valves to ensure that the
flow into each tank is evenly distributed. Also monitor the cargo tank pressures. If required
shut in on the tank vapour valves so that a slight positive pressure is maintained within the
tanks. This will assist in maintaining the interface between the two gases.
Continue with the exercise until you are confident that the operation is proceeding as it
should be and that all the tanks are in the process of being inerted. If you wish you may
continue the exercise throughout until all the cargo tank have been inerted, which should
take approximately 12-15hrs to complete.
Summary
This exercise has introduced you to the methods used to change tank atmospheres and to
ensure the correct atmosphere is achieved in the most efficient manner with due regard to
safety.
In particular you should now understand:

• what the terms ‘Dilution’ and ‘Displacement’ mean in the context of changing tank
atmospheres
• how to decide which method to use
• when using displacement how to decide whether a gas should be introduced in the
top or bottom of the tank to replace the atmosphere existing in the tank.
• how the displacement operation should be set-up and conducted for the cargo tanks
on this type of vessel.
You have also been introduced to the basic operation of the Inert Gas generator and the
reasons why the quality of the inert gas has to be maintained.
If you believe you have completed this exercise successfully and understand the principles
that have been discussed please continue onto Exercise 4. If you are unsure about any you
should re-read the documentation referenced in the text above and retake the exercise.
End of Exercise
WISE – Exercise 4
Exercise 4 – Complete inerting cargo system
Aim
To introduce the operator to the various components that comprise the cargo piping system,
and the correct procedures to be followed to complete the operation of inerting the cargo
tanks and cargo piping system and a safe and efficient manner.
Objectives
• To complete inerting of the cargo tanks
• To understand the principles that should be followed to ensure that the cargo piping
system and cargo equipment are inerted in a safe and efficient manner
• Be able to create and assess a plan of operation
• To become familiar with the various pipeline systems and items of cargo equipment
on a vessel of this type.
Simulator Set-Up
2. Load snapshot 4 – Complete inerting cargo system from the main snapshot library.
snapshot.
6. Change to graphics page display and select page 4 – Cargo Pipelines
Current Status
Inert gas is being supplied from the inert gas generator into the cargo tanks via the liquid
filling line. This is connected to the inert gas supply main by a spool piece into a ‘T’
connection and isolating valve. The displaced air is being vented to atmosphere via the fwd
vent mast with the fwd vapour header valve set to manual operation.
No.1 cargo tank has been completed and the liquid filling and vent valves have been closed.
The interface in all the remaining tanks is above 98% and rising.
The sequential gas detector is on with all other valves and machinery shutdown.
Information
1. Should the pipelines be inerted? ?

More Info
WISE – Exercise 4
2. Which pipelines should be inerted?

?
More Info
3. When inerting the pipelines what is the most important aspect that you need to
avoid?
More Info
?
Complete inerting cargo tanks

The cargo tanks are currently being inerted by supplying inert gas into the bottom of the
tanks and venting the contents to atmosphere via the vapour line to allow the air to be
removed from the tank dome area. The spaces are nearing completion.
4. To enable the cargo tanks to meet the required criteria they have to be inerted until
they contain an Oxygen content of less than?
More Info
?
5. The dewpoint has also to be monitored and should ideally be?
More Info
?
Check the required readings in the top and bottom of the spaces regularly using the gas
detector. Check the condition is correct in No.1 tank. As each of the next three tanks is
completed shut the vapour valve and increase the pressure in the tank until it is above zero,
then shut the inlet valve.
During this period begin planning how you will purge the pipelines.
In formulating your plan you should take into consideration the following:
• You always need to be aware of where the gas is coming from and where it is going
to!
• Flow is dependent on pressure difference. Consequently to undertake this operation
relatively quickly, the source of the inert gas has to be at a higher pressure than the
point at which the atmosphere is being vented.
• You cannot connect the inert gas plant directly to the piping system. Consequently
another indirect source has to be selected.
• Purge each line separately. It is easier to plan and always means you can be sure
that a particular line is inerted. If multiple lines are done together it is unclear which
particular route the gas will follow.
• As well as the pipelines all equipment such as compressors and heaters need to be
purged.
• Bear in mind that in real life undertaking this operation will involve a lot of movement
around the deck and swinging of blanks. Consequently any plan should be arranged
to keep movement of people and pipelines to a minimum.
WISE – Exercise 4
Suggested method of inerting pipelines:

There is not one correct method to be used for inerting the pipelines. The method chosen
will depend on:
• The sizes and lengths of the pipelines involved
• Available connections to vent masts
• Connections available for checking atmosphere using gas detector
• Equipment location and type
However the following is one method which has been proved to be easy to implement and
successful:
a) Pressurise all tanks to at least 2kPa with inert gas.
b) Remove manifold blanks on all liquid and vapour lines
c) Maintain the supply of inert gas into the last cargo tank to be completed.
d) Commence at No.1 tank, open liquid line through to manifold. After a few
minutes check the O2 content at manifold and close.
e) Open Spray return and spray valves on cargo tank, spray isolating valves on
header and spray valves into manifolds. After a few minutes check O2 content at
manifold and close.
f) Open vapour line through to manifold. After a few minutes check O2 content at
manifold and close.
g) Check all valves on first tank are closed and move onto next tank.
h) Repeat steps d – h until pipelines from all tanks purged.
i) When all lines from cargo tanks to manifold have been successfully purged, line
up from last cargo tank via vapour line through each compressor and heater in
turn through to manifold and purge machinery until O2 content checked below
the required limits
If the above is used as a basic plan, and as you progress you check all possible
interconnections and ‘dead’ ends you minimise the chance of forgetting individual lines.
For a detailed plan as described within the cargo operations manual click on the button
below:
Inerting of Cargo Pipelines
The procedures outlined within the cargo operations manual use a different method than the
one described above. Both methods can be completed successfully.
Commence inerting Pipelines and Deck Storage Tanks

When you are satisfied that the last cargo tank is inerted, shut the vapour valve and reopen
the inlet valves into all the tanks and raise the tank pressures to above 2kPa.
Commence inerting the pipelines using either the plan you have devised, or as described in
the cargo operations manual.
On the model gas detection points are located in a number of positions on the pipelines and
within the machinery. Where sample positions are not provided you should follow the
procedures required to ensure all the lines are purged.
WISE – Exercise 4
As you implement your plan look carefully at the route of each pipeline and to what they
connected, in particular where cross-over arrangements allow them to be connected to other
systems.
Monitor the pressures within the cargo tanks throughout to ensure they do not rise above
5kPa.
Continue until you are satisfied that all the pipelines have been purged and the various
items of cargo equipment are inerted.
When completed, ensure all the cargo tanks have in excess of 2kPa pressure, then
shutdown the inert gas supply by:
• stop the inert gas generator
• stop No.3 ballast pump and shut associated valves
• check all valves on deck closed
• close valve 195 (IG supply to liquid header) and remove spool piece’s between the
inert gas supply line and liquid header.
Method assessment
Think carefully about the procedures you had to follow to complete the operation using the
method the particular method you choose. In particular:
• Where the procedures easy to follow?
• Did you always know where the inert gas from coming from and going to?
• Can you be sure you never purged oxygen or air into a pipeline or space that has
already been purged?
• Where all dead ends purged?
If the answer to any of the above is NO then you should re-examine the plan you used and
identify any areas which need to be improved.
Summary
This exercise has introduced you to the various methods that can be used to ensure all the
pipelines and equipment associated with the cargo system are purged and contain a safe
atmosphere prior to introducing cargo vapour. It has also introduced you to the particular
pipeline arrangement on this vessel.
• The advantage of keeping a plan for purging pipelines simple

• The arrangement of all the liquid, vapour and spray lines and how they connect to
the various items of equipment.
that have been discussed please continue onto Exercise 5. If you are unsure about any
aspect, in particular the method to use for purging the pipelines you should re-read the
documentation referenced in the text above and retake the exercise.
End of Exercise
WISE – Exercise 5
Exercise 5 – Commence ‘Gassing up’ (Inert Gas Purge)
Aim
To introduce the operator to the reasons why, and the correct procedures to be followed, to
commence the operation of gassing up the cargo system
Objectives
• To understand the reasons why gassing up of the cargo system is required.
• To understand the purpose of the ‘LNG Vaporiser’
• Understand and implement the correct procedures to ensure the vaporiser is
operated correctly.
• To set up the pipeline system and commence the gassing up operation of the cargo
Simulator Set-Up
2. Load snapshot 5 – ‘Commence gassing up’ from the main snapshot library.
snapshot.
6. Change to graphics page display and select page 5 – Manifold
Current Status
The vessel is now berthed, port side alongside. Four liquid lines and the vapour return line
have been connected to the shore with the appropriate blanks removed. The ESD
connection to the shore has been made using the ‘Radio’ link.
The vapour valves on each cargo tank are open. All other valves within the cargo system
are closed including the Fwd vapour valve (247), which has been returned to automatic
operation.
The cargo tanks, pipeline system and cargo equipment are fully inerted, the sequential gas
detector is in operation and steam supply to deck is on.
Check the appropriate pages on the model to ensure that you are familiar with the status of
the various items of equipment. If required use the portable gas detection equipment to
check that the system is inerted as specified.
WISE – Exercise 5
Information
1. What are the two components within Inert Gas that will cause a problem if LNG is
loaded into the inert atmosphere that currently exists within the cargo tanks?
More Info
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2. If these two components are not removed what would be the resulting effect?
More Info
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3. By replacing the inert gas within the tanks with cargo vapour the possibility of any
problems are minimised. What method of changing the tank atmosphere should be
used to ensure this operation is successful?
More Info
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Because of the reasons outlined in the questions above the Inert Gas currently within the
cargo system has to be removed before cargo at a low temperature can be introduced. This
is achieved by replacing the Inert Gas with warm cargo vapour. Currently the vessel has no
cargo on board consequently the supply has to be provided by the shore, either as vapour
or more commonly as a liquid.
4. Why is the supply of cargo for the gassing up operation usually provided from the
shore in the liquid form?
More Info
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If the shore supply is in the liquid form it must be turned into vapour and heated before it can
be introduced into the cargo system. The LNG Vaporiser is used for this purpose.
The LNG Vaporiser comprises of a container through which steam is passed. Within the
container are tubes into which the liquid LNG is fed. The heat from the steam on the outside
of the tubes will transfer into the LNG causing the temperature to rise and the liquid to turn
into vapour. The vapour is then retained within the shell so that it is further heated until it is
at the required temperature for introduction into the cargo system.
For full details of the LNG Vaporiser fitted to this vessel click on the button below.
LNG Vaporiser
Once at the required temperature the warm cargo vapour is directed into the top of the
cargo tanks. The inert gas is then removed from the bottom of the tanks and is either
vented via the fwd vent mast (if allowed) or returned to the shore.
WISE – Exercise 5
Purging of LNG Vaporiser with Nitrogen

Prior to introducing LNG into the Vaporiser the pipeline between the manifold and the
Vaporiser inlet should be purged with Nitrogen?
5. What is the reason for this?

More Info
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For the purposes of this exercise manifold L3 is going to be used for the shore liquid supply.
However in practise any of the liquid manifolds can be used for this purpose.
On the manifold page (Page 5) open the Nitrogen valve (on green line) that connects into
manifold ‘L3’ to relieve any pressure that may be in the line.
After a few moments insert the spool piece connecting the Nitrogen line into manifold L3 and
then open the manifold drain valve 143. (If the spool piece cannot be inserted initially it
means that there is still pressure within the Nitrogen line. Wait a few more moments and
retry).
Open the following valves:

• Manifold L3 ESD valve (125)
• Manifold L3 Double Shut Cooling valve (161)
• Manifold to Spray Header isolating valve (189)
On page 4 – Cargo pipelines

• Aft Spray Header isolating valve (193)
• Vaporiser supply valve (183)
• Vaporiser outlet to Vapour Header valve (210)
Change to page No.11 – Vaporisers
The Nitrogen from the manifold will be purged through the Vaporiser and exhausted into the
vapour header via valve 210.
All heaters and vaporisers in the model are fitted with a safety device to avoid the possibility
of the equipment freezing in the event of a cold supply being introduced without the steam
supply being started causing damage to the heater construction. Consequently the
Vaporiser inlet valve cannot be opened unless the steam supply has been set up. On the
real vessel the vaporisers may not be fitted with such a device enabling the inlet valve to be
opened without the steam supply being on, hence further safety precautions would be
required.
To complete the line up to purge the Vaporiser, open the following valves:
• LNG Vaporiser steam inlet (481) and outlet (488) valves
• Vaporiser inlet valve (203)
WISE – Exercise 5
• Vaporiser outlet valve (207)

• Vaporiser inlet isolating valve (201)
Change to page 12 – Engine Room
Check the Nitrogen main supply valve to the deck (268) is open. Note that the buffer tank
contains sufficient pressure to begin the purging operation. However the Nitrogen generator
should be running so that the pressure within the buffer tank can be replenished. Check
that at least one of the generators is running and that the discharge valve (291 or 292) is
open. If not, initially place the generator on STBY and then RUN, and/or open the discharge
valve.
Nitrogen is now being supplied to the LNG vaporiser via manifold L3.
After a few minutes, using the portable gas detection instruments, check that the dewpoint
within the vaporiser has been reduced below –40oC.
When the required dewpoint has been achieved, close the following valves:
• Manifold Nitrogen supply valve
• Manifold drain valve (143) and remove the spool connection between the N2 supply
line and the manifold drain.
• Nitrogen supply valve to purging & sealing header (268) – page 12
Complete line up for gassing up

For the purposes of this exercise the inert gas within the tanks will be vented via No.1 vent
mast. To complete the line up
on page 4:
• Insert the spool piece between the fwd end of the liquid header and connection into
No.1 vent mast
• Open Fwd liquid header valve (191)
• Open No.1 tank liquid isolating valve (21)
• Open No.1 tank filling valve
6. The maximum outlet temperature from the LNG Vaporiser should be maintained at
+80oC or less. What is the reason for this upper limit?
?
More Info
7. When the liquid supply to the vessel is initially started what will be the effect on the
LNG Vaporiser?
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8. How can this be averted?
?
More Info
You are now ready to commence the gassing up operation.

WISE – Exercise 5
In normal circumstances you would now call the jetty operator to request a very low flow rate
for the supply to the vaporiser. For the purposes of this exercise you will control the flow
rates directly.
Opening of shore valve

Before any liquid can be supplied from the shore the valve located on the shore has to first
be opened. To do this Right click with the mouse on the yellow ‘Connected’ indicator for
manifold L3 on the manifold page (5)
Click OK on the malfunction confirmation box that appears.
The dialogue box for changing the position of the external valve is now displayed.
Enter the value of 1.000 into the box and Click OK to confirm the settings. The valve will
now open.
To control the loading rate

You can control the flow rate directly via page 1 graphics screen. To control the flow rate,
firstly the maximum allowable line pressure and speed of increase or decrease in the flow
rate has to be defined. To do this Right click with the mouse on the pressure reading for
either the fwd or aft liquid manifold.
Once the confirmation box is accepted the dialogue box for changing the pressure
parameters is now displayed.
WISE – Exercise 5
Two options are provided:

• Amount of pressure increase / decrease
Flow rates within the model are directly determined by the pressure difference
between the source (In this case the shore) and the sink (cargo tank). This
parameter determines how much the external pressure will increase or decrease
each timestep (1sec). Consequently by adjusting this value you can speed up or
slow down the speed at which the flow rate will increase or decrease to the
required value. The default setting of 0.010 provides a good average and should
be used in most instances.
• Maximum external pressure
This will determine the maximum external pressure that can ever be achieved in
absolute units. In this case the maximum is set at 1.000 bar. This is the same
pressure as in the cargo tanks consequently no matter what the requested rate is
set at the actual flow rate achieved will be very small. For most requirements a
value of 9.000 (8.00barg) will be suitable.
Enter this value now. When you have completed changing the values Click OK
to confirm the settings.
Both of these values are ‘global’ in that they apply to all manifolds and hence only need to
be entered once.
Once the pressure settings have been defined you can now consider adjusting the flow rate.
To do this Right click with the mouse on the appropriate flow rate reading for the manifold
where the required flow rate is to be adjusted. For this exercise that is the fwd, aft liquid
manifold.
The dialogue box for controlling the flow rate is now displayed.
WISE – Exercise 5
• Target flow rate

This is the requested flow rate in m3/hr for the manifold selected. For
commencing the gassing up operation a rate of approx 10m3/hr would be
expected, increasing to 36m3/hr. Enter the value of 10.0.
• Ext N2 supply
This allows an external Nitrogen supply to be connected. This option can be
ignored at this time.
Click the OK button to confirm the new entries.
Look at the external pressure and temperature for manifold L3. You will now see the
external pressure increment by the value entered and the temperature will begin to
decrease as liquid begins to flow into the manifold. If the external pressure is ‘jumping’ a
large amount right click on the external pressure again and enter a smaller value in option 1.
Change to page 11 – Vaporisers and check the inlet temperature. After a few minutes the
inlet temperature will begin to decrease.
Control of outlet temperature from vaporiser

The outlet temperature from the vaporiser is controlled by spraying a small amount of liquid
into the outgoing vapour at the vaporiser outlet. The amount of liquid is controlled by a
small valve referred to as the temperature control valve.
As the liquid enters the vaporiser it will begin to turn into vapour and heat up. Open the
temperature control valve (205) to 100% and then adjust the position of the temperature
control valve until a steady temperature of approximately +20oC is achieved. Initially,
because only warm vapour is in the supply line, the temperature control valve will have
minimal effect. Only when the liquid is in the vaporiser supply will the outlet temperature be
capable of being controlled.
WISE – Exercise 5
9. For the ‘gassing up’ operation the outlet temperature required from the Vaporiser
should be similar to the temperature of the inert gas currently within the cargo tanks.
What are the three reasons for this requirement?
More Info
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As the temperature decreases increase the required flow rate to 20 and continue to control
the temperature manually as required by adjusting the temperature control valve position
when the flow rate is changed. However, if preferred, the control of the outlet temperature
can be placed into automatic operation as follows:
• Once the required outlet temperature has been achieved, select AUTO and then
click the left hand end of the control bar. The AUTO indicator will illuminate and the
required set pt will appear on the screen.
The temperature control valve will now adjust automatically as the flow rate changes to
maintain the required outlet temperature.
Steam Condensate
10. What will happen to some of the steam as liquid begins to enter the heater?
?
More Info
You will notice that once LNG reaches the vaporiser (Inlet temp < -155oC) the condensate
level will begin to rise in the drain pot. Open the drain valve and check that the level
decreases. Leave the valve in the open position!
The cargo vapour being exhausted from the outlet of the vaporiser is now being fed into the
top of No.1 tank.
Using the portable gas instruments check that the cargo vapour is entering the tank as
required and the atmosphere change operation is proceeding correctly.
11. Which gas instrument should be used to check for cargo vapour within the cargo
tank and why?
?
12. What indications suggest that the operation of purging No.1 tank is proceeding as it
should?
More Info
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Commence gassing up remaining cargo tanks

When you are satisfied that the operation is proceeding correctly, in No.1 cargo tank open
the appropriate valves on the remaining tanks and commence gassing up all cargo tanks at
the same time.
Using the gas detector equipment check that the operation is proceeding correctly. You
may need to adjust the position of some of the outlet valves to ensure that the flow rate into
each tank is similar.
WISE – Exercise 5
Once this has been confirmed, slowly increase the flow of liquid into the vessel by adjusting
the required flow setting until the maximum capacity of the vaporiser has been reached (inlet
pressure approx 300kPa)
Continue until you are confident that the operation is proceeding as it should be and that all
the tanks are in the process of being gassed up.
If you wish, you may continue the exercise and operation until all the cargo tanks have been
‘gassed up’. Once the tanks have been completed you can purge the pipeline system using
a plan similar to the one used for inerting. However, because you are now handling cargo
vapour the pipelines cannot be vented via the manifold and hence the plan will need to be
adjusted to take this into account. Overall, the total operation will take approximately 24hrs
to complete.
Summary
This exercise has introduced the concept of ‘gassing up’ the cargo tanks and how that is
achieved
• The reasons why the inert gas has to be purged from the cargo system
• Where the supply of liquid to provide the vapour is obtained
• How the gas should be introduced and vented from the cargo tanks to ensure the
displacement method of atmosphere replacement can be achieved.
• The operation of the LNG Vaporiser and the precautions that need to be taken
during its initial operation.
aspect you should re-read the documentation referenced in the text above and retake the
exercise.
End of Exercise
WISE – Exercise 6
Exercise 6 – Commence Initial Cooldown
Aim
To introduce the operator to the principles involved and enable them to undertake the
operation of initially cooling down the vessel prior to loading.
Objectives
• To understand why cooling down of the cargo system is required
• To understand the principle mechanism used during the cooldown process
• Be familiar with the construction and design of the cargo tanks
• To understand the need to heat the cofferdams and undertake the correct
procedures for placing the cofferdam heating system in service.
• To understand the purpose of the “High Duty (HD) Compressor.
• Understand and implement the correct procedures to ensure the HD Compressor is
operated correctly.
• To set up the pipeline system and commence the cooldown operation of the cargo
Simulator Set-Up
2. Load snapshot 6 – ‘Commence cargo tank cooldown’ from the main snapshot library.
snapshot.
Current Status
The vessel is berthed, port side alongside. Four liquid lines and the vapour return line have
been connected to the shore with the appropriate blanks removed. The ESD connection to
the shore has been made using the ‘Radio’ link. All manifold connections were purged with
Nitrogen prior to the shore arms being connected.
The vapour valves on each cargo tank are open. All other valves within the cargo system
are closed.
The cargo tanks, pipeline system and cargo equipment have been ‘gassed up’, and the
sequential gas detector is in operation.
the various items of equipment. If required use the portable gas detection equipment to
check that the system is ‘gassed up’ as specified.
WISE – Exercise 6
Information
1. There are three reasons why the cargo system is required to be cooled down prior to
the loading of LNG. Can you identify them?
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2. Of the three, can you identify one that is the more important to consider?
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Because of the ready availability of supply from the shore and the cold temperature LNG is
used as the primary cooling medium. However to avoid the problems identified in the
questions above it cannot be introduced into the tank very quickly. At the same time the
operation has to be completed within a reasonable time period.
Consequently the LNG has to be introduced in such a way so as:

• to avoid the liquid coming into contact with the tank shell at any time
• allow the rate of temperature decrease of the tank structure to be controlled so that it
is as fast as possible but within safe limits
• allow the amount of vapour generated to be controlled.
Heat Transfer Process
3. The principle upon which the method used within the cooldown operation is based is
the concept of ‘Latent Heat of Vaporisation’. What is meant by this term?
?
More Info
If LNG is introduced into a warm vapour, because of the large temperature difference
between the vapour and liquid, the heat from the vapour will immediately transfer into the
LNG. This has two effects:
a. The vapour around the LNG will cool as the heat is removed
b. The heat energy entering the LNG will cause it to turn into vapour.
If this process is continued over a period of time, the surrounding vapour in the tank will also
cool. This vapour is in contact with the cargo tank structure, and as the vapour cools the
heat contained within the tank structure will transfer into the vapour, hence cooling the tank.
To improve the efficiency of the process the LNG is passed through spray nozzles as it
enters the tank causing it to turn into small liquid droplets. This increases the surface area
of the liquid in contact with the warm vapour and hence allows increased heat transfer to
take place for the same amount of liquid. Therefore the amount of liquid required to cool the
tanks can be minimised.
As the LNG entering the cargo tanks changes into vapour, the tank pressure will increase.
Consequently this additional vapour has to be removed from the tanks so that the pressure
can be maintained within safe limits. The vessel has no facilities to reliquify the vapour so it
WISE – Exercise 6
has to be returned to the shore terminal via the vapour return line. To ensure sufficient flow
rate can be maintained two ‘High Duty Compressors’ are provided which are used to suck
the vapour from the tanks and blow it into the shore system.
Nitrogen Purging Requirements

In the previous exercises it was highlighted that prior to introducing cargo vapour or liquid
into the cargo tanks the insulation spaces around the tanks have to be purged with Nitrogen.
This is to ensure that:
• The atmosphere within space is inert so that in the vent of a cargo leak a flammable
atmosphere will not be created.
• If a leak does occur, the vapour will be carried to the gas detection sensors located
on the vent from the space.
• Maintain the insulation in a ‘dry’ condition
For full details of the Nitrogen Pressurisation system see the relevant extract from the Cargo
Operations Manual by clicking on the button below.
Nitrogen System
A continuous small flow of Nitrogen is then maintained through the space at all times whilst
there is cargo within the tanks. The supply of Nitrogen to the spaces for normal purging has
been set up and undertaken in the previous exercises.
However, during the cooldown operation, as the tank structure cools it will begin to contract.
Consequently the volume within the insulation spaces between the tank wall and the
surrounding insulation will increase. If the Nitrogen purge rate is kept at the same rate as
during normal purging then the increasing volume will cause the pressure within the space
to decrease to the point of a vacuum been created leading to the possibility of:
• air entering the space
• possible damage to the insulation as it is sucked onto the tank wall.
To avoid this, the flow of Nitrogen into the annular spaces has to be increased during the
tank cooldown operation to compensate.
For full details of the Cooling Down operation see the relevant extract from the Cargo
Operations Manual by clicking on the button below.
Initial Cooldown
Setting Up Nitrogen Purging of Insulation Spaces

Turn to Page 12 – Engine Room
There are two settings for the required pressure to be maintained within the pressurisation
header, 2kPa and 50kPa. The pressure is currently set to 2kPa. During the tank cooldown
operation the setting requires to be increased to 50kPa to allow sufficient Nitrogen to be
provided.
WISE – Exercise 6
Change the set point to 50kPa by locating the cursor on the button and clicking the left hand
end of the control bar, and then check that the control valve opens and the header pressure
increases accordingly.
Cofferdam Heating System

Because of the low temperature of the cargo that is to be carried and the nature of the tank
insulation, if left over a period of time the temperature within the cofferdams located at the
fwd and aft ends of the cargo tanks would decrease. However, the bulkheads of the
cofferdams are constructed of normal steel that cannot withstand the effects of low
temperatures. Consequently if the temperature is allowed to decrease below 0oC there is
the danger of the steelwork cracking.
To ensure that this possibility does not occur, each of the cofferdams are fitted with heating
coils through which warm glycol is continuously circulated, to ensure that the temperature
within the cofferdams and the bulkheads is maintained above +5oC at all times.
The heating system should be placed into operation prior to introducing any cold liquid into
the cargo tanks and then maintained in operation until such time that the cargo system has
been warmed after all the cargo has been removed.
The cofferdam heating system comprises of two circuits each equipped with a circulating
pump, heater and a number of coils in each of the five cofferdams. For full details see the
description of the Cofferdam Heating System in the Cargo Operations Manual.
In normal conditions, one system is operating whilst the other system is kept on standby with
all appropriate valves open.
Setting up of the Cofferdam Heating System

Look at page 14 – Glycol
Open the following valves on No.1 circuit

• Heater steam inlet valve (486)
• Heater steam outlet valve (622)
• Heater inlet valve (399)
• Heater outlet isolating valve (410)
• No.1 circuit inlet isolating valve (413)
• No.1 pump discharge valve
• No.1 pump inlet valve
• No.1 circuit suction isolating valve (397)
WISE – Exercise 6
Cofferdam valves
• Main inlet isolating valves (419,420,421,422,423)
• Main outlet isolating valves (449,450,451,452,453)
• No.1 Coil by pass valve (located to right of three way valve on each cofferdam)
• No.1 Coil outlet valves (No.1 cofferdam = 3, No.2 – 5 cofferdams = 2)
Main inlet valve
Coil bypass valve
Coil outlet valves
When, all valves have been checked to be open, start the No.1 circulating pump and check
that the non-return valve on the pump discharge opens.
The heating system is now in operation. As the cofferdam temperatures are currently above
+5oC the coil inlet valves will remain closed.
When you are satisfied that No.1 circuit is operating correctly repeat the above procedures
and open the appropriate valves on No.2 circuit but DO NOT start the circulating pump.
Setting up of High Duty Compressors

Although the High Duty Compressors may not be required immediately when the cooldown
operation is commenced, it is good practise to ensure they are prepared and checked ready
so that they can be started straight away if required. To set up the compressors on the
model:
• Lubrication oil system (Page 15):

a. Open the lubricating oil supply valves to the appropriate compressor
b. Open steam valves to lub oil sump htr.
c. Open FW cooler supply valve and start FW supply using buttons
d. Start the circulating pump. (Page 15). Check that the low L.O. pressure
alarm for the appropriate compressor has reset.
WISE – Exercise 6
• In the engine room (Page 12) open the Nitrogen supply valve to the purging &
sealing header (268) and check buffer tank pressure is within correct limits (300-
800kPa)
• HD Compressor(s) – Page 8
a. Open nitrogen seal supply valve and check seal pressure increases.
b. Set compressor discharge valve to the open position (may not actually open
immediately as the valve is of the non – return type)
c. Open compressor inlet valve
d. Check vane angle is set to minimum
e. Set compressor control to stand-by to activate power
f. Open compressor return valve (228)
When operating with real compressors additional preparations have to be conducted, in

particular relating to the bulkhead seal. For full details see the description of the High Duty
Compressor in the Cargo Operations Manual.
High Duty Compressor
Line up to commence cooldown operation
Page 5
For the purposes of this exercise manifold L3 is going to be used for the shore liquid supply.
However in practise any of the liquid manifolds can be used for this purpose. Check the
following valves are open:
• Manifold L3 ESD valve (125)
• Manifold L3 Cooling valve (161)
• Spray Header connection (189)
Page 4
• Spray header aft isolating valve (193)
• Spray header fwd isolating valve (192)
• Check cargo tank vapour valve open on all tanks
• Compressor suction valve (211)
• Check fwd vapour valve 247 is closed and set to automatic operation
To complete the line up, open the following valves on each cargo tank:
• Spray header isolating valve
• One spray valve
These valves can be opened either via page 4 or 6. On page 6 to change cargo tank data
being displayed, click on the tank number located to the right of the display. A number bar
will appear in the bottom left. Click on the new tank number required and then click ‘Accept’.
WISE – Exercise 6
The data for the chosen tank will now be displayed. Open the same valves as above on
cargo tanks 2 – 4.
When all tanks have been opened the line up to commence the cooldown operation has
been completed. Before proceeding check that you are familiar with the line up both for the
liquid supply and vapour return.
Commence line cooldown

Prior to commencing the actual cooldown operation for the cargo tanks the spray pipeline
has to be cooled. This is done by slowly introducing LNG into the spray header from the
manifold.
for the supply to the spray lines. For the purposes of this exercise you will control the flow
rates directly in the same way as in the previous exercise. As a reminder a summary is
provided below.
On page 1 Right click with the mouse on the flow reading at the manifold where the flow
rate is to be controlled and Click OK on the malfunction confirmation box that appears. The
dialogue box for controlling the flow rate is now displayed.
• Target flow rate

This is the requested flow rate in m3/hr for the manifold selected. For
commencing the initial cooling operation a rate of approx 5m3/hr would be
acceptable.
If you wish to change the maximum external pressure or speed on increase or decrease
Right Click on the pressure reading for either the fwd or aft liquid manifold.
• Amount of pressure increase / decrease
Flow rates within the model are directly determined by the pressure difference
between the source (In this case the shore) and the sink (cargo tank). This
parameter determines how much the external pressure will increase or decrease
each timestep (1sec). Consequently by adjusting this value you can speed up or
slow down the speed at which the flow rate will increase or decrease to the
required value. The default setting of 0.010 provides a good average and should
be used in most instances.
• Maximum external pressure
This will determine the maximum external pressure that can ever be achieved in
absolute units. In this case the maximum is set at 1.000 bar. This is the same
pressure as in the cargo tanks consequently no matter what the requested rate is
set at the actual flow rate achieved will be very small. For most requirements a
value of 9.000 (8.00barg) will be suitable.
Enter this value now. When you have completed changing the values Click OK
to confirm the settings.
WISE – Exercise 6
external pressure increment by the value entered and the temperature will begin to
decrease as liquid begins to flow into the manifold. If the external pressure is ‘jumping’ a
large amount right click on the external pressure again and enter a smaller value in option
a).
Change to page4 – Cargo Pipelines
Check the spray header temperatures for each of the tanks that are shown in the top right of
the display. The temperature on the fwd spray headers should be decreasing whilst the aft
headers may already be cold due to the liquid supplied during the gassing up operation. If
this is not happening check the correct valves have been opened.
Adjust the position of the spray header isolation valves on each tank to try to maintain an
equal cooling rate. Once the spray header temperature has decreased below –100oC on all
the tanks the line cooldown has been completed.
Commence cooling of cargo tanks

Make a note of the pressures currently within the cargo tanks.
The cooldown operation can now be commenced.
Increase the flow rate to until a pressure of approximately 200kPa is obtained on each of the
spray headers. If necessary adjust the position of the spray isolating valves on each tank
until similar pressures have been achieved on each of the spray headers.
Check the cargo tank pressures.
4. You should have noticed that the tank pressures are decreasing. Why is this
happening if the principles as explained earlier are taking place?
?
More Info
Because of this drop in pressure it is important that the H/D compressors are not started
prior to commencing the cooldown process!
Operation of the High Duty Compressor

After a short time the pressures within the cargo tanks will steady and then begin to rise.
When they rise above 10kPa start the H/D compressors as required.
To start the first H/D Compressor

• At the manifold open the Vapour Line ESD valve
• On the compressor check that all valves are set up as previously advised.
• Check suction pressure > 0. If not check correct valves are open on deck lines.
• Check the ‘Surge’ valve on the compressor (222 or 223) begins to close
• Check vane angle is set to minimum (80)
• Check compressor on STBY, then start by using RUN indicator.
• As compressor starts check flow rate increases and surge valve closes.
WISE – Exercise 6
5. All the compressors on the vessel are fitted with a ‘Surge Valve’. What is the
purpose of this valve?
?
More Info
Once the compressor is running check if the tank pressures are still increasing. If so
increase the capacity of the compressor by adjusting the position of the vane angle. Click
on the vane angle indicator and using the control bar select the required vane angle
position. Once selected the vane angle will adjust accordingly together with the flow rate
through the compressor.
If the second compressor is required follow the above procedures except that the discharge
valve will remain closed until the compressor is running. Once second compressor is
running, adjust the vane angles on both compressors so that they are ‘balanced’ and the
flow rate through each are similar.
During the cooldown operation you are advised to maintain the tank pressures between 8-
12kPa.
6. Why is it beneficial to keep the cargo tank pressures within this range?
More Info
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To operate H/D Compressor in automatic

Once the compressor(s) are running they can be placed into automatic operation. When in
automatic, the capacity of the compressor adjusted by the position of the vane angle, will be
adjusted as required to maintain a steady vapour header pressure.
To place the compressor into automatic mode:
• Enter a set point for the vapour header pressure to be maintained by clicking on the
set pt bar and adjusting the position using the control bar. Remember, because the
compressors are sucking from the vapour header line the pressure it contains will be
less than what is in the cargo tanks. Hence to maintain a specific pressure within the
tanks a lower set pt needs to be entered in the controller.
• When required vapour pressure has been selected place compressor into automatic
by selecting MAN indicator and then OFF on the control bar. Vane angle will now
adjust automatically dependent upon actual vapour header pressure compared to the
set point. If the set point is left at zero, compressor will always operate at maximum
capacity
Continuation of Cooldown Operation

Once the compressors have been started, check the temperatures within all the cargo tanks
(indicated on Page 6) are decreasing at a similar rate. If necessary adjust the flow rate so
that the tanks cooldown at a rate of approximately 25-30oC per hour.
As the operation continues, at regular intervals check the following:

• Monitor the cooldown rate regularly and compare the rate achieved with that
recommended in the Cargo Operations Manual.
• Check the flow rate from the shore is being maintained as required
• Check the Nitrogen supply to the insulation spaces is being maintained and that the
flow rate is not excessive.
WISE – Exercise 6
• Using page 16 – monitor the temperatures within the insulation
Continue with the exercise until you are confident that the operation is proceeding as it
should be and that all the tanks are in the process of being cooled down correctly. The total
cooldown operation can be conducted if required. If the exercise is continued on beyond
cooling for 4 hours the flow rate should be reduced so that the cooldown rate is maintained
at 12-13oC per hour.
Summary
This exercise has introduced the concept of ‘cooling down’ the cargo tanks and how that is
achieved
• The methods of cooling the cargo tanks and how it should be implemented.
• The physics involved in the cooldown process.
• The monitoring requirements to ensure the operation is conducted correctly and
safely
• Operation of the High Duty Compressors and how they are used to return vapour to
the shore.
• The Nitrogen purging requirements and how they should be implemented.
exercise.
End of Exercise
WISE – Exercise 7
Exercise 7 – Complete Initial Cooldown and Commence Loading
Aim
To introduce the principles and concepts associated with procedures required prior to
loading, and to provide experience in undertaking the tasks involved in completing the tank
cooldown and commencing the loading operations.
Objectives
• To be able to state the criteria for the cargo tanks to be considered as ‘cooled down’
• Understand the operation of the Emergency Shutdown system and the tests that
need to be conducted.
• Be able to implement the correct procedures to complete the tank cooldown
operation.
• Understand the reasons for cooling the cargo pipelines prior to loading and be able
to implement the correct procedures to carry out the operation.
• To understand the required procedures to be followed to enable loading to be
commenced in a safe and controlled manner.
• Understand and implement the procedures required to commence the deballasting
operation.
Simulator Set-Up
2. Load snapshot 7 – ‘Complete cooldown, commence ldg’ from the main snapshot
library.
snapshot.
Current Status
the shore has been made using the ‘Radio’ link. All manifold connections were purged with
Nitrogen prior to the shore arms being connected.
The vapour valves on each cargo tank are open.
Cooldown of the cargo tanks is currently being undertaken with liquid being supplied from
ashore via manifold ‘L3’ at the rate of 60m3/hr (approx). The operation has been in progress
for nearly 15hrs. The valves within the cargo system are set with one spray valve open on
each tank, maintaining a pressure of approx 200kPa on the spray header and a cooldown
rate of 12-15oC per hour as per the cargo manual.
The cofferdam heating system is set-up and operating and the insulation spaces are
pressurised with Nitrogen
WISE – Exercise 7
One High Duty Compressor is in operation on automatic mode returning vapour to the shore
via the vapour manifold.
the various items of equipment.
Information
1. Before loading can be commenced the cargo tank temperatures have to be below a
specific value. What is the required temperature and what is the reason for this
requirement?
More Info
?
2. What are the normal safety procedures that would normally need to be conducted
prior to the vessel commencing to load?
More Info
?
3. What is the purpose of the Custody Transfer System?
?
More Info
4. What types of level measuring equipment are usually found on LNG vessels? ?
More Info

The main cooling down of the cargo tanks as been progressing for approx 14hrs. All the
temperatures within the tanks are reported as being less than the required –130oC with a
small amount of liquid present in each tank.
Complete cooldown operation

Continue with the cooldown operation until you have checked that the condition within all the
cargo tanks meets the required criteria to allow loading to be commenced.
When completed, stop the flow from the shore. In normal circumstances you would do this
by requesting the jetty operator to stop the LNG supply. With the model you should control
the flow rate directly in the same way as in the previous exercise. As a reminder a summary
is provided below.
On page 1 Right click with the mouse on the flow rate reading at the manifold where the
flow rate is to be controlled and Click OK on the malfunction confirmation box that appears.
In the ‘Target flow rate’ option enter a value of 0.0.

WISE – Exercise 7
external pressure begin to decrease.
Right click on the manifold pressure and enter the following values:
• Inc/dec = 0.005
• Max ext pressure = 1.0
Click OK to accept the new values
When inward flow has stopped (indicated by the flow rate = 0 or 1 and pressure remaining at
a steady value) close the following valves:
• Spray valves on all cargo tanks
• Tank spray master valves on all cargo tanks
• Manifold / Spray header isolating valve (189)
• Manifold ‘L3’ cooling valve (161)
Continue to run the High Duty Compressors (starting a second compressor if necessary)
until the tank pressures have been reduced to approx 10kPa. Once this pressure has been
achieved stop the H/D Compressors and monitor the cargo tank temperatures and
pressures for a few minutes to check that they are stable and not increasing rapidly.
Emergency Shutdown Test

Prior to commencing to load the liquid lines between the shore and ships cargo tanks have
to be cooled.
5. Can you identify the reasons why the lines have to be cooled?
More Info
?
Prior to commencing the line cooldown a test of the Emergency Shutdown System is
conducted. As the test will be conducted whilst most of the pipelines are still in the warm
condition the test is know as the ‘Hot’ ESD test.
6. What are the resulting actions that take place when the ESD is activated?
?
More Info
7. In addition to the manual activation of the ESD, what other conditions will cause it to
be activated?
More Info
?
8. What is the difference between an ESD1 and an ESD2? ?
More Info
9. In the Hot and Cold tests what should be checked? ?

More Info
10. In addition to the Hot and Cold tests of the ESD prior to cargo operations in port what
other checks should be made on the ESD system?
More Info
?
WISE – Exercise 7
To conduct the Hot ESD test open the ESD valves on manifolds L1, L2 & L4 (123,124 &
126). When the valves are open you would normally inform the shore and agree whether
ship or shore will activate the ESD. For the purposes of the exercise you will activate the
ESD locally on board.
When the ESD valves are in the open position, activate the ESD by clicking on the ESD
button (Yellow box) and the control bar. When the ESD activates check that all the ESD
valves close as required. On completion of the test reset the ESD by clicking OFF on the
control bar.
Commence line cooldown

Once the ESD test has been competed and reset, line up for line cooldown by opening the
following valves:
• ESD Manifold valves on liquid manifolds to be used for loading (123, 124, 125 & 126)
• Manifold double shut valves (133, 134, 135 & 136)
• Vapour manifold ESD valve (131)
• No.1 & No.4 Cargo tank filling valves
• No.1 & No.4 Cargo tank liquid isolating valves (21 & 24)
Check the following valve are already open:
• Tank vapour valves
• H/D compressor suction valves
• Compressor main suction valve (211)
When all valves above checked to be open cooldown of the liquid lines can be commenced.
to be supplied on each shore connection. For the purposes of this exercise you will control
the flow rates directly in the same way as in the previous exercise. As a reminder a
summary is provided below.
On page 1 Right click with the mouse on the flow rate reading at the manifold where the
flow rate is to be controlled and Click OK on the malfunction confirmation box that appears.
Target flow rate
For commencing the line cooldown operation a rate of approx 10m3/hr is likely to
be sufficient on the model. Enter the value of 10.0
Select next manifold and enter the same values. Continue until flow has been requested on
all four liquid manifolds.
Liquid will initially flow into the manifolds hence the internal manifold temperatures will be
seen to change relatively quickly.
The temperature in the liquid header will begin to decrease slowly. Normally this operation
is continued until the temperature at the fwd and aft ends of the liquid main are less than -
WISE – Exercise 7
100oC. However, for the purposes of this exercise only it will be sufficient to continue the
line cooldown until the temperatures are indicating below 0oC. Once the temperature in the
liquid header at the fwd and aft ends the lines are cooled down sufficiently, the line
cooldown operation can be stopped.
Stop the flow on all four manifolds by setting the ‘Required flow’ parameter to 0.00.
Cold ESD Test

Once the flow has been stopped, a second ‘Cold’ test on the ESD system should be carried
out. Activate the ESD and check the appropriate valves (Manifold ESD and Tank Filling)
close.
Commence loading
For full details of the Loading operation see the relevant extract from the Cargo Operations
Manual by clicking on the button below.
Loading
On completion of the cold ESD test open:

• Cargo tank filling valves on all tanks
• Cargo tank liquid isolating valves on all tanks
• Manifold liquid and vapour ESD valves
• Check H/D Compressors are on standby and ready to be started.
Vessel is now ready to commence loading.
When you are ready, commence loading by setting in an initial loading rate for each
manifold. An initial loading rate of 200m3/hr (50m3/hr on each manifold) might be advised as
a good starting rate.
Once you are satisfied that the cargo tanks are filling as expected begin to increase the
loading rate in fixed gradual steps up to the maximum of 11,000m3/hr. and adjust the
position of the tank filling valves to ensure that the tanks fill evenly.
It is normal for the required rate increases and when they will be required to be formalised
into a ‘Ramp Up’ procedure that is agreed between the ship and the shore during the pre-
loading meeting. A common procedure is as follows:
1. Initial loading rate 200m3/hr
2. After 10 mins increase to 500m3/hr
3. At 10 min intervals thereafter increase first to 1000m3/hr and then in 1000m3/hr
steps until max of 11,000m3/hr.
Monitor the cargo tank pressure. As the pressure begins to rise start the H/D Compressors
as required to maintain the pressure in the tanks at approximately 10kPa.
WISE – Exercise 7
Commence deballasting
Once loading at maximum rate, the deballasting operation can be commenced.
The vessel should be maintained a near as possible to even keel throughout the loading
operation. Consequently, the normal deballasting procedure on this type of vessel is to
deballast all the tanks at the same time using two ballast pumps.
When you are ready, line up the ballast system accordingly and commence the deballasting.
Bulk loading
Continue with the loading and deballasting operation until you are satisfied that the
operation is proceeding correctly and that you are familiar with the issues that may arise
during an operation of this type.
The exercise can be continued so that the total loading operation is conducted if you so
wish. Loading should be completed within 12-13hrs.
Summary
In this exercise you have successfully completed the initial cooldown of the vessel and
commenced the loading operation. In so doing you should now understand:
• The criteria used to determine if the cooldown operation ha been completed.

• The procedures required to complete the cooldown operation.
• The ESD system and the tests required prior to a loading operation being
commenced.
• The procedure s that should be followed to commence the loading in a safe and
efficient manner.
• How to deballast the vessel to maintain it in a safe a stable condition throughout the
loading operation.
exercise.
End of Exercise
WISE – Exercise 8
Exercise 8 – Complete Loading
Aim
To introduce the principles and concepts which need to be considered during an operation
to complete loading a cargo of LNG.
Objectives
• To understand the required procedures to be followed to enable loading to be
completed in a safe and controlled manner.
• Understand the requirements regarding tank filling limits and how they relate to
loading a cargo of LNG.
• Able to demonstrate procedures to be followed to purge manifolds prior to
disconnection.
Simulator Set-Up
2. Load snapshot 8 – ‘Complete loading’ from the main snapshot library.
snapshot.
Current Status
the shore has been made using the ‘Radio’ link.
The levels in all the cargo tanks are above 90% full and the vessel is currently loading at
13,000m3/hr (maximum rate) via all four liquid manifolds.
One high duty compressors is running with control set to automatic. Vapour header
pressure is currently 10.3kPa.
Port and Stbd ballast pumps are currently in operation, deballasting No.3 and 4 P & S
ballast tanks. All other ballast tanks are empty except for the aft peak.
Check the pipelines and other system pages carefully to ensure you are familiar with the
way the lines have been connected, in particular the arrangement of the cargo lines and
manifold, and which alarms are active and have been accepted.
WISE – Exercise 8
Information
1. The IMO International Gas Carrier (IGC) Code requires that no tank is normally filled
more than 98% full. What is the reason for this requirement?
More Info
?
2. What is the formula which determines the actual filling limit in each tank and upon
which the IMO regulations are based?
More Info
?
3. Vessels which have cargo tanks which are of the Moss–Spherical design (unlike this
vessel) may be allowed to fill the tanks up to a maximum of 99.5% full. Why? ?
More Info
4. What mechanisms are in place on a gas carrier to avoid the tanks ever becoming
100% liquid full?
?
More Info

For a general description on how the loading operation should be conducted read the
extract from the cargo operations manual:
Cargo Ops Manual – Loading
The effects on Cargo Tank Pressure during topping off

When compared to the period of bulk loading, as the level in the tank rises the pressure will
tend to increase faster even though the liquid is entering the tank at the same rate. The
reason for this is that the space available for the vapour is getting smaller. Here is an
example:
A square tank having a volume of 10m3 is half full and the pressure is equal to 5kPa. The
tank is now filled until it is 75% full. This means, however, that the vapour space has also
decreased by 50%. Therefore if the same number of vapour molecules are present in the
smaller volume then the pressure within the space (number of molecules acting on one
location) has to increase.
At the same time, the liquid entering the tank will be boiling releasing more vapour into the
space. Therefore the pressure will actually need to increase further.
In a tank of the spherical design, this problem is further increased by the shape of the tank
near the top which causes the volume to decrease very rapidly as compared to when the
level is within the main body of the tank.
Loading LNG
When loading LNG, the facility of a vapour return to the shore is available which enables this
extra pressure to be handled by us of the high duty compressors. However, when they are
WISE – Exercise 8
running, as the vapour space above the liquid becomes smaller, the tank pressure will
decrease more rapidly even though the compressor may be running at the same capacity,
for similar reasons to above.
Consequently, as the tank becomes close to the filling limit, the pressure within the tank
becomes more difficult to control. Therefore to enable the loading to be completed and at
the same time maintain the tank pressures within safe limits at all times will involve a
combination of the following actions:
• Careful monitoring of tank level and pressure with particular reference to the rate of
increase of each.
• Reducing capacity or stopping of high duty compressors for periods to avoid the tank
pressures becoming to low.
• Reduction of loading rate as individual tanks are completed to avoid sudden increase
in flow rate, and hence tank pressure, into remaining tanks.
• Stop using compressors and rely on free flow of vapour to the shore via valve 249 in
the latter stages of loading
Some points to remember when ‘topping off’:

• Before the level in the tanks become critical and the tank pressures start to rise
quickly, check the high duty compressors are operating correctly.
• Do not allow the pressure to rise above 70% of the maximum relief valve setting. On
this vessel that equates to 16.1kPa (0.7 * 23kPa). This will provide a safety margin
in case the compressors fail at a critical point providing time to open valves and stop
loading before pressures become too high.
• Reduce the loading rate by using a small number of large reductions. These have a
much larger effect on reducing the pressure rise and also minimise problems with
shore having to deal with multiple requests.
• Reduce the rate prior to shutting a tank to avoid a rapid rise in pressure in the
remaining tanks
• When finishing the last tank, provide the shore with a number of indications of when
you expect to finish so that they are ready. 1hr, 30mins, 10mins and then 5mins
notice is good practise. However when calculating the time, remember to take into
account that as you reduce the rate the time to finish will increase.
Procedure
It is normal for the required rate decreases and when they will be required to be formalised
into a ‘Ramping Down’ procedure that is agreed between the ship and the shore during the
pre-loading meeting. A typical procedure may be as follows:
The process of reducing the loading rate is usually commenced 1-1.5hrs before
completion of loading is expected and the levels within individual tanks adjusted so
that there is a ‘stagger’ between them. This avoids the situation of trying to ‘top off’
two tanks together. As each tank is completed the loading rate is reduced by
2000m3/hr with the topping off of the final tank undertaken at a rate of 1000m3/hr
For the purposes of this exercise the tanks are to be loaded to 98.5% full. The
corresponding soundings for the tanks are as follows:
WISE – Exercise 8
No.1 26.324m
No.2 26.210m
No.3 26.201m
No.4 26.195m
Taking these notes into consideration, look carefully at the current condition within the
model and work out a plan that you would wish to follow to complete the loading operation.
In developing your plan, remember that deballasting is still in progress and that will also
require to be monitored and completed.
When you are happy with what you wish to do and are familiar with the situation start the
exercise and complete loading the vessel. Normally shore personnel will adjust the flow rate
at your request. However on the model you should control the flow rate directly as
described in Exercise 7.
5. Once you have completed loading the vessel, in what position should the tank-filling
valve on the last tank to be completed be left in and why?
?
More Info
6. In the unlikely event that the shore do not act on your request to stop loading within a
reasonable time period, what should you do?
?
Completion of Loading
Once loading has been completed the manifolds have to be drained of LNG and purged with
Nitrogen before they can be disconnected.
The liquid in remaining in the manifold once loading has been completed is pushed into the
cargo tanks via the spray line by Nitrogen normally supplied from the shore, though ships
supply can be used if necessary.
To carry out this operation:

• Check that all manifold ESD and double shut valves are closed.
• Open the following valves:
1. Manifold/Spray header isolating valve (189)
2. Manifold DS Cooldown valve for the appropriate manifold (159, 160,161 or
162)
3. Cargo tank spray master isolating valves (41,42,43,44)
4. Spray header isolating valves (192 & 193)
5. Cargo tank spray return valves
To supply Nitrogen to the appropriate manifold, on page 1 right click on the flow rate for the
manifold to be purged and click OK to accept the confirmation message.
The flow rate malfunction box will be displayed:

WISE – Exercise 8
To begin the Nitrogen purge enter the following values :

• Set Req flow rate = 100
• Set ‘N2 supply connected’ = T
Click OK to confirm the settings.
Right click on the manifold pressure for either the fwd or aft manifolds to display the external
pressure control dialogue.
Enter the following values:

• Set ‘Amt of pressure inc/dec = 0.1
• Set max external pressure = 5.000 (400kPa)
WISE – Exercise 8
Click OK to confirm the settings.
Monitor the external pressure for the manifold. The external pressure should now increase
to the required setting of 400kPa. When pressure reached stop N2 supply by setting Req
flow rate = 0.
Open the manifold ESD cooldown valve (151, 152, 153 or 154). The pressure will now
gradually decrease as the liquid is purged into the cargo tanks. Repeat this operation until
the atmosphere at the manifold is checked to be below 1% Vol by using the portable gas
instruments.
When operation completed, close all valves and stop N2 supply.
7. When all cargo operations have been completed how should the valves within the
cargo system be set to maintain a safe condition and why?
?
More Info
Summary
In this exercise you should have successfully completed the loading operation of the vessel.
In so doing you should now understand:
• The effect of a reduction in tank volume on tank pressure

• The need to always have the high duty compressors on standby or operating with
the cargo tank pressures below the advised limits to provide a safety ‘cushion’ in
case of an unplanned event such as equipment failure occurs.
• How to control the loading rate and compressors to minimise the number of times
they require to be stopped and started and still maintain the tank pressures within
safe limits.
• The need to keep shore informed of completion times
• How to complete the deballasting of the vessel.
• The procedures that need to be undertaken to drain and purge the manifolds prior to
disconnection.
exercise.
End of Exercise
WISE – Exercise 9
Exercise 9 – Commence Discharge
Aim
To introduce the principles and concepts with respect to cargo pump operation and provide
experience in commencing discharge of a cargo of LNG.
Objectives
• To identify the different types of cargo pump likely to be found on a LNG carrier and
their operating requirements
• To understand the operating procedures that are required to be followed for the
cargo pumps
• To understand the problems associated with a low cargo temperature and the ability
to be able to maintain a reasonable discharge rate
• To be able to implement procedures and commence the discharge operation in a
safe and efficient manner.
• To understand the requirements for ballasting the vessel during cargo discharge
Simulator Set-Up
2. Load snapshot 9 – ‘Commence discharge’ from the main snapshot library.
snapshot.
Current Status
the shore has been made using the ‘Optical’ link.
The levels in all the cargo tanks are approx 97% full. All the cargo tank vapour valves are
open. All other valves in the cargo system are currently closed.
The cofferdam heating system is in operation and the insulation spaces are pressurised with
Nitrogen.
All ballast tanks are currently empty.
way the lines have been connected, in particular the arrangement of the cargo lines and
manifold, and which alarms are active and have been accepted.
WISE – Exercise 9
Information
1. What is the main type of cargo pump usually fitted to LNG carriers?
More Info
?
2. What problems can be encountered with this type of pump?
?
More Info
3. How many times within an hour can an attempt be made at starting a pump?
?
More Info
4. When planning a discharge operation, what are the main points that need to be
considered?
More Info
?
For a detailed description of the cargo pumps fitted to this vessel read the extract from the
Cargo Operations Manual:
Cargo Ops Manual – Cargo Pumps

For a general description on how the loading operation should be conducted read the
Cargo Ops Manual – Discharge
Prior to commencing the discharge operation all the standard checks need to be made
including the Ship/Shore safety checklist and the quantity of cargo calculated and verified
using the CTS system.
Ship / Shore Safety Checklist
Line cooldown
Prior to the discharge operation being able to be commenced, the liquid lines have to be
cooled for the reasons as explained in exercise 7. When the vessel has cargo on board,
this operation is usually commenced prior to the vessel arriving alongside the berth so that
time alongside can be minimised.
The operation is undertaken by using one of the spray pumps located in each tank. These
pumps are of similar design to the cargo pumps but have a much smaller capacity (full
details can be found in the cargo operations manual).
The liquid discharged from the spray pump is directed into the main liquid lines at the
manifold via the spray cooling lines. The resulting vapour is then passed up into the main
liquid header and into the cargo tanks via the tank liquid and isolating valves. Once the
main liquid risers at the manifold fill the liquid begins to flow for & aft along the main liquid
WISE – Exercise 9
header cooling the line consequently it is important for the vessel to be close to even keel
during the operation. The line cooldown is completed once the liquid header temperature is
below –130oC fore and aft.
For the purposes of this exercise, the line cooldown operation has already been completed
with the liquid header temperatures currently at –158oC.
Vapour control during discharge

The cargo tanks are currently nearly full, consequently the vapour space within the tank is
relatively small.
5. What will happen to the vapour pressure within the tank as the discharge of liquid
from the tank is commenced?
More Info
?
Although this effect is highlighted at the commencement of discharge, as cargo is being

removed from the tank, additional vapour will be required to ensure that the cargo tank
pressure can be maintained at a level to allow the discharge operation to be continued.
There are two options available for the supply of the additional vapour:
• Supply of vapour from the shore terminal
This option is the one normally used in most terminals. As liquid from the ship is
introduced into the shore tanks the shore tank pressures will increase in the same
way as on the vessel during the loading exercise. At the same time the tank
pressures within the ship are decreasing. Consequently the easy solution is to return
the excess vapour from the shore back into the ship maintaining the tank pressures
as required.
• Use the LNG Vaporiser
In some circumstances a vapour supply from the terminal will not be available. In
these situations the LNG Vaporiser can be used to supply the required amount of
vapour throughout the discharge. Changing the nozzle setting increases the
capacity of the vaporiser and liquid is supplied using one of the spray pumps.
For the purposes of this exercise the vapour will be supplied via the vapour return line from
the shore terminal.
Line up to commence discharge

Once the shore connections have been cooled and the appropriate ESD tests undertaken
the valves can be set in preparation for the discharging operation to be commenced.
To line up open the following valves:

• Manifold ESD and double shut valves on the manifolds that are to be used
• Vapour manifold ESD valve
Check that the following valves are closed:

• All cargo tank liquid isolating valves
• All cargo tank filling valves
WISE – Exercise 9
Commence discharge
Change to Page 6 – Cargo Tanks.
Prior to starting a cargo pump check the cargo tank pressures are sufficient and stable.
For the purposes of this exercise we will start the pumps on No.1 tank first. However, any
tank can be used to commence the operation.
When you have confirmed that shore are ready to receive cargo and all the necessary
valves have been opened or checked you can commence the discharge.
To start the pumps undertake the following:

• Place both pumps (P & S) onto STBY
• Check that both pumps have been set for AUTO operation
• Check that the sequence available indicator (Light Blue) is illuminated. This
indicates the following:
o Power supply to pump on
o Liquid level above minimum depth required (2m)
Note: the ‘discharge ‘ sequence indicator (bottom of display) is not currently available
• Start first pump by locating cursor on ‘START’ and using control bar. As the START
light illuminates monitor position of the pump discharge and tank filling valves. When
valves in correct position, pump will start and after a few moments a motor load set
point of 60% will be activated. The pump discharge valve will then adjust to achieve
the required motor load.
Once the sequence has been completed, the first pump is running, recirculating back
into the cargo tank. Note: the discharge sequence is now available.
• The discharge from the first tank can be started at this time if required. However if
two pumps will be used it is usual to now start the second pump before commencing
the discharge from the tank.
When the first pump running steadily, start the second pump in a similar way. Again
before the pump starts the pump discharge valve will be set to open to the set point
position.
To start the discharge:

• Operate discharge sequence by locating cursor on green box and using control bar.
As indicator illuminates monitor tank isolating valve and tank filling valve. Initially the
tank isolating valve will begin to open. Once it reaches 60% the tank filling valve will
close.
Cargo is now being discharged to the shore. This can be checked by viewing the relevant
information on the manifold and by monitoring the tank level indicator.
WISE – Exercise 9
Starting vapour return

Note that the cargo tank pressure is now decreasing. To enable the operation to be
continued the vapour return from ashore needs to be started. In normal practise this would
involve requesting the vapour return blower from the shore and the pressure to be
maintained. On the model the vapour flow is controlled in a similar way to the liquid flow
rates.
Change to page 9 – Manifold or page 1 - Status
Right click on the pressure indicator for the vapour manifold (located in centre of display)
and click OK on the confirmation box. The following input box is then displayed:
The value displayed is the external vapour pressure in kPaA (absolute). Consequently the
reading of 1.10 shown in the picture indicates that the external pressure on the vapour
manifold is 10kPa. If this is lower than the tank pressures, when the vapour return throttling
valves is opened vapour will flow to the shore. If it is set at a higher setting vapour will flow
into the ship, the rate depending upon the pressure difference.
At the present time set the external pressure to be = 1.11.
Open the vapour return throttling valve (249) on Page 4 or 5 and monitor the tank pressures.
They should now stop decreasing and gradually rise to approx 10kPa.
Start remaining pumps

Once you are sure that the discharge has been commenced and that the tank pressures are
under control you can begin increasing to maximum rate. Initially, the remaining pumps
should be started in sequence as follows:
WISE – Exercise 9
Change to Page 6
• Change the pump controls so that No.2 tank is displayed.
• Follow the same procedure as used for No.1 tank to start discharge from No.2 tank.
• When discharge confirmed from No.2 tank undertake same procedure on remaining
tanks in turn until all ten pumps are running.
Start ‘Ramp Up’ procedure

As with loading the times when the pumps will be started and rate increased will be
formalise into a ‘Ramp Up’ procedure and agreed with the terminal prior to discharge
commencing. Once all the pumps are running the capacity of the pumps will be increased
at set time intervals until maximum rate has been achieved.
Increasing the pump capacity is done by increasing the motor load. And is undertaken as
follows:
• Starting with the first pump, click on the ‘U’ control and click the control bar. Note
that the motor load set point will increase by 10%. The pump discharge valve will
then open until the actual motor load reaches the set point.
• Increase each pump in turn until all on 70% motor load.
• Monitor the tank pressures and adjust the return rate if necessary.
• After appropriate period of time increase all pumps again by further 10%.
• Continue sequence until all pumps running on maximum (discharge valve 100%
open)
From starting the first pump a typical starting sequence would be:
Time (mins) Action

0 Start first pump
+2.5 Start second pump
+5 Start discharge first tank
+10 Start sequence second tank
+20 Start sequence third tank
+30 Start sequence fourth tank
+40 All pumps running and discharging
+45 First ramp up (70%)
+55 Second ramp up (80%0
+65 Third ramp up (90%)
+75 Final ramp up (100%)
+85 Discharging at full rate
WISE – Exercise 9
Commence ballasting
When discharge operation is underway and is proceeding satisfactorily you can consider
commencing the ballasting operation.
Plan the operation taking into account the need to maintain the vessels stability and in
particular the trim at around even keel throughout the discharge operation. When
considering the plan the following points should be noted:
• Although ballast can initially be gravitated into the tanks, to enable the tanks to be
filled within the 12hrs that it will take to discharge the vessel, it is advised that the
pumps should be used from the beginning so that the required filling rate can be
maintained.
• Tanks should be filled together when a bulk discharge from all the cargo tanks is
being undertaken.
• On this vessel the four centre tanks and forepeak are only used for heavy weather
ballast.
Continue the exercise until you are satisfied that you are familiar with the requirements of
the operation. If required the exercise can be continued so that the full discharge may be
accomplished by following the procedures as explained in the cargo operations manual.
If the exercise is continued to enable the full discharge to be undertaken the following points
should be considered and the plan implemented accordingly:
Unless the tanks have to be empty for dry dock or repair purposes a quantity of LNG will
always be retained within the cargo tanks to assist in maintaining the tanks in a cold
condition on the ballast voyage.
6. What factors need to be taken into consideration when determining the quantity of
LNG to be retained on board?
More Info
?
Prior to completing discharge the rate should be decreased gradually by following a ‘Ramp
down’ procedure similar to that implemented when commencing discharge except in
reverse. However, if required the pumps can be stopped immediately at any time but
careful monitoring of the return vapour supply and cargo tank pressures should be
maintained.
WISE – Exercise 9
Summary
In this exercise you should have successfully commenced a normal discharge operation of
the vessel with the use of a vapour return line. In so doing you should now understand:
• The type and operation of the cargo pumps, in particular how they are operated
using the automatic sequencing controls
• The effect of an increase in tank vapour volume on tank pressure
• The various elements of the starting procedure.
• When to commence the ballasting operation and how it should be conducted to
maintain the vessel in a suitable and safe condition.
exercise.
End of Exercise
WISE – Exercise 10
Exercise 10 – Supply of vapour to boilers
Aim
To introduce the principles, procedures and equipment involved in supplying boil off gas to
the boilers as fuel.
Objectives
• To be able to identify the situations in which boil of gas would be supplied to the
boilers
• To understand the principles involved and be familiar with the operation of the
various items of equipment used to in the supply of gas to the boilers
• To be able to operate and control the equipment to achieve the delivery of gas at a
required temperature and pressure.
Simulator Set-Up
2. Load snapshot 10 – ‘Supply to boiler’ from the main snapshot library.
snapshot.
6. Change to graphics page display and select page 7 – Machinery Room
Current Status
The vessel is currently at sea on the ballast voyage and hence all manifolds are
disconnected and blanked.
A small amount of cargo has been retained in Tanks 1,2 & 3 but most of the cargo heel has
been kept in Tank No.4. Except for the cargo tank vapour valves, all valves within the cargo
system are closed.
Nitrogen.
All the wing ballast tanks are full together with the aft peak. Ballast pumps are stopped and
all valves closed.
way the lines have been connected, and which alarms are active and have been accepted.
Information
1. What are the normal cargo related activities that need to be undertaken on the
ballast voyage on an LNG Carrier?
More Info
?
2. What are the normal cargo related activities that need to be undertaken on the
loaded passage on an LNG Carrier?
More Info
?
3. What options are available to maintain the cargo tank pressures within safe limits
when the vessel is on passage?
?
More Info
4. What factors affect the amount of boil-off gas that could/should be supplied to the
boiler?
More Info
?
For the reasons indicated in the answers to the questions above, the boil off gas that is
produced within the cargo tanks due to the constant input of heat, is supplied as fuel to the
boilers.
5. What precautions have to be in place/undertaken before gas can be supplied into the
engine room?
More Info
?
Consequently, to enable the gas to be supplied to the boilers the following procedures have
to be undertaken:
• Check engine room ventilation for boiler hoods and delivery pipe operating correctly
• Purging of delivery system with Nitrogen
• Heating of gas to the correct delivery temperature
• Supply of gas at the appropriate pressure
If gas is required to be created to supplement the natural boil off then in addition:
• Supply liquid as required to vaporiser

For a general description on how the supply to the boilers should be implemented and
conducted read the appropriate extract from the cargo operations manual:
Cargo Ops Manual – Loaded voyage
Natural Boil Off
Preparation to supply BOG (Boil Off Gas) – Engine Room

Page 12 – Engine Room
Prior to the supply of BOG into the boilers conditions within the engine room have to be
made ready as follows:
• Ventilation
On the real vessels separate extraction ventilation systems are provided for each
boiler hood (located directly above the gas manifold) and for the void space around
the main supply pipeline, to remove any gas leakage that may occur. On the model
only one exhaust fan requires to be started.
Start the exhaust fan connected to the BOG supply pipeline.
• Purging of pipelines with Nitrogen

To avoid the possibility of a flammable atmosphere being created within the supply
pipelines, before cargo vapour is introduced all the lines downstream of the main fuel
gas valve into the gas injection manifold are purged with Nitrogen. On the vessel
this is an automatic procedure, however on the model it can be done either in
automatic by using the ‘Purge Auto Sequence’ or done manually.
To purge the system automatically:

o Open the delivery valve from the N2 generator to the buffer tank to recharge
the pressure.
o Start the boiler purge sequence using the button located to the left of the
boilers. The appropriate valves will open and close according to a set time
sequence. Watch the sequence carefully.
To purge the system manually undertake the following:

o Open the delivery valve from the N2 generator to the buffer tank to recharge
the pressure.
o Open the Nitrogen supply valve to the boilers.
o Open the exhaust valves from the boiler delivery lines to No.4 vent mast.
o Set the two boiler delivery valves to open.
o Open the Nitrogen supply valve into the main supply pipeline located near to
the main Fuel Gas valve. As the valve opens check that the boiler delivery
valves also open.
o After approx 30secs, close the Nitrogen supply valve.
o Open the Nitrogen supply valves to the gas injection manifolds on both
boilers.
o After approx 30secs, close both Nitrogen supply valves.
o Close the exhaust valves to No.4 vent mast
o Close the Nitrogen supply valve to the boilers.
Once the above operations have been completed, the main Fuel Gas valve (sometimes
called the BOG valve) can be opened.
Preparation to supply BOG – Heater

Page 10 – Heaters
Because of the low temperature of the vapour within the tanks it must be heated before
being introduced into the engine room. One of the heaters is used for this purpose.
The Heaters are similar in construction to the LNG Vaporiser, comprising of a container
through which steam is passed. Within the container are tubes into which the cold cargo
vapour is fed. The heat from the steam on the outside of the tubes will transfer into the
cargo vapour causing it to be heated and the temperature to rise. For full details of the
Heaters fitted to this vessel click on the button below.
Gas Heaters
To prepare the Heater for use undertake the following:

• Check that the steam supply is available (page15)
• Open the steam inlet and outlet valves to No.2 Heater. Check that steam begins to
flow through the heater by monitoring the supply and discharge temperatures and
pressures.
All heaters and vaporisers in the model are fitted with a safety device to avoid the
possibility of the equipment freezing in the event of a cold supply being introduced
without the steam supply being started causing damage to the heater construction.
Consequently the Vaporiser inlet valve cannot be opened unless the steam supply
has been set up. On the real vessel the heaters may not be fitted with such a device
enabling the inlet valve to be opened without the steam supply being on, hence
further safety precautions would be required.
• Once you have confirmed that the steam supply to the heater, open:
o Heater discharge valve
o Heater inlet valve
o Main heater supply valve
o Condensate drain valve
• Slightly open the temperature control valve (236)
Unlike the LNG Vaporiser, there is no liquid available that can be easily injected into the gas
stream being discharged from the heater to control the outlet temperature. Instead cold
vapour has to be used. However, this is less effective and hence the actual flow of vapour
through the heater has also to be adjusted by controlling the inlet valve. The logic that
should be followed is as follows:
Outlet temperature too high:

• Gradually open temperature control valve until either required temperature achieved
or valve fully open.
• If temperature control valve fully open and temperature still high, gradually begin to
close in on heater inlet valve until outlet temperature a few degrees below that
required.
• Adjust position of temperature control valve until required temperature obtained.
When the above steps have been confirmed as completed, the heater is available for use.
Preparation to supply BOG – Compressor

If the boil off from the tanks is low, the free flow of gas through the heater and into the
boilers can be used. However, this will mean that the boilers will be operating on ‘dual firing’
(mixture of oil and gas). When possible it is preferable to operate the boilers on ‘full gas’
and consequently the gas has to be supplied at sufficient pressure. The ‘Low Duty
Compressor’ is used for this purpose.
The Low Duty Compressor is of a similar design to the High Duty Compressors, except they
are of smaller capacity, and the capacity control is achieved by adjusting the vane angle (as
with the H/D) and also the speed. However, only one compressor will be used at any time.
Consequently the steps required to prepare the compressor for use are as follows:
• Open the lubricating oil supply valves to the appropriate compressor and start the
circulating pump. (Page 15). Check that the low L.O. pressure alarm for the
compressor has reset.
• Check N2 supply is on from Engine Room, supply valve to compressor is open and
sufficient pressure at seal. (You can set the N2 supply valve to operate in automatic
by first selecting a required seal pressure using the green bar and then selecting the
AUTO button).
• Set discharge compressor valve for the compressor to be used to the open position
(may not actually open immediately as the valve is of the non – return type)
• Open compressor inlet valve
• Check vane angle is set to minimum
• Set compressor control to stand-by to activate power
When operating with real compressors additional preparations have to be conducted, in

particular relating to the bulkhead seal. For full details of these and the description of the
Low Duty Compressor see the extract from the Cargo Operations Manual.
Low Duty Compressor
Preparation to supply BOG – Deck

Once all the above have been confirmed as been completed the appropriate valves on deck
can be opened to allow gas to flow from the tank into the compressors and on into the
boilers. On page 4:
• Check vapour valves on all cargo tanks are still in the open position
• Open the main compressor supply valve (211)
If the above have been completed correctly, gas should now be flowing from the cargo tanks
into the boilers. This can be checked by monitoring the boiler gas flow rate located on page
12 or the delivery pressure reading at the bottom of page 9.
Adjustment of gas supply

With gas now flowing, the temperature and pressure of the gas supply can be adjusted to
meet the requirements at this particular time. For the purposes of this exercise gas should
be supplied to the boiler at:
Rate: 6 T/hr
Temperature: +40oC
The overall procedure that should be followed is:

o Adjust the outlet temperature so that it is approximately as required
o Increase capacity to required
o Adjust outlet temperature until as required.
Therefore:
• Gradually open the temperature control valve on the heater and monitor the outlet
temperature.
• When the outlet temperature is approximately as required, the compressor can be
started.
• Check that the vane angle on the compressor is set to minimum, and start the
compressor. The compressor will begin operating at 50% motor load.
• Check that the flow rate to the boiler has increased and monitor the outlet
temperature from the heater.
• Gradually increase the capacity of the compressor by adjusting the vane angle, and
continue to monitor the outlet temperature from the heater and ensure it does not
reduce below +10oC by closing in the temperature control valve if necessary.
• If the vane angle = maximum and flow rate still below required, the speed of the
compressor should be increased. Click on the red vertical bar indicating the set
point for the RPM. Using the control bar adjust the position of the set point gradually
until the required flow rate has been achieved.
• Once the flow rate is as required, adjust the position of the temperature control and
inlet valves on the heater to obtain the required outlet temperature.
• If required both the heater and compressor can be placed into automatic operation.
To operate heater in automatic

Once required temperature has been obtained manually, the heater can be placed into
automatic operation by clicking on either the AUTO or MAN indicator and selecting OFF on
the control bar. The selected temperature will be displayed and the valves will adjust
accordingly. If a different temperature is required, return the heater to manual operation,
adjust the temperature, and then place back into AUTO.
To operate Low Duty Compressor in automatic

Prior to placing the low duty compressor into automatic a required flow rate set point has to
be entered. Click on the boiler consumption bar and using the control bar enter the required
flow rate to be maintained. (Min=0, Max=10). When a set point has been entered, change
the compressor from manual to AUTO operation. The speed and vane angle will now adjust
automatically to maintain the required flow rate.
Forcing Supply
When the above has completed you should be supplying natural boil off gas at the correct
temperature and pressure into the boilers. On the loaded passage there is usually sufficient
cargo vapour to allow full gas burning. However, on the ballast passage, because of the
small amount of liquid retained on board this is unlikely to be the case. Consequently, if it is
a requirement for the vessel to burn gas instead of oil then gas has to be produced from the
liquid on board.
6. What factors do you think will affect if the vessel burns gas or oil on passage?
?
More Info
To produce sufficient gas a small quantity of the retained liquid is supplied into the ‘Forcing
Vaporiser’ by use of the ‘Spray Pump’ in the cargo tank.
Preparation of the Forcing Vaporiser

The Forcing Vaporiser is of a similar design to the LNG Vaporiser except it has a smaller
capacity. For full details see the extract from the cargo operations manual:
Forcing Vaporiser
To prepare the vaporiser for use:

• Open the steam inlet and outlet valves to the Forcing Vaporiser. Check that steam
begins to flow through the vaporiser by monitoring the supply and discharge
temperatures and pressures.
• When steam supply has been confirmed, open the vaporiser outlet valve
• Open inlet valve and inlet isolating valve
• Open condensate drain valve
• Slightly open temperature control valve
Setting of deck lines

No.4 tank will be used for the source of the liquid. Therefore to line up :
• Open vaporiser supply valve (183)
Commence supply of liquid

The spray pumps are of a similar type and design to the cargo pumps and hence are
operated in a similar way. On this vessel there is one spray pump located in each cargo
tank. For full details of the spray pump see the extract from the cargo operations manual.
Spray Pump
To start the liquid supply to the vaporiser change to page 6 – Cargo Tanks and undertake
the following:
• Select tank No.4
• Open the main spray isolating valve on tank No.3 (183)
• Place the spray pump onto STBY
• Check that the pump has been set for AUTO operation
• Check that the sequence available indicator (Light Blue) is illuminated. This
indicates the following:
o Power supply to pump on
o Liquid level above minimum depth required (2m)
• Start first pump by locating cursor on ‘START’ and using control bar. As the START
light illuminates monitor position of the pump discharge and spray return valves.
When the valves are in the correct position, the pump will start and after a few
moments a motor load set point of 60% will be activated. The pump discharge valve
will then adjust to achieve the required motor load.
Once the sequence has been completed, the spray pump is running, recirculating
back into the cargo tank, however the spray header pressure will still be very low.
• To increase the spray header pressure, and hence the amount of liquid delivered to
the forcing vaporiser, the set point for the spray header pressure has to be
increased. Locate the cursor above the ‘U’ button for the spray header pressure and
using control bar slowly increase the set point. As the set point is increased notice
that the spray return valve will gradually close accordingly.
Increase the set point until approximately 240kPa is achieved.
Liquid is now being supplied to the forcing vaporiser.
If a higher pressure was required, such as if spraying a tank at the same time, once
the spray return valve is fully closed the motor load can also be increased in the
same way.
• On vaporiser, adjust the temperature control valve until the outlet temperature is
approximately –40oC. This is to ensure that the suction temperature into the
compressor is not to high, which in turn would result in the compressor tripping on
high outlet temperature.
• Once the desired temperature has been achieved set the vaporiser onto AUTO
control.
Currently, any excess vapour that is being produced is being returned back to the tanks via
valve 211. For maximum efficiency, the amount of vapour produced should be the same as
that required. Try closing valve 211, and monitor the flow rate and temperature being
delivered to the boiler.
As the control for the vaporisers and compressor are on AUTO the various settings should
now adjust until the required flow rate and temperature are achieved. If not adjust the
settings manually.
When you are confident that the all the equipment is operating in a stable condition try
adjusting the flow of liquid delivered from the spray pump and monitor the effects it has on
the various items of equipment along the chain and into the boilers.
Summary
In this exercise you should have successfully commenced the supply of gas to the boilers
both using natural boil off and forced boil off. In so doing you should now understand:
• The various operations that have to be performed when on the loaded and ballast
passages.
• Some of the preparations required in the engine room prior to cargo vapour being
introduced.
• The operation of the L/D Heater, L/D Compressor, Forcing Vaporiser and Spray
pump when used in the operation to supply vapour to the boilers.
exercise.
End of Exercise
Exercise 11 – Commence Warm Up / Gas Freeing
Aim
To introduce the principles and concepts associated with removing the remaining liquid, and
changing the tank atmospheres prior to drydocking, and to provide experience in
undertaking the initial stages of the warm-up operation.
Objectives
• To understand the reasons why a ‘warm-up’ operation would be required and the
methods that could be used.
• To be able to define the conditions when warming up operation can be considered
to be completed prior to changing the tank atmosphere.
• Be aware of the precautions that need to be observed when venting cargo.
Simulator Set-Up
2. Load snapshot 11 – ‘Commence Warm Up’ from the main snapshot library.
snapshot.
6. Change to graphics page display and select page 12 – Machinery Room
Current Status
The vessel is currently at sea and hence all manifolds are disconnected and blanked.
A small amount of cargo remains in all the cargo tanks. Except for the cargo tank vapour
valves, all valves within the cargo system are closed.
Nitrogen.
All the wing ballast tanks are full together with some water in the fwd tanks and aft peak to
maintain trim and the vessel upright. Ballast pumps are stopped and all valves closed.
way the lines have been connected, and which alarms are active and have been accepted.
Information
1. Why is it necessary to remove the remaining liquid before the warm up operation can
be commenced?
More Info
?
2. What is the method used to expedite the removal of any remaining liquid from the
cargo tanks?
?
More Info
3. Why does the cargo system require to be ‘warmed up’ prior to changing the tank
atmosphere?
More Info
?
4. What will be the effect on the cargo tank pressures as the ‘Warm Up’ operation is
undertaken?
More Info
?
The removal of the remaining LNG and warm up of the cargo tanks is achieved by
circulating hot vapour into the tanks.
5. For maximum efficiency, should the hot vapour be introduced into the top or bottom
of the cargo tanks and why?
More Info
?

For a general description on how the warm up operation is conducted read the appropriate
Cargo Ops Manual –Warming Up
The cargo vapour is circulated through the cargo tanks by using the High Duty
Compressors. These take the gas vapour from the tanks and pass it on through the Heater
before being returned into the tanks. The vapour generated during the process can either
be burnt within the boilers or if in an area where it is permitted, be vented via the fwd vent
mast. However, before it can be vented the temperature of the vapour must be raised
above -80oC.
6. Why does the temperature of the vapour have to be above +80oC before it can be
vented?
?
7. What temperature should the tanks be increased to before the warming up process
can be considered completed?
?
More Info
Preparation of the High Duty Compressor & Heater

Page 10 – Heaters
Both heaters on this vessel are of the same type and capacity and can be used either to
supply vapour to the boilers or warming the cargo system. For the purposes of this exercise
No.1 heater will be used for warming the cargo system and No.2 heater for the supply of gas
to the boilers, if undertaken.
For full details of the Heaters fitted to this vessel click on the button below.
Gas Heater
To prepare the H/D Heater for use undertake the following:

• Check that the steam supply is available (page15)
• Open the steam inlet and outlet valves to the No.1 Heater. Check that steam begins
to flow through the heater by monitoring the supply and discharge temperatures and
pressures.
All heaters and vaporisers in the model are fitted with a safety device to avoid the possibility
of the equipment freezing in the event of a cold supply being introduced without the steam
supply being started causing damage to the heater construction. Consequently the
Vaporiser inlet valve cannot be opened unless the steam supply has been set up. On the
real vessel the heaters may not be fitted with such a device enabling the inlet valve to be
opened without the steam supply being on, hence further safety precautions would be
required.
• Once you have confirmed that the steam supply to the heater, open:
o Heater discharge valve
o Heater inlet valve
o Main heater supply valve
o Condensate drain valve
• Slightly open the temperature control valve (237)
• Open the heater discharge valve to the deck.
Outlet temperature control is achieved in the same way as No.2 Heater used in the previous
exercise, by injecting cold vapour into the outlet gas stream and adjusting the actual flow of
vapour through the heater by controlling the inlet valve.
Once the heater has been prepared, set up the H/D Compressors so that they can be
started as required following the steps as described in exercise 6.
When the above steps have been confirmed as completed, the heater and compressors
should be available for use.
Line up to commence ‘Warming Up’ operation

Once the heater and compressors have been prepared line up the pipeline system by
undertaking the following:
Page 4
• Insert the spool pieces (2) to connect from the Vaporiser outlet into the ‘into the liquid
line via the ‘T’ connection
• Open the following deck valves:

o Vaporiser outlet (199)
o Connection into liquid header (195)
o Main compressor suction valve (211)
• Open the following cargo tank valves on cargo tank No.4

o Liquid isolating valve (44)
o Liquid filling valve
o Check vapour valve open
Commence Warming Up
When lines are confirmed to be set up correctly, the warming operation can be commenced.
Start the H/D Compressor and as the flow increases monitor the outlet temperature from the
heater and adjust if necessary. When correct temperature established, place heater into
AUTO mode.
8. To ensure that the operation can be conducted as quickly and as safely as possible
what should the outlet temperature from the heater be?
More Info
?
Once the vapour circulation has been established, and the correct outlet temperature
achieved, monitor the tank level and pressure within No.4 tank to check that the operation
has been commenced successfully. When confirmed, open the liquid isolating and filling
valves on the remaining tanks and then gradually increase the flow rate to maximum using
one compressor.
9. Are there any advantages in using two compressors to undertake this operation?
More Info
?
Regularly monitor the heater outlet temperature and cargo tank conditions. Adjust the
position of the tank filling valves if required to maintain an even flow through all the tanks.
10. Can the H/D Compressors be operated in AUTO mode during the Warm Up
operation?
More Info
?
Maintaining tank pressures

Initially, as the liquid within the tanks heats up and vaporises the tank pressures will
increase quite quickly. If in an area where it is safe to vent, the excess vapour can be
vented from the fwd vent mast via valve VG771. However, the normal method of dealing
with the excess vapour is to burn it in the boilers.
11. What precautions should be taken on board when venting cargo vapour?
?
Following the steps as described in exercise 10, start the operation of supplying natural boil
off to the boilers using the L/D Compressor and Heater.
If necessary, reduce the flow rate through the H/D Compressors until the cargo tank
pressures can be maintained within safe limits.
The exercise can be continued throughout if you wish (total operation takes approximately
60hrs to complete)
Commence tank purging

Once the tanks are warmed up to the required level the tank purging operation can be
commenced. The purpose is to remove all the cargo vapour and place the cargo tanks
under air so that they can be inspected.
12. Taking into account the lessons learned in exercises 2,3 & 4, what method will be
used to change the tank atmosphere and which stages will need to be undertaken.
More Info
?
13. To commence the purging of cargo vapour from the tanks how should the lines be
set?
More Info
?
When you have decided the procedures that need to be followed, line up the required
systems accordingly and begin the operation to purge the cargo system.
The exercise may now be continued until the purging and gas freeing operation has been
completed, if you so wish.
Summary
In this exercise you should have successfully undertaken the operation to remove the liquid
cargo residue from the vessel and commenced the purging and gas freeing operation to
allow the vessel to proceed to dry dock. In so doing you should now understand:
• How heat may be introduced into the cargo tanks

• How to operate the high duty heater and high duty compressor to provide the heat
required
• How to tell when all the liquid has been removed from the tank
• How to control the tank pressures throughout the operation
• The criteria to be used to determine how warm the cargo tank should be before
commencing the purging operation and the reasons why
If you are unsure about any aspect of this exercise you should re-read the documentation
referenced in the text above and take the exercise again.
End of Exercise
WISE – Reference Material
LNG Operations Training Course
Reference Material
The following reference material is provided to support the WISE Basic LNG Operations
training course. Its objective is to provide sufficient material to enable a student to research
and learn the points highlighted within the various exercises. It comprises:
• Extracts from the Cargo Operations Manual for the particular vessel modelled
• Extracts from the ‘On-line’ help file for the LNG model
• Reference material covering particular principles or equipment
It is not intended to be an extensive document on the subject of LNG Cargo Operations

though will provide a good source of background material. More in depth descriptions of the
subjects and regulations involved can be found in the following publications:
Cargo Operations Manual – LNG Model

IMO International Gas Carrier Code (IGC)
Liquefied Gas Handling Principles – SIGTTO
Tanker Safety Guide - ISGOTT
Contents
REFERENCE MATERIAL
CONTENTS
The purpose of ‘Inert Gas’
The make–up of typical Inert Gas
Methods of changing an atmosphere within a closed space
Dilution
Displacement
Which method should be used to change an atmosphere within a cargo tank on a LNG
carrier
Precautions when not inerting all tanks at the same time.
Atmosphere requirements for Oxygen
Atmosphere requirements for dewpoint
Inerting of pipelines and machinery
Components within Inert Gas that may cause a problem when mixed with LNG
Shore supply of LNG for gassing up
LNG Vaporiser – Outlet Temperatures
Maximum Outlet Temperature
Outlet temperature during Gassing Up
Outlet temperature during Discharge
Effect on Vaporiser at Initial StartUp
Formation of Condensate within the Vaporisers & Heaters
Why the cargo system requires to be cooled down

Latent Heat of Vaporisation
Annular Space
Pressure drop at the beginning of cooldown
Purpose of the ‘Surge Valve’ on the H/D and L/D Compressors
Cargo tank pressure during Cooldown
Cargo tank temperature prior to loading
Safety procedures prior to undertaking cargo operations
Purpose of a Custody Transfer System
Reasons for cooling cargo lines
Emergency Shutdown System
Actions when ESD is activated
ESD1/ESD2
Cargo Tank Filling Limits
Filling limits for LNG Carriers
Filling Limits for LPG Carriers
Vessel with no reliquefaction
Vessel with reliquefaction plant
Mechanisms required to avoid the cargo tanks becoming liquid full
Equipment recommended for those vessels with filling limits of 98% of tank volume
Equipment for those vessels given dispensation to fill cargoes to levels greater than
98% of tank volume (IMO Code 15.1.3)
Position of valves on completion of cargo operations
Cargo Pumps
Deepwell Pumps
Fixed Submerged Pumps
Comparison between deepwell and submerged pumps
Planning a discharge operation
Operations to be conducted on the loaded and ballast passages
Maintaining cargo tank pressures within safe limits
Factors that affect the amount vapour supplied to the engine room
Engine Room Precautions
Factors that affect whether gas or oil burning
Removal of Cargo Residue
Procedure
Operational Hints
Need to warm cargo system
The purpose of ‘Inert Gas’

For combustion to occur three components must be present, heat, fuel and oxygen. If any
one of these components is missing combustion cannot occur.
The hydrocarbon gases normally encountered in liquefied gas carriers cannot burn in an
atmosphere containing less than 10% oxygen by volume (approximately). Hence a way to
maintain the tanks in a non-flammable condition is to keep the oxygen level below this
figure. This is achieved by the use of ‘inert gas’ to replace the air within the cargo tanks and
hence reduce the oxygen content below that required for combustion as per the middle
figure above.
Inert Gas can be considered as a gas which does not contain sufficient oxygen to support
combustion. Nitrogen and Carbon Dioxide fall into this category. Conversely Oxygen will
support combustion.
The purpose of the Inert Gas System is to enable the cargo tanks and hold spaces to be
maintained in a non-flammable condition by providing the facility to purge the spaces with
Inert Gas. The tanks are required to be maintained in the inerted condition at all times
during the voyage cycle when carrying flammable cargoes.
The make–up of typical Inert Gas

There are a number of inert gases of which Nitrogen and Carbon Dioxide are the more
common. These could be used to remove the Oxygen from the cargo tanks, however, the
cost would be prohibitive. To provide a practical solution to the provision of large quantities
of Inert Gas another method has to be used.
Air has approximately the following composition:
Nitrogen(N) 78%
Oxygen(O2) 21%
Other gases 1%
The other gases include Argon, Carbon Dioxide, Hydrogen, Neon, Helium, Krypton and
Xenon.
When fuel is burned the Oxygen in the air combines in a number of ways with the fuel to
produce various chemicals. The typical components of the exhaust gas from an efficient
burning process are approximately:
Carbon Dioxide(CO2) 12 - 15%

Oxygen(O2) 2 - 4%
Sulphur Dioxide(SO2) 0.2 - 0.3%
Nitrogen(N) 79%
Solids 300 mg/m3
As the oxygen content is less than the required 11% the exhaust gases from the burning
process can be used to reduce the Oxygen in the cargo tanks and hence maintain them in a
condition where combustion will not occur.
On LNG vessels the burning is undertaken within self-contained Inert Gas generators which
have a capacity to supply sufficient quantities of inert gas to allow the spaces to be
completely inerted within a reasonable time period (24hr).
Methods of changing an atmosphere within a closed space

If an entire tank atmosphere could be replaced by an equal volume of inert gas the resulting
tank atmosphere would have the same Oxygen level as the incoming inert gas. In practice
this does not occur and a larger volume of inert gas must be used to achieve the required
conditions.
The operation of changing the tank atmospheres can be conducted by using one of two
methods. These are:
Dilution
Principle
This method comprises of a mixing process where the incoming vapours mix with and
gradually dilute the existing atmosphere to a homogenous state similar to that of the
incoming vapour.
Depending on the ship type there may be a number of different ways in which the vapour
can be introduced into the tanks to ensure a good mix and to reduce the amount of inert gas
required to a minimum. It is the method usually adopted on pressurised and semi-
pressurised LPG vessels where the pipeline layout does not allow the second method of
'Displacement' to be used successfully.
Because of the amount of cargo that has to be ‘lost’ when using the dilution method on LNG
vessels it is not the preferred method of changing atmospheres within the cargo tanks.
Atmosphere measurement
Because dilution is based on a mixing process occurring between the original atmosphere
and the incoming gas, if gas readings are taken at different levels in the tank the results
should be similar. In addition as the new atmosphere is introduced all the readings of the
old atmosphere will decrease at the same time.
Displacement
Principle
This method relies on stratification within the cargo tank of the two different gases due to the
difference in densities of each. The heavier gas is introduced below the lighter, hence
causing the lighter gas to be pushed out of the top. The effect is similar to that of a piston.
It also works in reverse, when a lighter gas is introduced above a heavier which is then
extracted from the bottom of the tank.
It relies on a good interface being achieved between the two gases. This depends on the
difference in density between the two, and also how much turbulence is created within the
tank, especially when the operation is being commenced. Hence when undertaking the
operation it is better to commence the introduction of the new gas slowly to minimise the
turbulence, and then increase the rate once the interface has moved away from the inlet. A
slight positive pressure on the tank will also help to maintain the interface.
In theory, if a good interface can be maintained only one tank volume of incoming gas would
be required the change the tank vapour. However, in practise some mixing does occur due
to the slight differences in density and pipe layouts within the tank, hence a larger volume
will be required.
If more than one tank has to be purged with the incoming gas, to further reduce the quantity
required to complete the process, instead of purging each tank individually it is very often
possible to link two or more tanks together. This allows the gas coming out of the first tank
to be fed into the second etc. In this way if any mixing does occur it can be used to
commence the operation in the following tanks instead of being wasted. It also helps in
changing the atmosphere within the pipelines as part of the operation.
How to decide
In deciding which gases are heavier or lighter the best method is to enter the
thermodynamic tables for the particular gases concerned and compare the respective
vapour densities at the particular temperature.
However for general applications the word NAIL can be used as an aide memoir to decide
the best method to change a tank atmosphere. If it is written as follows the different likely
gases can be readily seen in descending order of density.
N Nitrogen / NH3
A Air
I Inert Gas
L LPG
Therefore if you wish to replace an atmosphere of Inert Gas with LPG vapour, as the LPG
vapour is heavier than Inert Gas it would be fed into the bottom of the tank and the Inert Gas
removed from the top.
For use on LNG vessels, Methane and Ethane are both lighter than Air or Inert Gas so
should be treated in the same way as Nitrogen.
Atmosphere measurement
With the displacement method the original atmosphere and incoming gas should remain
separate within the space. Assuming the incoming gas is being introduced into the top of
the tank as per the diagram, if a gas reading is taken below the interface between the two
vapours, assuming perfect conditions it will indicate 100% of the original vapour. Likewise if
the reading is taken above the interface the reading will indicate either 0% of the old vapour
or 100% of the new depending upon what you are testing for.
Consequently if a number of readings are taken at different levels through the space it is
possible to determine and then track the progress of the interface between the two vapours
as the operation progresses.
If the readings on both sides of the interface are similar it indicates that the operation is not
proceeding correctly and in fact mixing has occurred.
Which method should be used to change an atmosphere within a cargo tank

on a LNG carrier
The DISPLACEMENT method should be used to change the cargo tank atmosphere on
LNG carriers. The reasons are as follows:
1. A smaller quantity of inert gas is required to complete the operation, hence resulting
in a reduction in fuel costs, and the ability to be able to use smaller generators.
2. A good interface can be maintained between the air/inert gas.
3. It can be guaranteed that no pockets of oxygen sufficient to cause a flammable
atmosphere will remain in the tank on completion of the operation.
As inert gas is heavier than air (especially after being cooled by use of the Inert Gas Cooler)
the cargo tanks are inerted by taking the ‘dry’ inert gas from the driers and passing it into the
tanks via the tank filling lines. The air within the tank is exhausted to atmosphere via the
tank vapour or vent lines to the vent mast. In some systems controls on the inert gas
generator supply system ensure that if the I.G. is above set limits of Oxygen content and in
some cases dewpoint, it is purged directly to atmosphere and not supplied to the cargo
system.
By keeping the tank under a slight positive pressure (<5kPa or 50mb) the interface between
the two atmospheres can be maintained in a better condition. If too high a pressure is
maintained the operation will take longer, and the Inert Gas Generator will not operate as
efficiently. With less pressure mixing will tend to occur at the interface.
Precautions when not inerting all tanks at the same time.
The displacement method of changing a tank atmosphere relies on a good interface been
maintained in the tank between the incoming and outgoing gases. One of the factors that
can affect the quality of the interface is the amount of turbulence within the tank.
The amount of turbulence created is dependent upon:

• The location of the pipelines being used to supply and extract the gases in the tank
• The speed in which the incoming gas is introduced
Normally you have very little ability to control which pipelines can be used. However it is
possible to control how fast the gas is introduced into the tank.
To keep the amount of turbulence and hence the risk of the two gases mixing to a minimum
the incoming gas should be introduced as slowly as possible, especially when the operation
is commenced. Once the interface has moved away from the inlet the rate the gas is
introduced into the tank can be increased. The easiest way in which this can be achieved is
by opening and commencing the operation in a number of tanks together. If this is not
possible, try to control the rate of flow into the tank so that it is at a minimum either by
adjusting inlet valves, or by diverting some of the gas to the vent.
Atmosphere requirements for Oxygen
Basic Principle of Inerting

The main design principle upon and the method of operation for LNG vessels is:
AT NO TIME WILL THERE BE THE POSSIBILITY OF CREATING A FLAMMABLE

ATMOSPHERE ANYWHERE WITHIN THE CARGO SYSTEM.
Consequently, if loading a flammable cargo, before it can be introduced into the system, one
of the elements of the ‘fire’ triangle has to be removed to avoid the creation of a flammable
atmosphere. In this case it is the Oxygen.
This is done be purging the complete cargo system with inert gas (gas where the oxygen
content has been reduced below that which will sustain combustion). To ensure that this will
always occur, the Tanker Safety Guide (Liquefied Gases) suggests that an upper limit of 8%
Oxygen is achieved before introduction of cargo vapour. However, many companies require
lower limits, and these can be easily achieved as most Inert Gas Generators can produce
very good quality I.G. with a very low Oxygen content.
Atmosphere requirements for dewpoint
The dewpoint of a vapour in this context is defined as the temperature at which the water
vapour contained within an atmosphere will begin to condense. It is also a measurement of
the amount of water vapour that is contained within a given atmosphere in that the lower the
dewpoint temperature, the less water vapour it contains.
When dealing with cargoes that will be carried at temperatures below 0oC, the formation of
water can be a serious problem in that it in turn will lead to the formation of ice which can
freeze pumps and equipment. Consequently, the amount of water vapour within an
atmosphere has to be minimised when possible to reduce the likelihood of such problems
occurring.
LNG vessels are fitted with coolers and driers which enable a dewpoint of the air or inert gas
being supplied to be lower than –40oC, almost removing the problem. However because of
the low temperatures involved with LNG further precautions have to be taken during the
‘gassing up’ operation to ensure the remaining water will not be condensed as the operation
is progressed.
Inerting of pipelines and machinery

To ensure the ‘non flammable’ atmosphere principle is maintained all the systems that are
likely to contain a flammable gas at some point, need to be inerted. Consequently, once the
inerting operation of the cargo tanks is completed, all the pipelines and machinery within the
cargo system have also to be inerted.
To ensure no pockets of air remain after the operation it is important that all lines,
connections and valves are purged. Therefore it is useful to devise a plan for the
procedures to be followed during the operation prior to it being commenced. A checklist or
some other means of recording those lines that are purged as the operation progresses is
also useful to ensure that all areas have been purged.
Blind pipe sections should be inerted by removing blind flanges or by opening for the pipe
vent valves for a short period. It is important to be quite certain of the different flow direction
in the piping system, in order to avoid “short circuiting” during the inerting procedure. This
could involve that inert gas is flowing directly to the vent mast or back into one of the already
inerted cargo tanks.
Components within Inert Gas that may cause a problem when mixed with LNG
Inert Gas contains two components that may cause operational problems if they come into
contact with LNG. These are:
• Water
The inert gas (IG) within the cargo tanks will contain a small amount of water vapour.
If the IG was supplied via driers the dewpoint will be at a relatively low temperature
(< -40oC) and hence the quantity of water vapour in the atmosphere will also be
small. However because of the difference in temperature between the dewpoint and
that of LNG (-160oC) condensation may still occur leading to the formation of ice.
• Carbon Dioxide
Inert Gas can contain significant quantities of Carbon Dioxide (12-15%). At normal
temperature the CO2 will remain in its gaseous state and not cause a problem.
However at a temperature of approx –80oC CO2 will change from being a gas into
the solid state (dry ice).
If the inert gas is not removed prior to the introduction of LNG any solids formed by the
above processes could cause damage to the cargo pumps, valve seats or block filters.
Shore supply of LNG for gassing up
Warm cargo vapour is required for the gassing up of the ships cargo system. This cannot be
supplied directly from the shore tanks because:
• The vapour space and hence the quantity of vapour available within the shore tanks
prior to loading a ship will be small due to the high liquid level.
• The vapour will be at a cold temperature requiring it to be heated prior to supply to
the ship.
Another option would therefore be to have a Vaporiser located ashore which could then be
used to supply the quantities of vapour required by the ship during the gassing up process.
Whilst a possible solution, there are a number of disadvantages for the shore installation:
• The vaporiser would need to be capable of operating over a number of different
capacity ranges to enable it to be used to supply the varying sizes of ship that may
call at the terminal.
• The gassing up operation of a ship is a relatively infrequent operation. Consequently
the terminal may have to make a large investment in a suitable vaporiser that may
only be used very occasionally, if at all, whereas a small pump may be capable of
being used for a number of different operations within the terminal.
• It is more difficult to control the volume of vapour supplied as opposed to liquid.
If the shore supply liquid to the vessel instead of vapour:

• The ships vaporiser will always be available and can be specifically designed for the
capacity of the particular ship.
• The amount of vapour produced can be easily controlled by the ships personnel as
required, during the various stages of the operation.
• If located on board the vaporiser can also be used for other proposes such as the
supply of vapour during a discharge if a shore vapour return is not available.
LNG Vaporiser – Outlet Temperatures
The outlet temperature from the LNG Vaporiser can be adjusted by the operator to suit the
particular operation that is being conducted. Examples of the temperatures used and the
reasons why follow:
Maximum Outlet Temperature

The maximum outlet temperature allowed from the LNG Vaporiser is +80oC. If this
temperature is exceeded an alarm is activated.
The reason for this limit on the outlet temperature relates to the piping system between the
Vaporiser and cargo tanks. Most of the pipelines are insulated using polyurethane foam,
which can be easily damaged if the pipeline temperature exceeds +100oC. By maintaining
the outlet temperature from the vaporiser or heaters below this level risk of damage from this
cause is minimised.
Outlet temperature during Gassing Up

During the gassing up operation the objectives with respect to the cargo vapour supply
temperature are:
• Minimise the time taken for the overall operation
Outlet temperature from vaporiser should be as high as possible as the volume
occupied by the vapour increases in line with the temperature, hence higher the
temperature the less volume of vapour will be required to gas up the cargo system.
• Avoid warming the cargo system
The cargo system will have to be cooled down prior to being able to load the LNG.
Consequently if heat is added to the cargo system during gassing up by using hot
vapour, the cooldown operation will be extended as the extra heat added is then
removed.
• Avoid possibility of condensation or formation of solid CO2
If the outlet temperature of the vapour is too cold, there is the possibility of
condensation taking place within the cargo system. This is especially true if the Inert
Gas in the cargo system has a relatively high dewpoint.
Because of the above reasons the ideal outlet temperature of vapour from the LNG
Vaporiser during gassing up is similar to the temperature within the cargo tanks at the time
(approx ambient).
Outlet temperature during Discharge

During the gassing up operation the objectives with respect to the cargo vapour supply
temperature are:
• Avoid adding heat into the cargo system
If vapour that is warm, relative to the vapour already within the cargo tanks is
supplied from the vaporiser, heat will be transferred into the cargo system causing
increased vaporisation of the cargo. Whilst a small amount of increased vaporisation
will assist in the process of maintaining the tank pressures as the tank level
decreases, if too much heat is added, once discharge has been completed the cargo
will continue to vaporise leading to increased cargo loss.
Because of the above reason the ideal outlet temperature of vapour from the LNG vaporiser
during discharge is approx 10oC above the liquid temperature (approx –150oC) if possible.
Effect on Vaporiser at Initial StartUp
When initially commencing to use the Vaporiser the contents of the inlet pipeline will
comprise of either Nitrogen or cargo vapour. As the liquid supply is started the vapour
within the pipeline will be pushed into the Vaporsier and be heated by the steam.
The outlet temperature from the vaporiser is controlled by spraying liquid into the outgoing
gas stream. However at this time there is no liquid to spray into the stream hence the outlet
temperature cannot be controlled and may exceed the +80oC limit.
To avoid this happening the some LNG Vaporisers are fitted with a bypass valve which
allows the vapour within the inlet pipeline to be diverted past the vaporiser and directly into
the outlet pipeline. As the liquid supply approaches the vaporiser (indicated by the inlet
temperature decreasing below –140oC) the by pass valve should be closed and inlet valve
opened. Because very cold vapour is now in the pipeline the outlet temperature can now be
controlled within the required limits. Where a bypass valve is not fitted particular care
should be taken in controlling the flow rates to minimise the high outlet temperature from the
Vaporiser.
Formation of Condensate within the Vaporisers & Heaters
Within the vaporisers and heaters on this vessel steam is used as the heating medium.
As the cargo liquid or vapour enters the unit heat will transfer between the high temperature
steam (around the coils) and the low temperature cargo (within the coils) thereby causing
the cargo to heat up and if LNG, turn into vapour.
At the same time as the LNG is heating up, the steam cools down to the point that some of it
will begin to condense, forming water. This water is termed condensate and if allowed to
collect within the unit there is the danger that it will come into contact with the cold tubes
carrying the cargo and freeze. This could cause serious damage to the vaporiser/heater
construction.
To avoid this occurrence the condensate is collected in a small drain pot and then returned
to the boiler via a small drain valve. On the model this drain valve must be open when the
vaporiser is in use.
The drain pot is fitted with a high level alarm that is activated if too much condensate is
being produced. This will occur if the volume of cargo being passed through the
vaporiser/heater is excessive compared to the amount of steam available (ie the heater is
being used beyond its design capacity for the steam supply available).
Why the cargo system requires to be cooled down
Before LNG can be introduced into the cargo system of an LNG vessel the system, and in
particular the cargo tanks, have to be cooled down to a temperature close to that of the LNG
which is to be loaded. The reasons for this are as follows:
1. Cargo Tank Material

The cargo tanks are constructed of a thin stainless steel membrane which is a
material, that retains its flexibility and strength characteristics over the temperature
range being considered (-180oC - +50oC). The membrane, which forms the tank wall
is constructed of stainless steel, 1.2mm thick, panels which are formed into a ‘waffle
shape’ with corrugations along all four sides. These panels are then lap welded
together. The purpose of the corrugations is to compensate for the shrinkage that
will occur within the stainless steel as the temperature is reduced. However
problems could occur if the material is subjected to very local and rapid cooling such
as when a small droplet of LNG comes into contact with a warm tank wall. Because
of the transfer of heat from the wall into the liquid, the temperature at that particular
point will decrease rapidly causing large thermal stresses to arise between the point
and the surrounding material. This could lead to stress cracking.
This type of event is taken account of during the design process for the tanks and
hence the formation of such cracks is very unlikely. However it is good practise
never to subject the tank material to such stresses if they can be avoided.
By breaking up the LNG into small droplets by use of the spray nozzles, as well as
improving the overall efficiency of the cooldown process, it ensures that sufficient
LNG will vaporise so that only a very small quantity of liquid, if any will come into
contact with the tank material hence minimising the risk of excessive thermal
stresses being created.
2. Pipe tower construction

The tower which supports the pipework within the tank is constructed of stainless
steel bars. If subjected to rapid cooling thermal stresses within the material can be
excessive, leading to the material cracking.
3. Vapour Generation
If LNG is introduced directly into warm tanks the LNG will almost immediately turn
into vapour. LNG has a liquid to gas expansion ration in the order of 1:650,
consequently for every m3 of LNG that is introduced into the tank, 1300 m3 of vapour
will result. Therefore, to enable the liquid to be loaded into the tank at a reasonable
loading rate, prohibitively large compressors would be required to remove the vapour
generated in the process.
By reducing the cargo tank temperature, the amount of heat that is available to transfer
into and heat the LNG is minimised consequently the amount of vapour generated can
be maintained within reasonable limits.
All three reasons are of equal importance as each, if not carefully controlled, can have a
significant impact on the tank structure and overall safety of the vessel.
Latent Heat of Vaporisation
If heat energy ‘Q’ is added to a body of mass ‘m’ the temperature of the body will rise from
T1 to T2. Therefore:
Q = cm(T2 - T1) (J)
where c = specific heat is the heat energy (J) to raise temperature of unit mass (1 kg) of the
material by one degree. Unit is therefore J/kg.K.
The result ‘cm’ is called the “heat capacity” of the body.
NOTE: For thermal calculations temperature should always be expressed in Kelvin (K).
T(K) = T(°C) + 273 .
However when a body changes state from solid /liquid or liquid/gas and heat is absorbed /
released by a solid or liquid the temperature does not necessarily increase or decrease.
Instead the sample will change from one phase or state to another.
(solid → liquid, liquid → gas, solid → gas)
The heat energy transferred when a sample of mass ‘m’ undergoes a phase change without
changing temperature
Q = Lm
where L (the “heat of transformation”) is the quantity of heat energy transferred per unit
mass. Unit of L is therefore J/kg.
This process of changing state is termed:

Liquid →Gas = Latent heat of Vaporisation (Lv)
= liquid → gas (heat is absorbed by the body)
= gas →liquid (heat is released by the body)
Solid → liquid = Latent heat of Fusion (LF)

= solid → liquid (heat is absorbed by the body)
= liquid → solid (heat is released by the body)
The graph of temperature v time as steam is cooled to ultimately form ice would therefore
appear as follows : -
In the case of LNG only the change of state from liquid to gas need be considered.
Extracts taken from lecture notes of Prof. Ron Miller, School of Physics, La Trobe University
Pressure drop at the beginning of cooldown
When LNG is initially introduced into an atmosphere that is relatively warm the tank pressure
will be seen to decrease, then after a short period of time begin to increase. The amount of
decrease will depend upon the temperature of the vapour within the tank and the tank size
but can be in the region of 2kPa.
LNG
Introduced
Tk
Pressure
The reason that this decrease in pressure occurs during the initial stages of the operation is
related to the speed of heat transfer into the LNG and the conditions within the vapour
atmosphere.
As the LNG enters the warm ‘dry’ vapour, heat will immediately begin to transfer into the
liquid. However, at the same time, because of the very low temperature of the liquid, the
vapour surrounding it will contract. Because this effect is immediate, whereas the heating
and changing into vapour of the liquid is a gradual process, the contraction of the vapour will
cause the pressure within the tank to decrease.
As more LNG and hence vapour molecules are introduced into the tank, the vapour
becomes more saturated. This causes the rate of pressure decrease to slow down. At the
point when the vapour becomes fully saturated the pressure within the tank will begin to
increase and will continue to do so whilst LNG is introduced and the tanks are relatively
warm.
Purpose of the ‘Surge Valve’ on the H/D and L/D Compressors
The purpose of the surge valve on the gas compressors is to protect from possible damage
caused by surges of gas coming back down the discharge line, such as in the event of a
valve upstream being closed whilst the compressor is in operation.
The valve is operated automatically by a controller which compares the difference in

pressure between the compressor suction and discharge and the actual flow through the
compressor. If the flow through the compressor reduces towards zero and yet the discharge
pressure is significantly above the suction (indicating the compressor is still operating) the
surge valve will be opened, allowing gas to be recirculated back to the compressor suction
Cargo tank pressure during Cooldown
It is advised to maintain the pressure within the cargo tanks between 8 and 12kPa during
the cooldown operation. The reasons for this recommendation are:
• The pressure is low enough so that if an event such as the failure of a compressor
occurred, there is sufficient margin within the tanks to provide the time to either
resolve the problem or stop the operation without risk of the tank pressures
exceeding the high pressure settings causing the relief valves to lift.
• The pressure is high enough to ensure that there will always be sufficient pressure
on the compressor suction to keep them running without having to stop and restart at
frequent intervals.
Cargo tank temperature prior to loading
The cargo tanks have to be cooled prior to loading a cargo for the reasons as explained in
the section “Why the cargo system requires to be cooled down”.
For this particular class of vessel before loading can be commenced the temperature at the
top and bottom of the tank should be less than –130oC.
By reducing the tank temperature to below these levels the effect of a rapid cooldown on the
tank structure is minimised and the amount of vapour that will be produced, in addition to
that that needs to be removed during the loading process, will be capable of being handled
by the available capacity of the high duty compressors.
Safety procedures prior to undertaking cargo operations
Prior to commencing any cargo operation the following safety procedures will normally be
conducted.
1. Emergency Shut Down Checks

In addition to the cold and hot ESD checks conducted before and after the manifold
lines are cooled down, regular checks should be made on the operation of the ESD
system. These are normally done as part of a weekly checklist and will involve
checking each activating point on a regular basis together with the operation of the
appropriate shutdowns and indicators. A further check may also be undertaken as
part of the vessels ‘pre-arrival’ check list.
2. Fire and safety equipment
Relevant fire and safety equipment should be checked that it is operational and
ready for immediate use.
3. Ship/shore safety checklist
The items on the ship / shore safety checklist should be inspected and checked in
the correct condition by a responsible member of the ships crew together with a
shore representative. When completed both should sign the checklist.
Click on button for an example of the ship shore checklists required for gas carriers
Checklists
4. Overside Water Spray

To avoid damage being caused to the ships side structure in the event of a spillage
of LNG from the loading arms, water is sprayed down the ships side in way of the
manifold area. The water supply for this drenching system should always be started
prior to any liquid being transferred between the ship/shore.
5. Cargo Conference
Prior to operations being commenced a ‘cargo conference’ should be held, attended
by representatives of ship and shore personnel who will be involved in undertaking
the cargo operation. The purpose of the conference is to allow both sides to become
familiar with the requirements of the other and agree a plan for the conduct /
procedures of the operation to be undertaken.
Purpose of a Custody Transfer System
The ‘Custody Transfer System’ is a system which allows the quantity of cargo on board at
any time to be accurately calculated and therefore provide a means by which the amount of
cargo that is transferred either internally or between the ship and shore to be accurately
quantified. Such a system can be used on LNG Carriers because the cargo is always
similar whereas on other type of vessels such as oil or LPG , large differences can occur
between the cargoes carried on each voyage.
Some of the important aspects of the CTS are:

• Accurate level measurement:
The gauging systems used have to be able to provide the level readings consistently
to within an accuracy of +/- 10mm.
• Ability to be able to measure tank pressure
• Computer to calculate quantities based on tank tables and the cargo condition at the
time
• Ability to produce reports in required formats for customs control.
There are two primary types of measuring system used currently on LNG carriers
• Based on capacitance measuring system – produced by Foxboro
• Based on radar gauging system – produced by Saab
For both systems, a float type gauge is also provided as an emergency backup.
Capacitance system:
As implied this type of system works of the principle of a capacitor, and the difference in the
current produced when it is fully charged as opposed to when it has been discharged.
On this type of measuring system the ‘capacitor’ is a hollow tube in which the cargo is
allowed to flow. As the LNG enters the tube, a charge and hence current will be produced.
This current will continue to increase until the tube is full. The difference in the current
between the full and empty state can be directly related to the length of the tube. Therefore
if the length of the tube is known, the height of the liquid at any point within the tube can be
calculated by comparing the actual current being produced with the current that is produced
from a full tube.
The system within a tank comprises of a number of fixed length tubes (or segments)
connected vertically together. As the liquid level in the tank rises above each tube, the
reading from the next tube is added to that already obtained allowing the height of the liquid
to be continuously measured.
Radar System
The radar system comprises of a radar transponder located at the top of the tank which
transmits a narrow radar beam down into the tank. The signal is then reflected back to the
unit from the liquid. In the same way as normal radar, by calculating the length of time
between the transmission of the signal and its return the distance of from the transmitter to
the liquid level can be calculated.
The advantages provided by the radar system when compared to the capacitance system is
that there are no parts located within the tank, hence any failures can be easily dealt with.
Reasons for cooling cargo lines
The primary reasons for cooling the cargo lines prior to loading LNG are:
1. To minimise the possibility of leaks being created at joints with valves or other
sections of pipeline as the pipelines contract.
2. To reduce the possibility sudden shock loadings on bellows pieces as pipes contract
rapidly.
3. To avoid the formation of ‘vapour locks’ within the pipeline as cargo is introduced. If
LNG is introduced into warm pipeline the initial cargo will vaporise. If sufficient
vapour is produced this can create a large pressure that will ‘block’ the loading of the
liquid. It is then possible that this vapour will then condense very rapidly as the
temperature reduces below the condensation point, allowing the liquid to surge along
the pipeline possibly resulting in damage to the pipelines, valves or connections.
The ship/shore Emergency shut down system (ESDS) connections are compatible with the
system, at the loading and discharging terminals. There are three types of connections,
optical, electric (intrinsically safe type) and pneumatic.
The ESDS is completely independent of other control and alarm systems. Each component
of the ESDS is designed in such a way that any fault will not result in unsafe condition for
the whole system or the vessel.
An electric signal from ESDS activates protective actions of compressors, pumps, valves,
etc. required by relevant regulations for safety. All emergency shutdown circuits installed in
hazardous areas are intrinsically safe.
Power for the ESDS is supplied from the ship's UPS.
The ESDS is activated by the following conditions.
• Manual activation
Manual switches are provided on the cargo control console, fire safety & control
center, manifold (port & stbd), each tank dome cargo motor room and cargo machine
room.
• Fire
Melting plugs designed to melt at a temperature between 98oC and 100oC are
provided at each tank dome area, shore connections (port & stbd) and cargo
machinery room.
• Very high level in cargo tank
The system is activated when the level in any one of cargo tank reaches 99.5% vol.
A capacitance spot sensor in each tank initiates the signal at 99.5% vol. level. This
signal can be inhibited for each tank by means of the custody transfer system and
the blocking condition is indicated on the cargo control console. In the inhibited
condition emergency shut down valves are remain shut.
• Power failure
The system is activated in the event of power failure, such as black out or loss of
hydraulic pressure in the cargo valve remote control system.
• Actuation of ESDS from shore.
Fiber optic, electric (intrinsically safe type) and pneumatic lines can be used between
the ship and the shore. These will be used not only for receiving ESD signals from
the shore but also sending ESD signals from the ship to the shore.
Actions when ESD is activated
• If operational the following are stopped:

Cargo compressors
Cargo Pumps
Spray Pumps
Inert Gas Plant
• If open the following are closed:
Tank filling valve
Manifold ESD valve
Fuel Gas Supply to boiler valve (BOG)
Note: On some vessels, the shutting of the tank filling valve may not be included within the
ESD actions but will close as part of the ‘Tank Protection System’.
ESD1/ESD2
In some terminals two levels of ESD activation may be implemented.
• ESD1
When activated this will shutdown shipboard equipment but may leave valves in the
open condition.
• ESD2
This is a full shutdown situation, with all equipment and valves on vessel being
stopped and closed, equipment within the shore plant stopped and valves closed on
a sequential basis to minimise risk of pressure surges within the pipelines.
Cargo Tank Filling Limits

Cargo tanks are never to be more than 98% full. This is a requirement specified by the IMO
and applies to all gas carriers except where there are special circumstances which will allow
a higher filling limit, or a different limit has been approved by the appropriate administration.
The purpose of this requirement is to ensure that the tank will never become liquid full, so
ensuring that liquid will never come out of the tank, even if subjected to a large heat input
such as through a surrounding fire. Consequently, by limiting the maximum filling limit to
98%, if the cargo temperature is not controlled and increases, the rise in tank pressure will
cause the tank relief valves to lift before the liquid level reaches 100% and enters the relief
valves. Once the relief valve has lifted the pressure, and hence liquid temperature, will
remain at that point hence the liquid will not expand any further.
Filling limits for LNG Carriers

In the case of LNG Carriers, the filling limit is normally 98.5% unless the cargo tanks are of
the MOSS spherical design. In those circumstances, the shape of the tank and the fact that
cargo is vented from the tank immediately means that the liquid level can be increased to a
maximum of 99.5% and yet can still will not enter the relief valves even if the vessel is
subjected to a 15o list. The higher limit of 98.5% is allowed due to the fact that the amount
of cargo in a tank will immediately start to decrease once loading has been completed due
to the boil-off.
Filling Limits for LPG Carriers

For other types of gas carrier because gas cargoes have a large coefficient of thermal
expansion allowance must be made for the difference in liquid volume at the loading
temperature and the volume at the highest temperature anticipated during the time the
cargo is on board.
Chapter 15 of the IGC code defines the limits by means of a formula:

VL = 0.98 V PR
PL
VL = The maximum volume to which the tank can be loaded

V = Tank volume
PR = Relative density of the cargo at the reference temperature
PL = Relative density of the cargo at the loading temperature
What the reference temperature is depends on whether the vessel is fitted with a
reliquefaction plant.
Vessel with no reliquefaction

For a vessel which has no reliquefaction plant the reference temperature is the temperature
which the cargo would be at when the tank safety relief valve opens.
For example a fully pressurised tank containing Ammonia with a relief valve setting of 16.8
bar g would at that pressure have a cargo temperature of +450C. At this temperature the
cargo density would be 571.3 kg/m3
So if the tank had a volume of 1000m3, a relief valve set at 16.8 bar g and the cargo was
loaded at +15oC, the loading limit would be as follows:
Tank volume 1000m3

Relative density at the reference temperature 571.3
Relative density at the loading temperature 15oC 617.5
VL = 0.98 x 1000 x 571.3

617.5
3
= 906.68m or 90.6% full
This ensures that if the cargo was to heat up to 45oC the liquid volume in the tank when the
relief valve opens is 98%.
Vessel with reliquefaction plant

If the vessel is fitted with a reliquefaction plant then the reference temperature is the highest
of the following temperatures:
At the completion of loading
During the voyage
During discharge.
A fully refrigerated vessel loading, carrying and discharging the cargo at the same
temperature would be able to load to 98% since the loading temperature is the highest. A
semi pressurised/fully refrigerated vessel may load a fully refrigerated cargo but could allow
it to warm up on passage to meet a discharge port requirement. In this case the loading limit
would be less than 98%.
Semi Press/Fully Ref vessel.- Cargo of Propane

Tank volume - 5000m3
Loading temperature -42 oC Density 582.2
Discharging temperature -25 oC Density 561.8
VL = 0.98 x 5000 x 561.8

582.2
3
= 4728.3 m or 94.6%
Mechanisms required to avoid the cargo tanks becoming liquid full
The following is a summary of the mechanisms fitted to avoid the cargo tanks ever
becoming liquid full and overflowing:
• Relief Valves
In the vent of the cargo warming due to a lack of refrigeration capacity the relief
valves will operate before the liquid expands to the point that the tank becomes liquid
full.
• Level Alarms
Alarm indication is provided operated by the tank level measuring device to indicate
the level normally at 95%, 97% and 98% full
• Tank shutdown
An measuring device is provided independent from the main gauging system. This
monitors if the level reaches 98.5%. If so the tank loading and condensate return
valves are closed automatically.
The Society of International Gas Tanker and Terminal Operators (SIGTTO) provide
guidelines as to the equipment that should be fitted to avoid overflow of cargo tanks. The
following is an extract from their publication:
“Guidelines for Automatic Cargo Tank Overfill Protection Aboard Gas Carriers”
Equipment recommended for those vessels with filling limits of 98% of tank volume
1. An audio-visual warning shall be activated when a tank level representing 95% of the
tank volume is achieved.
This early warning event is activated by the tank level measuring system. Alternatively, the
early warning event can be activated by an independent sensor.
2. A High level alarm shall occur at a level representing 98.5% of tank volume. The audiovisual
response shall differ in sight but not in sound from that produced at the early warning level.
Should the early warning event be activated by the tank level measuring system, then the
High level alarm will be activated from a source independent of the tank level system.
If the alternate method is adopted with the early warning event activated by an
independent sensor, then the High level alarm will be activated independently from the early
warning event and utilise the tank level system or again employ another
independent sensor. The International Gas Carrier Code requires not only that alarms be
activated at this stage but isolation of the overfilled tank must also take place. This is
achieved by shutting the individual tank loading valve associated with the overfilled tank. The
closing sequence shall be such that no surge pressure occurs.
3. In the event that the tank continues to fill, a High High level alarm shall occur at a level
representing 99% of tank volume. The audio response shall be as for the High level alarm,
but the visual response shall clearly indicate a High High level condition has been reached.
Should the High level alarm be activated by a source independent of the tank level
measuring system, then the High High level alarm can be activated by the tank level
measuring system, which shall also shutdown or inhibit the running of all cargo pumps.
Initiated at the same time and programmed to avoid surge, the ship's manifold valves shall
close, stopping cargo transfer.
If the High level alarm is activated by the tank level measuring system, then the High
High level alarm will be activated by a sensor independent of all others, which shall also
shutdown or inhibit the running of all cargo pumps. Initiated at the same time and
programmed to avoid surge, the ship's manifold valves shall close, stopping cargo transfer.
Equipment for those vessels given dispensation to fill cargoes to levels greater than
98% of tank volume (IMO Code 15.1.3)
1. An audio-visual warning shall be activated when a tank level representing 95% of tank
volume is achieved.
This early warning event is activated by the tank level measuring system. Alternatively, the
early warning event can be activated by an independent sensor.
2. For vessels able to fill to a maximum of 98.5% of tank volume, High level alarm and
tank isolation shall occur at 99% of tank volume.
Should the early warning event be activated by the tank level measuring system, then the
High level alarm will be activated from a source independent of the tank level measuring
system.
If the alternative method is adopted with the early warning event activated by an
independent sensor, then the High level alarm will be activated independently from the
early warning event and utilise the tank level system or again employ another independent
sensor.
3. For vessels able to fill to a maximum of 98.5% of tank volume, a High High level alarm
activation, cargo pump shutdown, inhibiting of cargo pumps from further use and
closing of manifold valves shall all take place at a level equivalent to 99.5% of
Position of valves on completion of cargo operations

If LNG becomes trapped within a section of pipeline it will gradually warm up causing it to
vaporise and the pressure within the pipeline to increase. If left for a sufficient period of time
the pressure will rise to the point at which the pipeline relief valves will lift releasing cargo
vapour into the atmosphere via the vent mast, or back into the tanks or more modern
vessels.
To avoid the possibility of the relief valve lifting, once the operation involved has been
completed at least one valve should be left open on the liquid system to ensure that the
liquid or vapour can drain easily back into the tanks. It I also important to ensure that
sections of pipeline have not been isolated, possibly trapping LNG.
In the cases of loading and discharging, on completion the liquid risers from the manifold to
the headers will be full of liquid. Consequently at least one tank filling and isolating valve
should be kept open until all this liquid has vaporised (1-2 days).
Cargo Pumps
There are basically two types of cargo pump used on a gas carrier
• Electrically driven (1 speed) single stage centrifugal submerged pump (see figures
1,2 and 3).
• Electrically drive (1 or 2 speed) or hydraulically driven (variable speed) multi stage
centrifugal deepwell pumps (see figure 1).
On some vessels electrically or hydraulically driven booster pumps may be used.
Electrically driven single stage submerged pumps located at the bottom of the cargo tank or
electric or hydraulically driven multi stage pumps deepwell pumps where the prime mover is
located above the deck and is connected to the pump located at the bottom of the tank via a
long shaft.
In all cases the manufacturers instructions should be read and the pumps operated in
accordance with those instructions. The following, which is based around the guidance
given in the Tanker Safety Guide (Liquefied Gas), is suggested as general guidance.
Deepwell Pumps
Usually multi stage pumps with deck mounted electric or hydraulic motors driving impellers
near the tank bottom. The impeller casing is supported by the discharge tube which is
flange connected to the tank dome. The drive shaft runs inside the discharge tube and is
lubricated by the flow of cargo.
Because of the cargo temperature and the problems with drive shafts these pumps are, to
date, not used for very low temperature cargoes such as LNG although developments may
allow them to be used on small vessels in the future.
The following points should be noted:
• Before starting the pumps should be rotated by hand to ensure they are not frozen or
blocked with a foreign object.
• Pumps are normally started with the discharge valve either shut or open slightly in
order to reduce the initial load on the electric motor.
• A low amp trip is usually fitted to protect the bearings from a lack of cooling if the
pump should cavitate and the flow of cargo stop. If no trip is fitted extra care should
be taken.
• When not in use the motors should be covered to protect them from rain and salt
spray.
• If fitted heaters should be used to maintain insulation resistance when a pump is not
in service.
• Thrust bearings are subject to indentation (or brinelling) when pumps which are not
in use are subjected to shipboard vibration, because of the heavy weight they have
to support. Therefore when they are not in use the shaft should be rotated daily to
vary the surface area bearing the load.
• After overhaul all fittings within the tank should be locked in position with split pins,
wires or tab washers.
• Liquid seals at the upper end of the pump discharge tube must be kept in good order
to prevent cargo leakage.
Fixed Submerged Pumps

These are a combined pump and electric motor vertically mounted at the bottom of the tank.
Power is supplied through copper or stainless steel sheathed cables which terminate at a
junction box at the tank dome. Motors are normally fitted with a low liquid level shutdown
device to prevent them running dry. For Ammonia the cable and motor are sheathed in
stainless steel to prevent ammonia attacking the copper components.
This type of pump is currently the only type used on LNG vessels
The following points should be noted:

• Pumps are normally started with the discharge valve either shut or open slightly in
order to reduce the initial load on the electric motor.
• Cables should be checked for insulation resistance before the pump is started.
• Heaters should be used to prevent condensation when the tanks are gas freed.
• Bearings are lubricated by the cargo. The implications of this are:
• The pump can only be started if the liquid level in the tank exceeds the height
of the pump or a specified minimum level
• lubricating passages within the pump must be kept clear.
Model showing internal construction Fitting of main cargo pump in LNG tank
Spray & main cargo pump in location
Comparison between deepwell and submerged pumps

Deepwell pumps
• Maintenance can be conducted on the pump motor and top assembly and if
necessary pump can be removed without the need to gas free the cargo tank
• As motor is located in deck there is no restriction on the number of starts permitted
within a time period
• Require regular maintenance if problems are to be avoided with shaft bearings
Submerged pumps
• Can be located in most optimum position within tank without need to have vertical
access to deck for drive shaft
• Susceptible to cable damage if used with Ammonia cargoes
• Cannot be repaired without gas freeing and entering tank
• Because of heat build up within the cargo around motor number of starts usually
limited to 4 per hour (once every 15 - 17 mins)
• Require minimum liquid level in tank before they can be started
Planning a discharge operation

When planning to discharge a cargo of a fully refrigerated gas the following are some of the
items that need to be considered:
• The maximum discharge rate anticipated and required as per the charter.
• How many arms will be connected – will influence the maximum rate that can be
expected.
• If a vapour return will be available for use
• Ballast requirements, to maintain vessel stable and upright throughout but also to
maintain the trim as near to even keel as possible, or at least within the limits of the
cargo tank volume tables
• Will vaporiser be required
Operations to be conducted on the loaded and ballast passages
When at sea the main cargo related activities that may need to be undertaken are:
1. Maintain tank pressures within safe limits
The insulation on the cargo tanks is not 100% efficient and consequently there is
always a flow of heat energy into the tank. Consequently because of the low
temperature involved, the liquid within the tank will always be boiling producing
vapour, causing the tank pressures to increase. This additional vapour has to be
removed and dealt with to enable the tank pressures to be maintained below the
relief valve setting.
Applicable to both Loaded and Ballast passages.
2. Maintain cargo tank temperatures

If the cargo tanks are empty or nearly empty, because of the heat input the tank
temperatures will rise. To minimise the time required at the loading terminal, it is
advantageous to keep the tanks cool by spraying for periods of time. This process
will maintain the tank temperatures as required but will produce additional vapour.
Applicable to Ballast passage
3. The vessel may be operating under a charter where it is required to burn gas as
opposed to bunker fuel. The amount of vapour generate by natural boil off within the
tanks may not be sufficient to provide the quantities required to maintain the rate
required by the boilers. Consequently additional vapour has to be produced.
Applicable to Ballast passage primarily but may also be required during

Loaded passage
Maintaining cargo tank pressures within safe limits
Because LNG vessels are usually not fitted with reliquefaction facilities there are only two
options which can be used to maintain the cargo tank pressures within a safe range:
1. Venting
The excess vapour can be vented to atmosphere. However, whilst it achieves the
objective of controlling the tank pressures there are a number of disadvantages:
i. Unless the right weather conditions prevail there is a danger that a
flammable atmosphere may be produced around the vessel as the cargo is
vented.
ii. By venting, the cargo vapour is not being used in any productive way
and cannot be recovered. This will lead to a substantial financial loss on the
income form that cargo.
iii. Methane is classed as one of the ‘Geenhouse’ gases. Consequently,
by venting the cargo this can be considered as adding to the environmental
problem and therefore the amount of cargo vented to atmosphere should be
minimised.
(Note: There is disagreement in some circles as to the actual validity of this argument when
compared to the results of burning the Methane in the boilers)
2. Use as fuel within the boilers
The excess vapour can be used as a fuel within the boilers. When compared to
venting this option offers the following advantages:
i. The vapour can be dealt with without any safety risk to the vessel
ii. Methane is a very efficient fuel, consequently by burning it in the
boilers the cargo vapour is not wasted and hence the financial loss is
minimised.
iii. Easier to control the flow rate from the tanks to match the heat input
Factors that affect the amount vapour supplied to the engine room
1. Weather conditions – increased ambient temperature or rough seas increase boil off.
2. Quantity of liquid within the tanks
3. Temperature within the tanks
4. If cooldown operations undertaken
5. Charter requirements as to whether vessel on ‘oil’ or ‘gas’ burning
Engine Room Precautions

Before cargo vapour can be introduced into the engine room the following precautions have
to be implemented:
• Heating of vapour
Methane is the only gas carried at sea that is currently allowed to be used within the
engine room as a fuel. The reason for this is that at ambient temperatures Methane
is lighter than air whereas the other gases such as Propane & Butane are heavier.
This means that in the event of a leak, whereas Propane and Butane will collect
within the lower parts of the engine room, Methane will rise to the top and can be
easily removed.
However, before Methane can be introduced into the engine room it has to be
heated. The reasons for this are:
o At a temperature below approx –80oC Methane is heavier than air.
o The steelwork used within the engine room cannot withstand low
temperatures
• Purging of supply pipelines

Because of the changing over between oil and gas burning, there is the possibility
that air may get into the gas supply pipelines. Consequently before gas can be
introduced these lines must be purged with Nitrogen to avoid the possible formation
of a flammable atmosphere.
• Encasing supply pipeline in a double skin

To reduce the possibility of a leak of vapour getting into the engine room, the gas
supply pipeline is encased with a double skin and the space between them initially
purged with Nitrogen, and then constantly ventilated to atmosphere.
• Ventilation
Exhaust fans are provided for the areas directly above the gas manifolds on the
boilers. This is to ensure that if a leak occurs within this area the gas is removed
immediately.
Factors that affect whether gas or oil burning
• Pricing of fuel oil bunkers when compared to cargo freight rate

For many years the price of LNG was linked very closely with that of Crude oil and
hence the refined products that resulted. In those circumstances, it was cheaper to
burn the cargo vapour that fuel oil and hence has burning gas used to be the norm.
In recent years because of the growth in the LNG market, the price of LNG has
increased relative to oil and therefore it is cheaper to burn fuel oil instead.
• Routing
On some routes (Australia/Japan) it is difficult to obtain bunker fuel at a competitive
price
Removal of Cargo Residue

On a LNG carrier it is not normally possible to remove all of the liquid from the cargo tanks
when stripping. All the time liquid cargo remains in the tank the temperature within its
vicinity will remain at the liquids boiling point (-160oC) and the liquid will continue to
vaporise. Consequently, when changing grades or preparing the tank for entry the small
amount of liquid remaining in the tank bottom must first be removed.
Procedure
Vapour is drawn via the vapour line from the tank and passed through the High Duty
Compressor into the High Duty Heater The hot vapour from the heater discharge is
then fed back into the bottom of the tank via the loading line. As the hot gas enters
the tank the hot vapour either bubbles up through the liquid or blows over the liquid
surface increasing the rate of evaporation, depending on the level of the liquid in
relation to the bottom of the pipe.
It is more efficient to introduce the hot vapour into the bottom of the tank because:
1. All the heat can be directed into the liquid at the beginning of the operation
2. Heat rises. Therefore by introducing the warm vapour into the bottom, it rises
naturally warming the tank structure evenly. If it is introduced into the top, the
tendency will be for the warm vapour to remain in the top causing uneven
heating between the top and bottom.
Operational Hints
Removal of liquid
Indications that all the liquid has been removed are:
• The tank pressures, which should have been rising, will level off.
• The tank temperatures will begin to rise more quickly as the last of the liquid boils
off and the vapour begins to heat the tanks structure.
Heater
To maximise efficency and hence speed of operation, the outlet temperature from the heater
should be as hot as possible taking into account the problem of the pipeline insulation.
Therefore the temperature should be as close to +80oC as possible.
Compressors
The AUTO setting of the H/D compressor is based on the pressure within the vapour
header. However, during the warm up operation the vapour is being circulated and hence
the vapour header pressure cannot be used as a set point. Therefore the compressors
should be operated in manual mode. Two compressors can be used to undertake the
operation. However, practise indicates that no clear advantages are obtained and when
used together problems can occur in trying to keep the output from the two compressors
balanced
Need to warm cargo system

Before the tank can be entered so that repairs or inspections can be conducted they have to
be purged with air. However, before the air can be introduced the cargo vapour has to be
removed by the use of inert gas.
If the tank temperature was below –60oC and inert gas was introduced, there is the
possibility of solids forming in the tank caused by:
• Carbon Dioxide (CO2) within the inert gas solidifying
• Water vapour within the inert gas turning to ice.
Similarly, if air with a relatively high dew point is introduced into the tank, water and possibly
ice will be formed. In both cases and solids or water formed are very difficult to remove
before the next cargo.
Therefore the cargo system has to be warmed to a temperature, preferably above the
warmest dew point of the inert gas or air that is to be introduced. Consequently if there is
any possibility that outside air will be used instead of dry air the tank temperature should be
at least within 10oC of the dewpoint of the air, and preferably warmer.
WISE – LNG Checklists
LNG Cargo Operations
The following material provides descriptions of the equipment involved together with
guidance on how the various operations that may be required to be undertaken on a LNG
Carrier are conducted and what procedures should be followed.
Contents
LNG CARGO OPERATIONS

CONTENTS
CARGO EQUIPMENT
Cargo Tanks
Cargo Pumps
Spray Pumps
L/D Compressor
Gas Heaters
LNG Vaporiser
Forcing Vaporiser
Inert Gas System
Nitrogen Generation System
Nitrogen Pressurisation System
CARGO OPERATIONS
Drying of Cargo Tanks

Inerting of Cargo Tanks and Pipelines
Gassing Up - Inert Gas Purge
Initial Cooldown
Cooldown of Arm/Line from shore
Loading / Deballasting
Draining and Purging
Loaded Voyage with Normal Boil-Off Gas Burning
Cooldown of Liquid Line and shore connection from Ship
Discharging / Ballasting
Warming Up
Inerting before docking
Aeration
WISE – LNG Cargo Operations
CARGO EQUIPMENT
Cargo Tanks
Construction
The cargo tanks are designed and constructed according to the GTT Mark 111 cargo
containment concept, that is a tank consisting of a membrane attached to the ships
structure.
The cargo containment system consists of four insulated cargo tanks, separated from each
other by transverse cofferdams, and from the outer hull of the vessel by wing and double
bottom ballast tanks.
The containment system serves two purposes:

• To contain LNG cargo at cryogenic temperature (-160°C).
• To insulate the cargo from the hull structure.
The materials used for the hull structure are designed to withstand varying degrees of low
temperature. At temperatures below their specified limits, these steels will crystallise and
become brittle. The materials used for the containment system are required to reduce the
heat transfer from the hull structure to minimise the boil-off gas from the cargo, as well as to
protect the hull structure from the effects of cryogenic temperature.
Two main types of tank construction are used, the GTT Mark III system which uses stainless
steel and the No 96 system which uses Invar.
The inner hull is lined with a thin and flexible membrane, called the primary barrier, which
bears against a supporting insulation structure embodying a secondary barrier. This
construction ensures that the entire cargo hydrostatic load is transmitted through the
membrane and insulation to the hull plating of the vessel.
GTT Mark III
NO 96
Pictures courtesy of Gaztransport & Technigaz

Tank structure
In the GTT Mark III system the membrane is an assembly of corrugated sheets 1.2 mm
thick, made of stainless steel. The sheets, lap-welded together, have two sets of orthogonal
corrugations of ogival shape and are fixed to the supporting insulation along half their
perimeter by welding onto small stainless steel blocks solidly fixed in the insulation structure.
This anchoring has three purposes:
• it takes up the unbalanced forces set up by non-uniform or transient temperature
conditions
• it supports the weight of the sheets on the vertical walls and roof of the tank
• it allows a small vacuum in the tank.
In the NO 96 system the primary membrane consists of 500mm wide invar (36% nickel-steel
alloy) 0.7mm thick, with the strakes continuously spread along the tank walls.
Insulation and Secondary Barrier

In the GTT Mark III system the insulation and secondary barrier assembly is composed of
the following elements, as shown in illustration
• Level wedges, fixed to the inner hull and forming a rectangular pattern, serve as a
support for the insulation panels bonded to them. The plywood panels of the
insulation barrier are secured to the inner hull by studs. The level wedge thickness is
individually calculated to take into account any slight irregularities in the inner hull
surface.
• Insulating sandwich panels, composed of an outer plywood face, onto which is
bonded the membrane sheets and two layers of insulating foam, form the actual
interbarrier and insulation space barrier. Between the IBS and IS foam layers there is
a triplex membrane (scab) bonded onto the IS foam and forms the impervious barrier
to the nitrogen circulation.
In the NO 96 system the secondary barrier is formed from another layer of invar which is
positioned between the primary and secondary insulation layers. These consist of a load
bearing system comprising prefabricated plywood boxes 1m x 1.2m in size, filled with
expanded perlite. The primary barrier is secured by the means of primary couplers onto the
secondary insulation assembly. This assembly is then held in position by the use of load
bearing resin ropes and secondary couplers anchored to the inner hull.
The insulation dimensions have been determined to ensure that: the heat flow into the tank
is limited to such an extent that the evaporation, or boil-off rate, is about 0.15% per day and
so that the inner hull steel does not attain a temperature below its minimum design value,
even in the case of failure of the primary barrier. The design conditions are based on:
Air Temp: 45oC
Sea Water Temp: 32oC
Cargo Temp: -161.5oC
Cargo: Pure methane
Sea Condition: Calm.
In addition to these requirements, the insulation acts as a barrier to prevent any contact
between ballast water and the primary barrier, in the event of leakage through the inner hull.
The insulation system is designed to maintain the boil-off losses from the cargo at an
acceptable level, and to protect the inner hull steel from the effect of excessively low
temperatures. If the insulation efficiency should deteriorate for any reason, the effect may be
a lowering of the inner hull steel temperature, ie a cold spot and an increase in boil-off from
the affected tank. Increased boil off is of no direct consequence to the safety of the vessel
as any excess gas may be vented to atmosphere via the forward riser at No.1 tank. The
inner hull steel temperature must, however, be maintained within acceptable limits to
prevent possible brittle fracture.
Thermocouples are distributed over the surface of the inner hull, but unless a cold spot
occurs immediately adjacent to a sensor, these can only serve as a general indication of
steel temperature. To date, the only sure way of detecting cold spots is by frequent visual
inspection of the ballast spaces on the loaded voyage.
Protection
The cargo tanks are protected by a number of different systems. In addition to the level
measurement, the custody transfer system provides three adjustable level alarms for each
tank. Intrinsically safe electric pressure transmitters and differential pressure transmitters
are provided for cargo tank protection alarm and monitoring and Thermo-resistance bulbs
are provided to monitor the temperature of the cargo tank and insulation spaces.
Level alarm and safety

• A high level alarm is provided in each cargo tank. It is initiated by a capacitance level
sensor and is set at 97.0% volume.
• A high-high level alarm is provided In each cargo tank. It is initiated by a capacitance
level sensor and is set at 99.0% volume level. When activated the tank filling valve
for each cargo tank is closed automatically.
• An EMERGENCY SHUT DOWN SYSTEM is activated by the signal from a
capacitance spot sensor at 99.5% volume level.
Pressure alarm and safety

• A high pressure alarm for each cargo tank is provided, and is set at 22kPa.
• The vapour header pressure control valve is opened at 23kPa.
• The pilot operated relief valve of each cargo tank releases excess vapour in the
cargo tank to the atmosphere at 25kPa.
• A low pressure alarm is provided for each cargo tank and is set at 1kPa.
• An automatic trip system for the gas compressors, cargo pumps, spray pumps, IGG,
ESD valves, spray Inlet valves and fuel gas master valve is activated when the
pressure of any one of the cargo tanks is equal to the atmosphere.
• A high alarm for each Interbarrier and Insulation space is provided, and is set at
1.3kPa and 2.5kPa respectively
• The pilot operated relief valves of each hold space release excess air in the hold
space to the atmosphere at kPa.
• A low alarm for each Interbarrier and Insulation space Is provided, and is set at 0.2
and 0.3kPa respectively.
• A high alarm for the differential pressure between the Interbarrier and Insulation
spaces is provided and set to 1.2kPa
• A low alarm for the differential pressure between the Interbarrier and Insulation
spaces is provided and set to 0.0kPa.
Cargo Pumps
Two cargo pumps are installed in each cargo tank (total 8 cargo pumps). The cargo pumps
are electric motor-driven, of the single-stage, centrifugal submerged types. The cargo
pumps must be operated In LNG liquid and must not be operated when dry, as the pump
bearings are lubricated by LNG drawn in by the pump.
Description
Liquid pumped LNG (S.G-0.5)
Capacity rated flow 1700m3/h
Discharge head rated 155mlc
Power required rated 465KW
RPM rated 1780
Protection
Over Current Relay 523 A (thermal type)
Over Current Relay 519 A (instantaneous)
Low Current Relay 226 A (5 sec)
Low Discharge Press.250 kPa (5 sec)
The cargo pumps are located at the bottom of the center pipe tower. The pump suctions are
located approximately 75mm from the tank bottom and are protected by a suction screen.
LNG drawn through the suction screen is pressurised by the impeller and transferred
between the motor housing and discharge spool, absorbing the motor heat and finally
discharged to the end bell. A part of the discharged LNG is led through the conical filter
screen and orifice into the upper bearing assembly for cooling. Thrust force generated by
impeller rotation is balanced by a TEM (thrust equalizing mechanism) which is provided at
the back side of the Impeller. An inducer is fitted to direct the flow of LNG and assist low
suction head.
WARNINGS
1) The Cargo pumps should not be re-started if the tank level is below
approximately 2.0m.
2) If the initial start fails, for a second attempt at pump starting, wait 17 minutes in
order to avoid overheating of the motor windings.
Controls
The cargo pumps are primarily operated using AUTO SEQUENCE START controls, though
can be operated manually if preferred.
When using the AUTO SEQUENCE START the liquid branch valve and filling valve
automatically open and close. When a sequence is initiated the following operations take
place:
Pump start
• Confirmation of cargo pump start available
• Cargo pump discharge valve opens to the preset position
• Filling valve opens to -100% (the first pump only)
• Liquid branch valve closes to O% (the first pump only)
• Pump starts (No.1 or No.2)
• Timer counting
• The control set point(initial load) of the motor is set
• In compliance with the set point, the pump discharge valve opens or closes to
maintain the motor current constantly.
Pump stop
• When the "tank level reaches the stop level (L1 or L2), the pump discharge valve
closes to the preset position.
• Timer counting
• Pump stops
Discharge Start
• Confirm filling valve open >95% and filling valve closed
• Liquid branch valve opens to 100%
• Timer counting (20s)
• Filling valve closes to 0%
Spray Pumps
One spray pump is installed in each cargo tank (total 4 pumps). The spray pumps are
electric motor-driven, of the two-stage, centrifugal submerged type (similar to main cargo
pumps). The spray pump must be operated In LNG liquid and must not be operated when
dry as the pump bearings are lubricated by LNG drawn in by the pump.
Description
Liquid pumped : LNG (S.G-0.5)
Capacity rated flow 50m3/h
Discharge head rated 145mlc
Power required rated 18kW
RPM rated 3560
Efficiency 54.7%
Protection
Over Current Relay 40 A(thermal type)
Over Current Relay 35 A(instantaneous)
Low Current Relay 15 A(5 sec)
The spray pumps are located at the bottom of the center pipe tower. The pump suctions are
located approximately 25mm from the tank bottom and are protected by a suction screen.
LNG drawn through the suction screen is pressurised by the impeller and transferred
between the motor housing and discharge spool, absorbing the motor heat and finally
discharged to the end bell. A part of the discharged LNG is led through the conical filter
screen and orifice into the upper bearing assembly for cooling. Thrust force generated by
impeller rotation is balanced by a TEM (thrust equalizing mechanism) which is provided at
the back side of the Impeller. An inducer is fitted to direct the flow of LNG and assist low
suction head.
WARNINGS
3) The spray pumps should not be re-started if the tank level is below approximately
0.6m.
4) If the initial start fails, for a second attempt at pump starting, wait 17 minutes in
order to avoid overheating of the motor windings.
Controls
The spray pumps are primarily operated using AUTO SEQUENCE START controls, though
can be operated manually if preferred.
When using the AUTO SEQUENCE START the liquid branch valve and filling valve
automatically open and close. When a sequence is initiated the following operations take
place:
a) Spray pump start

• Confirmation of spray pump start available

• The spray pump discharge valve opens to the preset position
• The tank spray return valve opens to 100%
• Spray pump starts
• Timer counting (10 sec)
• Initial control set point (motor load) of the SSC Is set.
• Initial control set point (Spray header press) of the SSC is set.
• Motor load is controlled by the adjustment of the spray pump discharge valve.
• Spray header pressure is controlled by the adjustment of the tank spray return valve.
b) Spray pump stop

• The spray pump is stopped by the signal of "AUTO SE0. STOP".
• The tank spray return valve opens to 100% (c) The spray pump discharge valve
closes to 0%
H/D Compressor
Description
Two sets of High Duty (H/D) compressors are provided in the cargo machinery room for the
following purposes:
a) During loading to return LNG vapour to shore
b) During Initial cool down to return gas/vapour to shore
c) During warm-up to circulate heated cargo vapour through cargo tanks
Details
Type : Horizontal, Turbo-compressor, Electric motor driven
Capacity 32000rn3/h
Suction pressure 103 kPaA
Suction temperature -140oC
Discharge Pressure 200 kPaA
Discharge temperature -109 oC
Shaft speed 11531 rpm
Rated motor power 950kW
The H/D compressors are single-stage radial types equipped with a spur gear. The impeller
is arranged in an overhung position on the pinion shaft. The spiral is screwed to the gear by
means of a cast flange. The suction nozzle is arranged axially, and the discharge nozzle
tangentially.
A shaft seal, fitted where the rotor passes through the casing, consists of 5 floating carbon
ring seals and prevents gas leakage. The installed shaft seal has two chambers. Leakage
gas is drawn from the impeller-side chamber and returned to the suction side. The second
chamber is fed with dry nitrogen, which seals against the leakage gas from the impeller side.
Seal gas pressure is set manually at the reducing valve. Pressure can be set from 20 to 60
kPa. The recommended setting is 30 kPa.
The compressor gearbox is a 2-shaft involute helical spur gear with thrust collars. The shafts
are borne in sleeve bearings. The thrust collars transfer the axial thrust of the pinion shaft to
the axial bearing of the low-speed driving shaft. The running speed of the Input shaft Is 3570
rpm (elec. motor revolutions) and speed of the output shaft is 9552 rpm constant.
A bulkhead seal assures gas tightness between the cargo machinery room and motor room.
The seal, located in the motor room side of the bulkhead, consists of a system of chambers
with multiple carbon seal rings (consisting of three pieces) hold by hose springs. The
chambers are pressurized with dry air normally (10Kpa) and with nitrogen as back-up
(5Kpa).
Lubricating oil is supplied to the compressor prior to starting by an electric motor driven
auxiliary L.O. pump. After the compressor has started, the auxiliary L.O. pump continues to
run for about 45 seconds and stops automatically. At shutdown, the auxiliary L.O. pump
starts automatically and continues to run for about 55 minutes.
A L.O. cooler is provided to keep the L.O. temperature at 48oC. Cooling water for the L.O.
cooler is supplied from the Auxiliary Control Cooling Fresh Water System. If the L.O.
temperature is low, L.O. In the sump tank can be heated by a steam heater which Is
controlled by a temperature control valve (set value 50oC)
The compressor is fitted with rotor radial vibration and axial position monitors to detect
abnormal vibration and displacement. Alarm and shut down protection are provided.
The compressor capacity is controlled by operating the inlet guide vane. The inlet guide
vane angle is controlled by a pneumatic actuator. The vane is set from –80o to +30o
according to a demand signal.
The stable operating range of the compressor Is restricted by the surge limit. Surges, which
may cause damage to a compressor is prevented automatically by increasing the actual flow
through the compressor using a surge control valve on the compressor discharge. Surge
control is achieved by comparing the difference in pressure between compressor suction
and discharge with actual flow measured by an orifice in the suction line. If the ratio of the
above two signals falls below the set value, the anti-surge controller will open the surge
control valve, allowing gas to be recirculated to the compressor suction. Surge control is
independent of the main control system.
Operation
Start-up
• Confirm that: the gland sealing nitrogen gas pressure at the preset value (30KPa)
and bulkhead sealing air is at the preset pressure (10KPa).
• Confirm that the inlet guide vanes are set at the minimum position ( -80* ).
• Confirm that the anti-surge control valves are open.
• Confirm that the compressor L.O. sump tank level is acceptable and L.O. system is
operational.
• Confirm the L.O. cooler valves are open.
• Open the compressor' suction valves.
• Open the compressor discharge valves manually.
• Press the *START* button for the H/D compressor.
• Set the vapour header pressure on the automatic controller.
• Press the AUTO' button on the H/D compressor after vapour gas flow is steady.
Stop
• Press the "STOP" button
• The auxiliary L.O. pump starts automatically and continues running for 55 min. after
stop order.
L/D Compressor
Description
Two Low Duty (L/D) compressors are provided in the cargo machinery room for maintaining
constant cargo tank pressure and for delivering boil-off gas according to the boiler demand.
Details
Type : Horizontal, Turbo-compressor, Electric motor driven
Capacity 8500rn3/h
Suction pressure 103 kPaA
Suction temperature -140oC
Discharge Pressure 200 kPaA
Shaft speed 13997 – 27994 rpm
Rated motor power 430kW
The compressor capacity control is as follows;

The capacity of the L/D compressor is controlled by adjusting the inlet guide vane and motor
speed. The Inlet guide vane and motor speed are controlled according to main boiler
demand within the respective split ranges that follow:
• When the capacity is below 50%, The motor speed is kept at 1775 rpm and the inlet
Guide Vane (IGV) is adjusted by a pneumatic actuator between -80' and +20 *
• When the capacity is above 50%, IGV is full open, the motor speed is adjusted by a
step less and variable speed static inverter between. 1775rpm and 355Orpm
according to demand signal
• The stable operating range of the compressor Is restricted by the surge limit.
Surges, which may cause damage to a compressor, are prevented automatically by

increasing the flow through the compressor by means of a surge control valve on the
compressor discharge. Surge control is achieved by comparing the difference in pressure
between compressor suction and discharge with actual flow measured by venturi in the
suction line. If the ratio of the above two signals falls below the set value, the anti-surge
controller will open the surge control valve (VG-931 or 932) and allow gas to be recirculated
to the compressor suction. The surge control is independent of the main control system.
Operation
Start-up
• Confirm that the gland sealing nitrogen gas pressure is at the preset value (30KPa)
and bulkhead sealing air at correct pressure (10KPa).
• Confirm that the Inlet guide vanes are at the minimum position ( -80o)
• Confirm that the surge control valves are open.
• Confirm that the compressor L.O. sump tank level is acceptable and L.O. system is
operational.
• Confirm that the L.O. cooler C.W. valves are open.
• Open the compressor suction valves
• Open the compressor discharge valves
• Press RUN for L/D Compressor start
Stop
• Press the "STOP" button

• The auxiliary L.O. pump starts automatically and continues running for 55 min. after
stop order.
Gas Heaters
Hot Gas Outlet

Steam Inlet
Temp Control /
Bypass Valve
Tubes
Steam Outlet
Condensate
Drain Pot
Cold Gas Inlet
Description
Two gas heaters are provided and are located in the cargo machinery room. They are of the
horizontal shell, U-tube, direct steam heating types. They can both be used for the following
purposes;
• Heating LNG vapour to warm-up the cargo tank for tank inerting, gas-freeing and
aeration..
• Heating boil-off gas from cargo tanks to use as gas fuel in the boiler.
Details
The design capacity of the heaters are as follows;
Gas inlet pressure 200kPaA

Gas outlet pressure 180kPa
Gas outlet temperature +15oC - +80oC
Capacity 16,000 – 24,500Kg/h
Supply steam for each heater Is fed from the low pressure steam generator in the engine
room. Each heater is provided with a steam condensate drain pot and a steam trap.
Condensate from each heater is returned to the drain Inspection tank in the engine room
through the gas heater drain cooler and the gas beater drain tank.
Control system
Control valves for flow to the heater inlet and by-pass flow to the heater outlet are adjusted
according to the set temperature.
When heating steam condensate level is detected In the drain pot, all control valves are
closed to prevent icing in the heater shell. Under normal conditions, the condition indicator
on the local control board shows green.
The gas heater alarm set points are as follows;

• Gas outlet-temperature high : 90oC
• Gas outlet temperature low : 10 oC
• Drain pot level high : 195mm (Temp. control valves close)
Operation
Start up
• Ensure that the gas detection system on the gas vent drain tank is operating.
• Ensure that the auxiliary central cooling system is operating and cooling water is
being supplied to the gas heater drain cooler.
• Manually open the vent valve on the heater shall.
• Open the drain pot steam trap isolating valve.
• Open the steam inlet valve and pass heating steam into the heater slowly and
gradually.
• Check that the heater outlet valve is open.
• Check the heater Inlet valve is open.
• Open the temperature control valves and adjust the gas outlet temperature.
• When the gas outlet temperature is steady, change the operation mode Auto Manual
switch to Auto and set the required temperature
Stop
• Change the operation mode Auto Manual switch to Man
• Close the gas inlet control valve and stop the gas slowly and gradually.
• Close the steam inlet valve slowly so as to prevent icing after the temp. control
valves are closed.
Notes
(a) Heating steam should be supplied before gas flow Into the heater to prevent icing.
(b) When stopping, the gas flow should be stopped before shutting off steam.
LNG Vaporiser
Gas Outlet
Steam Inlet
Spray Nozzle
Temp Control
Valve
Tubes
Steam Outlet
Condensate
Drain Pot
LNG Inlet
Description
The LNG Vaporiser is of the horizontal shell and U tube, direct steam heating type. It is
located in the cargo machinery room. The LNG Vaporiser is used for the following;
• Purging Inert gas from the cargo tanks prior to cool down.
LNG is supplied from the shore to the vaporiser and the vaporised gas is fed to the
cargo tanks.
• During cargo unloading, If vapour return from the shore is not available to the cargo
tanks, the LNG vaporiser can be used to produce vapour by bleeding LNG from the
main line and supplying it to the cargo tanks.
• In the event that both cargo pumps fail in a cargo tank, emergency discharge by
pressurising the cargo tank is done using the LNG vaporiser. Liquid LNG is supplied
to the vaporiser by a spray pump and the vapour is led to the cargo tank for
pressurising.
• In the event that the Inert gas generator is unable to produce Inert gas, the LNG
Vaporiser can produce nitrogen gas using liquid nitrogen from the shore.
Details
The design capacity is as follows;
Max Gas evaporation 21300kg/h
LNG inlet temperature -163oC

Gas outlet temperature -140oC - +20oC
Gas outlet pressure ?? kPa
Steam for the LNG vaporiser is supplied from the low-pressure steam generator in the
engine room. The vaporiser is provided with a steam condensate drain pot and a steam
trap. Condensate drain from the Vaporiser is returned to the drain inspection tank in the
engine room through the gas heater drain cooler and the gas heater drain tank.
Control system
The outlet gas temperature can be set by the temperature controller. A pneumatic operated
control valve, is adjusted according to the set temperature. The flow rate can be controlled
using the remotely operated valve.
When heating steam condensate level is detected in the drain pot, the temperature control
valve and the flow rate control valve are closed to prevent icing in the Vaporiser 'shell.
When tripped, both temperature and flow rate control valves are closed.
LNG Vaporiser alarm set points are as follows;

• Gas outlet temperature high.:. 80oC
• Gas outlet temperature low : -70 oC
• Drain pot level high : 195mm
Operation
Start up
• Ensure that the gas detection system on the gas vent drain tank Is operating.
• Ensure that the auxiliary central cooling system is operating and cooling water Is
being supplied to the gas heater drain cooler.
• Open the drain pot steam trap Isolating valve
• Open the steam inlet valve and pass heating steam into the Vaporiser slowly and
gradually.
• Close the vent valve when steam begins to spout out.
• Open the flow control valve using the local valve handle and then open the
temperature control valve. Do this slowly and gradually.
• Adjust both flow and temperature control valves locally until gas outlet temperature is
steady.
• When the gas outlet temperature is steady, then change the operation mode Auto 1
Manual switch on the temperature controller to "A*.
• Under normal operating conditions, the flow rate is adjusted by the flow control valve.
This is done manually.
Stop
• Change the operation mode Auto 1 Manual switch on the local temperature controller
to "M*.
• Close the flow control valve using the local valve handle and the temperature control
valve using the local temp. controller. Stop the LNG slowly and gradually.
• Close the steam inlet valve slowly so as to prevent icing after the flow and temp.
control valves are closed.
• Slowly open the vent valve for the Vaporiser shell.
• Close the vent valve completely after the inside temperature of shell and LNG inlet
and outlet piping reach the ambient temperature.
Notes:
(a) Heating steam is supplied first to prevent icing.
(b) When stopping, the LNG liquid supply is stopped before shutting off steam.
(c) The flow control valve is not closed fully during normal operation.
(d) When exchanging the spray nozzle, the Vaporiser should be purged with nitrogen
gas.
Forcing Vaporiser
The Forcing Vaporiser is of the horizontal shell and U tube, direct steam heating type. It is
located in the cargo machinery room. The Forcing Vaporiser is used for producing LNG
vapour to be sent to the main boiler as fuel gas. The produced LNG vapour is added to
natural boil-off gas from cargo tanks.
Details
Details and operation of the Forcing Vaporiser are the same as for the LNG Vaporiser
except for the following:
The design capacity of the Forcing Vaporiser is as follows;

Max Gas evaporation 7000kg/h
LNG inlet temperature -163oC
Gas outlet temperature -40oC
Gas outlet pressure ?? kPa
Forcing Vaporiser alarm/trip set points are as follows;
Gas outlet temperature high : +80 oC

Gas outlet temperature low : -70 oC
Inert Gas System
The Inert gas generator plant sends Inert gas or dry air to cargo tanks and cargo holds. The
plant consists of two air blowers, an inert gas generator, an Inert gas refrigerating unit and
an inert gas dryer unit.
Details
The design capacity of the IGG is as follows.
Inert gas capacity 14000 Nm3/h

Discharge pressure 0.25
Temperature Average after generator +17oC
Dewpoint after expansion Maximum –45oC
to atmospheric pressure
Dry inert gas composition is as follows:

Oxygen 02 Maximum 1.0 %
Carbon-dioxide C02 Maximum 14.0 vol*
Carbon-monoxide CO Maximum 100 ppm
Sulphur-oxides SOX : Maximum 2 ppm
Nitrogen N2 : balance
The inert gas generator consists of a combustion chamber and a cooling/washing tower. In
the combustion chamber, fuel oil and air are burnt and inert gas is generated. Then the inert
gas is sent to the cooling/washing tower.
The IGG fuel oil pump supplies fuel Oil from IGG gas oil tanks. Roots type air blowers
supply the combustion air. The air blowers maintain the final discharge pressure of the dryer
unit, and a pressure control valve controls the pressure.
The Inert gas refrigerating unit cools the Inert gas an the first step of drying. The IG drier
unit absorbs water in the Inert gas with activated-alumina. The Inert gas dryer unit has two
dryer vessels. When one vessel is working, the other vessel is regenerating. The change-
over between working/regenerating is carried out automatically every 8 hours. In the
regenerating phase, the vessel is heated by hot air for at least 4 hours, and then cooled.
The hot air is generated by both electric and steam heaters. The temperature of hot air is
controlled about 220oC by electric heater.
The final discharge pressure of the inert gas plant is controlled by the pressure control
valve. When oxygen content rises above the high high level (2%), the discharge valve will
close and the purge valve will open. The Inert gas is blown-off to the atmosphere.
Dew point is measured continuously by the dew point analyser. If a high high condition -
40oC continues for 15 minutes, the inert gas is vented.
Nitrogen Generation System
The nitrogen generating system is used for the following purposes:

a) Cargo line purging.
b) Cargo compressors (H/D & L/D) gland sealing & bulkhead sealing.
c) Cargo tank insulation space inerting.
d) Vent riser fire extinguishing.
e) Engine room gas line purging.
Details
Nitrogen generator 2 sets

Type Membrane permutation
Capacity 90Nm3/h
Outlet press. 490kPa
Nitrogen purity 97% (by vol.Nz+Ar)
Max. outlet temp. -50oC
Dew point at atm. press.: -70 oC
Ambient air is compressed by the water cooled screw compressor. Some condensate water
will be separated in the cyclone separator and automatically drained out. Then the saturated
air passes through three filters.
The treated compressed air is heated by the electric heater before entering the membranes
where it is separated Into two streams, Nitrogen and the remaining gases. The different
gases within the air supply permeate through the membranes at differing rates.
Consequently, "Fast" gases permeate through the membrane wall more readily than "slow"
gases, thus separating the original gas mixture into two streams.
Downstream of the membranes, the nitrogen passes through the flow indicator, the purity
control valve and the back pressure regulator, and is led to the nitrogen buffer tank. The
other gases are discharged to the atmosphere.
Operation
• Once placed on standby one of the nitrogen generator will be started or stopped
locally.
• Once the system has been started from the local control panel, the feed air
compressor is started and stopped automatically in response to the pressure in the
nitrogen buffer tank (start: 300KPa, stop : 800KPa).
Nitrogen Pressurisation System
Nitrogen produced by generators and stored in a pressurised buffer tank is supplied to the
pressurisation headers through make-up regulating valves. From the headers, branches are
led to the interbarrier and insulation spaces of each tank. Excess nitrogen is vented through
regulating relief valves to the nitrogen vent mast on each tank from the IBS and to deck from
the IS. Both IBS and IS of each tank are provided with pressure relief valves which open at
a pressure sensed in each space, of 3.0 kPa for the IBS and 3.5 kPa for the IS above
atmospheric. A manual bypass with a globe valve is provided for local venting and sweeping
of a space if required.
The nitrogen production plant is maintained in an automatic mode. One 90m3/h package is
able to maintain the pressure in the buffer tank owing to the small demands placed upon the
system. When a high nitrogen demand is detected, the second 90m3/h package will start
automatically.
The inlet and outlet control valves for both spaces at each cargo tank are operated under
split range control by the output of the reverse acting pressure controller for that space.
Thus, when the pressure in that space falls below the desired value, the inlet valve opens
and the outlet valve remains shut. When the pressure in the space rises above the desired
value, the outlet valve opens and the inlet value remains shut. The barrier space header
control valve reacts to the demand on the system and maintains the header pressure at
50kPa. A flow meter upstream gives an indication on the IAS of the current demand on the
nitrogen system.
Pressure switches on the nitrogen buffer tank control the cut-in/cut-out of the compressors.
Under normal operation, one compressor is selected as run, with the second compressor on
automatic standby cut-in.
High/low and differential pressure alarms are fitted to the pressure control systems for each
interbarrier and insulation space.
Nitrogen Generation Alarms and Shutdowns
Air heater high temperature (System shut down) 200°C

Feed air high high temp. (System shut down) 80°C
Feed air temperature high 65°C
Dew point level high -60°C
Oxygen content high 3.5%
Oxygen content high high 4.0%
Feed air pressure low 700kPa g.
Nitrogen flow high 103Nm3/h
Nitrogen buffer tank pressure low 300 kPa g.
Nitrogen buffer tank pressure high 800 kPa g.
Differential pressure high 0.08kPa g.
Barrier Space Header and IBS/IS Alarms
No.1 cargo tank IBS pressure

No.1 cargo tank IBS pressure high/low 1.3 / 0.2 kPa
No.1 cargo tank IS/IBS differential pressure h/l 1.2 / 0.0 kPa
No.1 cargo tank IS pressure high/low 2.5 / 0.3 kPa
IS/IBS header pressure 50 kPa
IS/IBS header pressure high / low 70 / 20 kPa
Nitrogen to barrier space total flow
Pressure Control Logic for IBS/IS

IBS Pressure Control
IS Pressure Control
Introduction
The purpose of this system is to ensure that the cofferdam is kept at all times at 5°C, when
the cargo tanks are in a cold condition. Each cofferdam is heated by two independent
systems, one is in service, while the other is on standby. The maximum heating condition is
determined by the following extreme operating conditions:-
• External air temperature: -18°C
• Sea water temperature: 0°C
•
Any failure of the cofferdam heating system with cargo on board must be treated as serious
and repairs must be effected immediately. In the case of suspected leaks, regular soundings
of the cofferdams will indicate into which space glycol water is leaking. Each cofferdam is
fitted with three temperature sensors on each forward and aft bulkhead which will also give
an early indication of a heating tube failure. Cofferdams No.1 and No.5 have an additional
two temperature sensors.
Control of the Heating Coils

A temperature element on the outlet side of each cofferdam heater and down stream of the
three-way flow control valve, measures the actual value of the glycol water. This signal is
then processed and a correction value is sent to the heater glycol bypass control valve to
maintain the required temperature.
System Operation
Glycol water is circulated through the system of heaters (electric or steam as required) by
means of a circulating pump (one in use and the other on standby). Expansion within the
system is allowed for by an 1m3 expansion tank to which topping up or filling can also be
achieved.
The cofferdam spaces each have two sets of heating coils. The flow of glycol water to each
set of heating coils is through a three-way valve and a throttling valve. The second standby
set can be put into service immediately. It is connected to the running system by a crossover
at the pump suction and at the heater outlets.
The automatic temperature control to each circuit is controlled by three-way valves

adjusting the temperature as required. The automatic flow control to each cofferdam and
liquid dome is achieved by means of a three-way valve on each header. Throttling valves
on each header return line are set after conducting trials and should not be adjusted unless
in a problematic situation.
Operating Procedures
a. No.1 glycol circulating pump operates on heating coil ‘A’, while No.2 circulating
pump operates on heating coil ‘B’.
b. Open the circulating pumps’ isolating valves, suction valves and discharge
valves.
c. Open suction isolating valve from heating coil ‘A’ to No.1 pump and suction
isolating valve from heating coil ‘B’ to No.1 pump.
d. Open outlet isolating valves to heating coils ‘A’ and ‘B’.
e. Open inlet and outlet from heater No.1, and No.2 heater.
f. Open the inlet/outlet isolating valves on the electric heater. Open crossover
isolating valves feeding heating coil ‘A’ and feeding heating coil ‘B’.
g. Ensure the drop valve from expansion tank, is open.
h. Open the normal glycol water supply and return valves to each set of cofferdam
heating coils.
i. Start circulating pump No.1.
The ship/shore Emergency shut down system (ESDS) connections are compatible with the
system, at the loading and discharging terminals. There are three types of connections,
optical, electric (intrinsically safe type) and pneumatic.
The ESDS is completely independent of other control and alarm systems. Each component
of the ESDS is designed in such a way that any fault will not result in unsafe condition for
the whole system or the vessel.
An electric signal from ESDS activates protective actions of compressors, pumps, valves,
etc. required by relevant regulations for safety. All emergency shutdown circuits installed in
hazardous areas are intrinsically safe.
Power for the ESDS is supplied from the ship's UPS.
The ESDS is activated by the following conditions.
a) Manual activation
Manual switches are provided on the cargo control console, fire safety & control center,
manifold (port & stbd), each tank dome cargo motor room and cargo machine room.
b) Fire
Melting plugs designed to melt at a temperature between 98oC and 100oC are provided at
each tank dome area, shore connections (port & stbd) and cargo machinery room.
c) Very high level in cargo tank

The system is activated when the level in any one of cargo tank reaches 99.5% vol. A
capacitance spot sensor in each tank initiates the signal at 99.5% vol. level. This signal can
be inhibited for each tank by means of the custody transfer system and the blocking
condition is indicated on the cargo control console. In the inhibited condition emergency
shut down valves are remain shut.
d) Power failure
The system is activated in the event of power failure, such as black out or loss of hydraulic
pressure in the cargo valve remote control system.
e) Actuation of ESDS from shore.

Fiber optic, electric (intrinsically safe type) and pneumatic lines can be used between the
ship and the shore. These will be used not only for receiving ESD signals from the shore but
also sending ESD signals from the ship to the shore.
Ballast System
Models are available for two membrane vessels each with a different ballast configuration as
follows:
Vessel 1:
18 ballast tanks comprising:
Fore Peak
Aft Peak
Fwd Tank P & S
1 - 6 P & S double bottom / side tanks
ER Tank P & S
Three electric driven ballast pumps are provided together with a small stripping eductor.
The Water Spray pump is used to provide the drive for the eductor. The system is designed
so that the vessel can be ballasted/deballasted within 12 hrs.
Vessel 2:
14 ballast tanks comprising
Fore Peak
Aft Peak
Fwd Tank P & S
1 - 4 P & S double bottom / side tanks
The Fore Peak is used for heavy weather ballast.
Two electric driven ballast pumps are provided together with two stripping eductors. T The
system is designed so that the vessel can be ballasted/deballasted within 12 hrs.
CARGO OPERATIONS
The following operation descriptions have been adapted to suit the simulated model.
Drying of Cargo Tanks

During a dry docking or inspection, cargo tanks which have been opened and contain wet
air must be dried to avoid the formation of ice as the tanks are cooled down prior to loading
cargo, and also to prevent the formation of corrosive agents due to the water vapour
combining with the sulphur and nitrogen oxides contained in the inert gas when the tanks
are inerted.
Normal humid air is displaced by dry-air supplied using the Inert Gas generator. Dry air is
introduced at the bottom of the tanks through the tank filling piping. The humid air is
displaced from the top of each tank through the dome and the vapour header, and is
discharged via the No.1 vent mast. The operation will take approximately 20 hours to
reduce the dewpoint within the tanks to less than –25oC.
To Line Up
Insert the spool pieces to connect the IG supply main to the liquid header
IG supply to liquid header (195)
Cargo tank liquid isolating valves
Cargo tank filling valves
Cargo tank vapour valves
Fwd vapour isolating valve 190
Set fwd pressure control valve to manual operation and set in open position.
Operation
Start a ballast pump to supply cooling water to the Inert Gas Generator. Once the water
supply is on, set up and start the Inert gas System for the supply of Dry Air to the deck.
Initially the air is purged to the atmosphere until the correct dew point has been achieved
when the main deck delivery valve will open. Confirm that the dew point at the dryer unit
outlet has dropped to –45oC or below and that the dry air is being delivered onto the deck.
The operation is completed when the dew point in each tank is less than -25oC, when the
Inert Gas Generator and ballast pump can be stopped.
Inerting of Cargo Tanks and Pipelines
Before the initial cooldown of the cargo system and tanks can take place the moisture
content and oxygen content in the system have to be reduced in order to avoid the formation
of ice and reduce the risk of a flammable atmosphere being created.
Principles of Inerting
The main design principle upon and the method of operation for LNG vessels is:
AT NO TIME WILL THERE BE THE POSSIBILITY OF CREATING A FLAMMABLE

ATMOSPHERE ANYWHERE WITHIN THE CARGO SYSTEM.
Consequently, if loading a flammable cargo, before it can be introduced into the system, one
of the elements of the ‘fire’ triangle has to be removed to avoid the creation of a flammable
atmosphere. In this case it is the Oxygen.
This is done be purging the complete cargo system with inert gas (gas where the oxygen
content has been reduced below that which will sustain combustion). To ensure that this will
always occur, the Tanker Safety Guide (Liquefied Gases) suggests that an upper limit of 8%
Oxygen is achieved before introduction of cargo vapour. However, many companies require
lower limits, and these can be easily achieved as most Inert Gas Generators can produce
very good quality I.G. with very low Oxygen content.
By using Inert Gas with a dewpoint reduced to below –40oC a lot of the moisture that may
also be within the cargo system will also be removed during the operation.
General Procedure for Inerting
The DISPLACEMENT principle is used to change the cargo tank atmosphere from air to
inert gas. The reasons are as follows:
4. A smaller quantity of inert gas is required to complete the operation, hence resulting
in a reduction in fuel costs, and the ability to be able to use smaller generators.
5. A good interface can be maintained between the air/inert gas.
6. It can be guaranteed that no pockets of oxygen sufficient to cause a flammable
atmosphere will remain in the tank on completion of the operation.
As inert gas is heavier than air (especially after being cooled by use of the Inert Gas Cooler)
the cargo tanks are inerted by taking the ‘dry’ inert gas from the driers and passing it into the
tanks via the tank filling lines. The air within the tank is exhausted to atmosphere via the
tank vapour or vent lines to the vent mast. In some systems controls on the inert gas
generator supply system ensure that if the I.G. is above set limits of Oxygen content and in
some cases dewpoint, it is purged directly to atmosphere and not supplied to the cargo
system.
By keeping the tank under a slight positive pressure (<5kPa or 50mb) the interface between
the two atmospheres can be maintained in a better condition . If too high a pressure is
maintained the operation will take longer, and the Inert Gas Generator will not operate as
efficiently. With less pressure mixing will tend to occur at the interface.
Pipelines and Machinery:

To ensure the ‘non flammable’ atmosphere principle is maintained once the cargo tanks are
completed all the pipelines and machinery within the cargo system also have to be inerted.
To ensure no pockets of air remain it is important that all lines, connections and valves are
purged. Therefore it is useful to have a plan worked out before hand and some means of
recording those lines that are purged as the operation progresses.
Blind pipe sections should be inerted by removing blind flanges or by opening for the pipe
vent valves for a short period. It is important to be quite certain of the different flow direction
in the piping system, in order to avoid “short circuiting” during the inerting procedure. This
could involve that inert gas is flowing directly to the vent mast.
Detailed Description for Inerting

Inert gas is supplied to the cargo tanks through the liquid filling line and displaced air is
vented to the atmosphere through the vapour line, the vent mast and the manifolds. Inerting
is finished when the dew point in the cargo tank is below –20oC and the oxygen content in
the cargo tank is below 2% by volume.
All lines and equipment are to be inerted during inerting of cargo tanks and the dew point
and the oxygen content should be periodically measured with a portable instrument at the
sampling points.
This operation can be conducted using nitrogen gas instead of inert gas produced by the
inert gas generator. In this case, liquid nitrogen is supplied from a shore terminal. It is
vaporised and heated by the LNG vaporiser.
Cargo Tank and LNG Liquid Line Inerting

To Line Up

IG supply to liquid header (195)
Cargo tank liquid isolating valves
Fwd vapour isolating valve 190
Set fwd pressure control valve to manual operation and set in open position.
Start a ballast pump to supply cooling water to the Inert Gas Generator. Once the water
supply is on, set up and start the Inert gas System for the supply of Inert Gas to the main
deck. Initially the IG is purged to the atmosphere until the correct oxygen content and dew
point have been achieved when the main deck delivery valve will open. Confirm that the
dew point and the oxygen content at the dryer unit outlet are below –40oC and 3.0% by
volume respectively. Inert gas will now be supplied to the cargo tanks.
This operation is finished when the oxygen content and the dew point in each tank are
below 2% by volume and below –40 C respectively.
Inerting of Pipelines and Machinery
All pipelines and machinery that may have to contain cargo vapour or liquid at any point
during the various operations that will need to be conducted on a normal voyage cycle have
to be inerted and dried. There are many ways in which the operation can be successfully
completed however some basic rules that should be followed include:
1. Keep the plan simple
2. Always ensure that the flow through a pipeline is from a known source of IG and
the contents are vented to atmosphere either via a vent or open manifold. Do not
allow the flow to go back into a pipeline or tank which has been previously
inerted.
3. Mark off the pipelines and machinery on the plan as each is tested to be inerted.
A good principle to work upon is:

a) Remove blanks from manifolds.
b) Raise the pressure in the cargo tanks until > 3-4kPa
c) Open all isolating valves on all the lines between the tanks and manifolds
d) On each tank in turn, open each line from the tank to manifold and check
flow is from tank. After a few minutes check the line is inerted, shutdown
and move onto next line. When all the lines connecting o the tank have
been inerted, check that all valves onto the tank are shut.
e) To inert the machinery, use one tank only as the source, plan a route so
that the IG will flow through the respective machinery and to a vent or
open manifold. Continue until all the machinery has been checked as
being fully inerted.
Once inerting has been completed stop the Inert Gas Generator and ballast pump and
remove the spool piece between the inert gas line and the LNG liquid line.
Gassing Up - Inert Gas Purge
Before initial cooldown the moisture and Carbon Dioxide (CO2) content in the cargo tanks
must be removed to avoid condensation and subsequent freezing during cooldown. This is
achieved by first purging the cargo manifold, liquid header line, spray line and LNG
vaporiser supply line with Nitrogen (N2) gas which is generated by the N2 generator.
The operation to remove the Inert Gas from the tanks is again undertaken using the
DISPLACEMENT principle with the Inert Gas being heavier than the cargo vapour.
That being the case, LNG is then supplied to the ship from the loading terminal, vaporised
and heated by the LNG vaporiser with the hot LNG vapour (about 20oC) supplied to the
cargo tanks through the vapour line. The displaced inert gas is discharged via the liquid line
either to the loading terminal or, if permitted, vented to the atmosphere. Purging is finished
when the dew point and the CO2 content in the cargo tanks are below –40oC and 1% by
volume respectively. The dew point and the CO2 content is periodically measured using the
portable dew point meter and the portable gas detector at the sampling valves.
Prior to the commencement of the operation, the water curtain for the side shell on the side
of the loading station should be started.
Nitrogen Purge
Line Up (assuming Fwd Port manifold connection used)

Connect the Nitrogen supply line to the manifold using the spool piece.
Manually open the following valves for the relevant manifold
183 (Vaporiser Supply from spray header)
159 (Double Shut Liquid Manifold Cooldown valve)
123 (Liquid Manifold ESD)
189 (Spray header / manifold isolating valve)
193 (Aft spray header isolating valve)
45,46,47 & 48 (tank. Vapour conn.)
210 (LNG vaporiser/vapour header connection.)
201 (LNG Vaporiser inlet isolating valve)
203 (LNG Vaporiser inlet valve)
207 (LNG Vaporiser outlet)
205 (LNG Vaporiser Temperature Control)
Start Nitrogen Generator and open delivery valve to deck. Purge LNG Vaporiser with
Nitrogen until dewpoint < -50oC. When complete stop Nitrogen Generator and shutdown N2
supply valves and remove spool at manifold.
Inert Gas Purge (Venting from No. 1 vent mast)
Line Up
Connect the spool piece between the fwd LNG liquid line and LNG vapour line.
Open the following valves (if not already open):


123 (Liquid Manifold ESD)
159 (Double Shut Liquid Manifold Cooldown valve)
189 (Spray header / manifold isolating valve)
193 (Aft spray header isolating valve)
201 (LNG Vaporiser inlet isolating valve)
203 (LNG Vaporiser inlet valve)
205 (LNG Vaporiser Temperature Control)
21, 22, 23, 24 (tank liquid branch)
Confirm that the LNG vaporiser is ready to start.

Manually open the fwd liquid header valve to no. 1 vent connection.
Request loading terminal to start LNG supply.
Caution: Until the loading arm is fully cooled down, vapour then vapour/liquid mixture is
supplied to the LNG vaporiser. Therefore adjust the opening of the temperature control
valve and inlet valve so that the outlet temp. of hot vapour does not exceed +80oC for an
extended period of time.
Check the hydrocarbon content in the cargo tanks.
Finish inert gas purge from No. 1 vent mast when the gas concentration in the top of the
tank exceeds 95%.
Manually close the fwd liquid header to No. 1 vent connection valve
Caution: Adjust opening degree of the tank isolating valves so that inert gas purging will
finish at the same time. The recommended opening degree is:-
No.1 30%
No.2 100%
No.3 100%
No.4 50%
Adjust LNG supply to the LNG vaporiser so that the cargo tank pressure is kept within the
normal zone.
Initial Cooldown
Arriving at the loading terminal to load the first cargo after refit or when repairs requiring the
vessel to be gas free, the cargo tanks will be inert and at ambient temperature. After the
cargo system has been purge-dried and gassed up, the headers and tanks must be cooled
down before loading can commence. The cooldown operation usually follows immediately
after the completion of gassing up, using LNG supplied from the terminal.
The rate of cooldown is limited for the following reasons:

• To avoid excessive pump tower stress.
• Vapour generation must remain within the capabilities of the HD compressors to
maintain the cargo tanks at a pressure of 7kPa
• To remain within the capacity of the nitrogen system to maintain the interbarrier and
insulation spaces at the required pressures.
Unlike rigid cargo tank designs, vertical thermal gradients in the tank walls are not a
significant limitation on the rate of cooldown.
LNG is supplied from the terminal into the spray header which is open to the cargo tanks.
Once the cargo tank cooldown is nearing completion, the liquid manifold crossovers, liquid
header and loading lines are cooled down.
Cooldown of the cargo tanks is considered complete when the top and bottom temperature
sensors in each tank indicate temperatures of -130°C or lower. When these temperatures
have been reached, and liquid is detected within the tanks, bulk loading can begin.
Vapour generated during the cooldown of the tanks is returned to the terminal via the HD
compressors and the vapour manifold.
Once cooldown is completed and the build up to bulk loading has commenced, the tank
membrane will be at or near to liquid cargo temperature, it will take some hours to establish
fully cooled down temperature gradients through the insulation. Consequently boil-off from
the cargo will be higher than normal.
Cooling down the cargo tanks from +30°C to -130°C, over a period of 8 hours will require a
total of about 600m3 of LNG to be vaporized. At a mean cooling rate of 30°C per hour over
the first 4 hours, this should correspond to a mean cooling rate of 12°C to 13°C per hour for
the secondary barrier, giving a temperature of approximately -80°C after 8 hours.
Insulation Spaces
During cooldown, nitrogen flow to the IBS and IS spaces will significantly increase. It is
essential that the rate of cooldown is controlled so that it remains within the limits of the
nitrogen system to maintain the interbarrier and insulation space pressures at 0.8kPa and
1.0kPa respectively.
Line Up
Open the following valves (valve numbers assume fwd port manifold used)
Manifold ESD valve (123)
Manifold Double Shut Cooldown valve (159)

Manifold / Spray header isolating valve (189)
Fwd and Aft spray header isolating valves (192 & 193)
Cargo tank spray header isolating valves (41, 42, 43, 44)
One spray valve on each cargo tank
Compressor suction valve (210)
Check fwd vent isolating valve (190) open and vent valve (247) closed and set to Automatic
operation
Nitrogen system
Check Nitrogen generator running and buffer tank pressure at maximum, by opening inlet
valve.
Set required pressure in pressurisation header to 50kPa and check inlet valve opens
accordingly.
Initial Cooldown
Make the H/D compressors ready for start.
Check H/D compressors are in manual operation.
Request a small quantity of LNG liquid for spray line cooling from the loading terminal top
commence spray line cooling. Spray line cooling is completed when all spray nozzle inlet
temperatures are < -100oC. Increase flow rate.
Monitor cargo tank pressures. When pressure rises above 6kPa start H/D compressors as
required. Set the required flow rate and change compressors to auto control after the
steady running of H/D compressors are confirmed.
Increase the liquid flow rate and adjust spray valves until spray nozzle pressure approx.
200kPa on all tanks.
Monitor the following items,

Cargo tank temperature
Cargo tank pressure
Vapour return flow
Spray nozzle pressure
Monitor the tank pressure and temperature cooldown rate. Adjust the opening of the spray
inlet valves to obtain an average temperature fall of 25/30°C per hour during the first 4
hours. Thereafter 12/13°C per hour.
The cooldown procedure will take approximately 10-12hrs to complete. When tank cooldown
has been completed stop No. 1 and No. 2 H/D compressors.
Cooldown of Arm/Line from shore
Cooldown of the loading arm and of the ship liquid line is carried out simultaneously at the
loading terminal by taking a small supply of LNG from the shore terminal. LNG liquid is
supplied to the cargo tanks through the liquid arm, manifold and liquid header with the flow
rate controlled by the loading terminal. If necessary, excess vapour is returned to the shore
using the H/D compressors. Arm/line cooldown is continued until the liquid header
temperature (FWD & AFT) falls below –100oC.
Line Up
Open the following valves.
Cargo tank filling valves (17, 18, 19, 20)
Cargo tank liquid isolating valves (21, 22, 23, 24)
Vapour return throttling valve (249)
Main compressor suction valve (210)
Manifold ESD valves
Manifold double shut valves

Arm/Line Cooldown
Cooldown is carried out after the ESDS trip test (HOT). After notifying the loading terminal,
following valves are opened.
Request a small quantity of LNG liquid for spray line cooling from the loading terminal top
commence spray line cooling.
Monitor the following:

Cargo tank pressure
Liquid header temperatures
As required either control the vapour return to the shore using the vapour throttling valve
(249) or start the H/D Compressors. When running the compressors the throttling valve
should be closed.
Liquid line cooling is completed when the temperatures at the fwd and aft ends are –100oC
or lower.
Loading / Deballasting
After the liquid arms and liquid line are cooled down, liquid cargo is introduced in the cargo
tank through the filling line while vapour is returned to the loading terminal by the H/D
compressors. Maximum loading rate is 13000 m3/hour and loading can be commenced
when the cargo tank temperature are below –130oC, and liquid header temperatures are
less than –100oC.
During the loading operation, deballasting is carried out using two pumps.
Line Up
The following descriptions assume two liquid arms and No. 1 H/D compressor is used as the
first unit.
Open the following valves

Vapour return throttling valve (249)
Main compressor suction valve (210)
Manifold ESD valves

Loading Operation
Open the following valves, when ESDS trip test (COLD) is completed.
Manifold ESD valves
Confirm that cargo tank temperatures are below –130oC at all tanks. If so request the
loading terminal to start loading LNG.
Check flange connection tightness.

Check H/D compressors are in ‘Manual’
Start H/D No.1 Compressor as required.
Request the loading terminal to increase loading rate.

Cargo tank pressure
Cargo tank level
When the vapour header pressure reaches 15 kPa or more, Open VG-910 (No. 2 H/D
compressor suction.) and start No. 2 H/D compressor.
Request the loading terminal to decrease loading rate as required, and to stop loading when
all tanks are at the required level. Stop H/D compressors when the tank pressures have
reached a satisfactory level.
Deballasting
Deballasting operation is performed in parallel with loading operation. Usually two ballast
pumps are used to ensure the operation can be completed prior to completion of loading.

Ballast tank valves to be emptied as per the ballast plan
Ballast line isolating valve (if applicable)
Ballast pump suction valve
Ballast pump discharge isolating valve (if appropriate)
Overboard valve
Deballasting Operation
Deballasting is started with loading reaches the full rate.
Start ballast pumps as required

Open ballast pump discharge valve
Confirm normal operation of ballast pumps.
Monitor the following items

Trim and list
Ballast tank level
Mooring tension
Ship condition
Adjust ballast tank valves to keep adequate draft and upright condition.
When deballasting is finished stop the ballast pumps and shut the tank valves.
Draining and Purging
After completion of loading/discharging, this operation is carried out prior to disconnecting

the liquid arm and gas arm. LNG liquid and vapour in the liquid arm is pushed back to the
cargo tanks through the spray line by Nitrogen (N2) gas supplied from the shore terminal.
Vapour in the gas arm is pushed back to the cargo tanks through the vapour header by N2
gas supplied from the shore terminal.
Line Up
Open the following valves

Spray return on all cargo tanks
Spray header isolating valve on all cargo tanks
Spray header fwd and aft isolating valves (192, 193)
Manifold / spray header isolating valve (189)
ESD valve on manifold to be purged
Close the following valves

Double shut valve on manifold to be purged
Operation
Request the shore terminal to start N2 gas supply and raise the pressure in the liquid arm to
about 400 kPa. Once pressure achieved open the following valves.
Manifold double shut cooldown valve
Close the above valve, when the pressure in the liquid arm has decreased to about 200
kPa.
Repeat the operation until liquid has been removed and atmosphere within manifold
checked to contain less than 1% hydrocarbons when the shore terminal can be requested to
stop the N2 gas supply.
When operation completed close the following valves.

Manifold ESD valve
Manifold double shut cooldown valve
Raise the pressure in the liquid arm to about 300 kPa by an N2 gas.
Purging is finished, when hydrocarbon concentration is below 1% by volume
Repeat the operation for the other manifolds.
Purging Vapour from the Gas Arm

Close discharge valve from compressors

Open vapour throttling valve (249)
Close vapour manifold ESD
Check cargo tank vapour valves open
Request the shore terminal to start an N2 gas supply at about 400 kPa.
Manually vapour ESD bypass valve and then close when pressure decreased to 200 kPa.
Check the hydrocarbon concentration at the vapour manifold. Purging is finished, when
hydrocarbon concentration is below 1% by volume when the shore terminal can be
requested to stop the N2 gas supply.
Loaded Voyage with Normal Boil-Off Gas Burning
Introduction
During a sea passage when the cargo tanks contain LNG, the boil-off from the tanks is
burned in the ship’s boilers. The operation is started on deck and controlled by the ship’s
engineers in the ESCR. If for any reason the boil-off cannot be used for gas burning, or if the
volume is too great for the boilers to handle, any excess vapour is vented to atmosphere
(Section 4.13) via the main mast riser.
Operation
The cargo tank boil-off gas enters the vapour header via the cargo tank gas domes. It is
then directed to one of the LD compressors which pumps the gas to the boil-off gas heater.
The heated gas is delivered to the boilers at a maximum temperature of +25°C. The
compressor’s speed and inlet guide vane position is governed by cargo tanks pressure. The
system is designed to burn all boil-off gas normally produced by a full cargo and to maintain
the cargo tank pressure at a predetermined level.
If the propulsion plant steam consumption is not sufficient to burn the required amount of
boil-off, the tank pressure will increase and eventually the steam dump will open, dumping
steam directly to the main condenser. The main dump is designed to dump sufficient steam
to allow the boiler to use all the boil-off produced even when the ship is stopped.
The flow of gas through the LD compressors is controlled by adjusting the compressor’s
speed and inlet guide vane position. This is directed by the boiler combustion control when
gas burning is initiated.
On board the vessel when using the cargo control system, the flow rate of Forced boil-off
gas is automatically controlled by the boiler demand and natural BOG flow (available gas
flow). During a loaded voyage, the cargo tank pressure should be kept between 6 and 8
kPa (recommended zone).
Line Up for Natural BOG Supplying

Cargo tank vapour valves ( 45, 46, 47, 48)
Main compressor suction (211)
Set up the L/D Compressor for start

Set up gas heater and open inlet and outlet valves
Purging of ER pipelines
Prior to gas being allowed into the Engine Room the pipelines to the boilers have to be
purged with Nitrogen to ensure that all Oxygen is removed and the possibility of the
formation of a flammable mixture is minimised.
Check Nitrogen generator in operation and sufficient pressure in the buffer tank.
Start the automatic purge sequence

• Open the delivery valve from the N2 generator to the buffer tank to recharge the
pressure.
• Open the Nitrogen supply valve to the boilers.
• Open the exhaust valves from the boiler delivery lines to No.4 vent mast.
• Set the two boiler delivery valves to open.
• Open the Nitrogen supply valve into the main supply pipeline located near to the
main Fuel Gas valve. As the valve opens check that the boiler delivery valves also
open.
• After approx 30secs, close the Nitrogen supply valve.
• Open the Nitrogen supply valves to the gas injection manifolds on both boilers.
• After approx 30secs, close both Nitrogen supply valves.
• Close the exhaust valves to No.4 vent mast
• Close the Nitrogen supply valve to the boilers.
Natural BOG Supplying

Confirm L/D Compressors are set for manual operation.
Open fuel gas master valve (240)
Start the boiler gas burning.

Start L/D compressor.
Set required boiler supply rate, then place L/D Compressor in auto operation.
Line Up for Forced Vaporisation

Spray isolating valve on tank to be used for liquid supply
Confirm that the L/D compressor and gas heater are operating.
Forcing Vaporisation
Set up the Forcing vaporiser ready for start.
Start the spray pump to be used by using the automatic start sequence. This will adjust the
position of the discharge and spray return valves and start the pump automatically.
Open forcing vaporiser inlet valves
When pump running gradually increase the required spray header pressure until required
inlet pressure on forcing vaporiser achieved.
Adjust Forcing vaporiser to achieve required outlet temperature and pressure and then
place Forcing vaporiser into ‘AUTOMATIC’.
Cargo tank pressure
Cargo tank level

Vapour header pressure
Stop the spray pump and forcing vaporiser when sufficient gas has been supplied
Cooldown of Liquid Line and shore connection from Ship
Liquid lines are cooled down prior to berthing at the unloading terminal to minimise the time
required alongside and is done using a spray pump and the cargo on board.
This text explains the following case, using No. 4 spray pump and port manifold:
Vapour generated/displaced from the crossover piping is passed through the liquid header,
the spray bypass and the return valves of No. 1, 2, 3 and 5 cargo tanks.
Vapour from the tanks is burnt in the boilers using the L/D compressor and L/D heater.
Caution: It is recommended that the tank pressure is kept at the lower side of the normal
operation range prior to the start of cooldown, in order to cope with a certain increase in tank
pressure during cooldown and subsequent "shut-in" conditions during Custody Transfer
Measurement.
Caution: During line cooldown, the ship should be kept "up-right" (no trim, no heel) as far as
possible, to enable uniform cooldown of the piping.
Line up
Cargo tank vapour valves (45, 46, 47, 48)
No.4 spray isolating valve (44)
Spray header fwd & aft isolating valves (192, 193)
Manifold / spray header isolating valve (189)
Spray / liquid manifold cross-over valve(s) (179 180)
No.1 and No.4 Cargo tank liquid isolating valves
No.1 and No.4 Cargo tank filling valves
Line Cooldown
On completion of line-up, start the No. 4 Spray Pump. Proceed with line cooldown as
follows.
position of the discharge and spray return valves and start the pump automatically. When
pump running gradually increase the required spray header pressure until required
temperature decrease in the liquid header is achieved.
During line cooldown, monitor the following:

Cargo tank levels
Liquid cross-over press., fore and aft
Liquid cross-over temp., fore and aft
Liquid header temperature, fore and aft
Vapour header press.
Line cooldown is completed when the liquid header temperature falls below –100oC.
Cool Shore Connections

Undertake above procedure but in addition, open the following valves on the appropriate
manifolds:
Manifold double shut cooling valve

Manifold ESD valve
Continue cooling until temperatures within shore connections have been reduced to
temperature specified by shore.
Stop spray pump and close Liquid Manifold Cooldown valves.

Discharging / Ballasting
Arm Cooldown
After ESD test (hot) has been completed cooldown shore pipeline using the procedure as
outlined in previous section.
Carry out post-cooldown ESD test (cold).
Re-open manifold ESD valves.
Line up
Vapour manifold ESD valve
Cargo Pump Start

Start the cargo pump on one tank using the automatic start sequence. This will adjust the
position of the discharge and filling valves and start the pump automatically.
Prior to cargo pump start,

Confirm that all liquid isolating valves are closed.
Confirm that the "START AVAILABLE" lamp for each cargo pump is lit.
Press the "START" button on No. 1 “ CARGO PUMP CONTROL AUTO SEQ." for No. 1
tank (note: any tank can be selected).
Press the "START" button on No. 2 “ CARGO PUMP CONTROL AUTO SEQ." for No. 2
tank.
Note: The cargo pump can be started manually as well as by sequence control.
Motor current will drop and stabilize within a few seconds after pump start. Start cargo
pumps for other cargo tanks in the same manner.
After achieving stabilization proceed to the discharging operation.
Discharging
Press the "START" button of "DISCH SEQ” on No. 1 tank (same tank must be selected as in
"CARGO PUMP START/STOP" sequence control).
When the valve operation for discharging is completed, the start lamp of "DISCH SEQ" goes
out.
Note: The valve operations for discharging can be also carried out in manual mode.
Operation During Discharging

Adjust discharging rate by setting the control set point for cargo pump load controller to
maintain 13,000 m3/h. As the tank pressure falls, request discharging terminal to start the
return gas blower and adjust the position of the vapour supply throttling valve (249) to
maintain tank pressure.
Note: If a return vapour supply is not available, cargo liquid is used by the LNG vaporiser to
generate vapour to maintain tank pressure.
Monitor the following items during discharging.

Cargo tank levels
Cargo tank pressure
Cargo pump motor load and discharge pressure
Draft, trim and heel
Ship condition (Loading calculator)
Mooring tension (Tension monitor).
If the stripping is planned for several tanks, it is recommended to keep a certain difference in
the tank levels to avoid congestion.
Request shore to stop the return gas blower to maintain the adequate tank pressure.
Close VG-79 ( Vapour supply throttling).
Cargo Pump Stop

The cargo pump can be stopped automatically by using the "CARGO PUMP START/STOP"
sequence. If the pump is in "stripping mode", the pump must be stopped by an operator
manually.
Cargo pump can be stopped manually at any time.
When the cargo tank level reaches 2.0m, a low level alarm comes on.
When cargo tank level reaches less than 2.0m, closely monitor the pump condition to avoid
dry running.
After discharging, one filling valve is kept open to avoid pressurization of the liquid line.
Liquid Draining and Vapour Purging

Liquid draining and vapour purging in the arm is performed after completion of cargo
discharging. The detailed procedure is shown in “Draining and purging".
Ballasting
The ballasting operation is performed in parallel with cargo discharging operation. Two
ballast pumps are usually used for ballasting
Line Up:
Main Sea suction valves

Pump sea suction valves
Pump discharge isolating valves (if appropriate)
Pump bypass valve(s)
Aft pipeline isolating valve (if appropriate)
Ballasting Operation
Ballasting operation is started when cargo discharging rate reaches full.
Open the appropriate ballast tank valves and start the ballast pumps.
Open the pump discharge valves
Confirm that ballast pumps are running normally.

Trim and list
Ballast tank level
Ship condition
Adjust ballast tank valves to keep adequate draft and upright condition.
Ballasting finish.
When the ballast tank level reaches the required level stop the ballast pumps and close the
following valves all valves.
Ballast Voyage
During a ballast voyage, the boiler uses Forced boil-off gas, (BOG), in addition to natural
boil-off gas. Spraying of cargo tanks may also be undertaken to maintain the tank
temperatures cold.
Line Up for Natural BOG Supplying

Cargo tank vapour valves ( 45, 46, 47, 48)
Main compressor suction (211)
Set up the L/D Compressor for start

Set up gas heater and open inlet and outlet valves
Purging of ER pipelines
Prior to gas being allowed into the Engine Room the pipelines to the boilers have to be
purged with Nitrogen to ensure that all Oxygen is removed and the possibility of the
formation of a flammable mixture is minimised.
Check Nitrogen generator in operation and sufficient pressure in the buffer tank.
Start the automatic purge sequence

• Open the delivery valve from the N2 generator to the buffer tank to recharge the
pressure.
• Open the Nitrogen supply valve to the boilers.
• Open the exhaust valves from the boiler delivery lines to No.4 vent mast.
• Set the two boiler delivery valves to open.
• Open the Nitrogen supply valve into the main supply pipeline located near to the
main Fuel Gas valve. As the valve opens check that the boiler delivery valves also
open.
• After approx 30secs, close the Nitrogen supply valve.
• Open the Nitrogen supply valves to the gas injection manifolds on both boilers.
• After approx 30secs, close both Nitrogen supply valves.
• Close the exhaust valves to No.4 vent mast
• Close the Nitrogen supply valve to the boilers.
Natural BOG Supplying

Confirm L/D Compressors are set for manual operation.
Open fuel gas master valve (240)
Start the boiler gas burning.

Start L/D compressor.
Set required boiler supply rate, then place L/D Compressor in auto operation.
Line Up for Forced Vaporisation

Spray isolating valve on tank to be used for liquid supply
Confirm that the L/D compressor and gas heater are operating.
Forcing Vaporisation
Set up the Forcing vaporiser ready for start.
position of the discharge and spray return valves and start the pump automatically.
Open forcing vaporiser inlet valves
When pump running gradually increase the required spray header pressure until required
inlet pressure on forcing vaporiser achieved.
Adjust Forcing vaporiser to achieve required outlet temperature and pressure and then
place Forcing vaporiser into ‘AUTOMATIC’.
Cargo tank pressure
Cargo tank level
Stop the spray pump and forcing vaporiser when sufficient gas has been supplied
Line Up for Spraying

Cargo tank spray isolating valves
One spray valve on each cargo tank
Confirm that the L/D compressor and the L/D heater are running.
Spraying
Start the spray pump. When running adjust the required spray header pressure setting to
achieve the required pressure at the spray nozzles
CAUTION: Be aware that the pressure in the cargo tank at spraying start will drop about 2 kPa, due
to sudden cooling of LNG gas in the cargo tank.

Cargo tank pressure
Cargo tank temperature
Once all tanks are cooled down to the required temperature, stop the spray pump
Warming Up
Prior to docking, the cargo tanks are warmed up in order to avoid ice forming within the
cargo tanks when air is introduced into them. The operation is undertaken by taking vapour
from the cargo tank by the H/D compressors, heating it using the H/D heater and returning it
to the cargo tank.
Tank warm up is part of the gas freeing operations carried out prior to a dry docking or when
preparing tanks for inspection purposes.
The tanks are warmed up by recirculating heated LNG vapour. The vapour is recirculated
with the two HD compressors and heated with the cargo heaters to 80°C.
In the first step, hot vapour is introduced through the filling lines to the bottom of the tanks to
facilitate the evaporation of any liquid remaining in the tanks. However when the
temperatures have a tendency to stabilise, hot vapour can be introduced through the vapour
piping at the top of the tanks.
Excess vapour generated during the warm-up operation should be burnt for as long as
possible or vented to atmosphere when at sea, or returned to shore if in port. (The
instructions that follow apply to the normal situation i.e. venting to atmosphere at sea.)
The warm-up operation continues until the temperature at the coldest point of the Insulation
Space barrier of each tank reaches +5°C.
The warm-up operation requires a period of time dependent on both the amount and the
composition of liquid remaining in the tanks, and the temperature of the tanks and insulation
spaces. Generally, the warm-up will take about 30 hours.
Initially, the tank temperatures will rise slowly as evaporation of the LNG proceeds,
accompanied by high vapour generation and venting. A venting rate of approximately
8,000m3/h at 60°C can be expected. On completion of evaporation, tank temperatures will
rise rapidly and the rate on venting will fall to between 1,000 and 2,000m3/h at steadily
increasing temperatures.
Gas burning should continue as long as possible, normally until all the liquid has
evaporated, venting has ceased and tank pressures start to fall.
Warming-up is continued until the vapour temperature in the cargo tank rises to 5oC.
Preparation
a. Strip all possible LNG from all tanks as follows:
b. When discharging the final cargo, remove the maximum LNG with the
stripping/spray pumps.
c. If the discharge of LNG to shore is not possible, vaporize it in the main vaporiser
and vent the vapour to the atmosphere through the mast riser No.1.
d. If venting to the atmosphere is not permitted, the vapour must be burned in the
boilers.
e. For maximum stripping, the ship should have zero list and should be trimmed
down at least 0.8m by the stern.
f. Run the stripping pumps until suction is lost.

g. Remove the emergency cargo pump if it has been installed in a cargo tank.
Line Up
a. Install the elbow bend and open the valve195 to discharge heated vapour to the
liquid header.
b. Prepare gas heaters No.1 and No.2 for use.
c. Check the glycol system is in operation
d. Adjust the required outlet temperature for the gas heater to 80°C.
e. Prepare both HD compressors No.1 and No.2 for use.
f. At vent mast No.1, open the fwd isolating valve and place the vent valve (247) in
manual mode.
g. Open the valve main compressor suction valve (211)
h. Open the HD compressor inlet and outlet valves
i. Open the heater inlet and outlet valves
j. Open the cargo tank vapour valves
k. Open the cargo tank filling valves
l. Open the cargo tank liquid isolating valves
m. Start both HD compressors manually and gradually increase the flow by the inlet
guide vane positioner.
n. Monitor the tank pressure and adjust the compressor flow for maintaining the
tank pressure to about 16 kPa.
o. Check that the pressure in the insulation spaces, which has a tendency to
increase, remains inside the preset limits.
p. Monitor the temperatures in each tank and adjust the opening of the filling valve
to make the temperature progression uniform in all the tanks.
After twenty/twenty-four hours, the temperature progression slows down. At the end of the
operation, when the coldest temperature of the insulation barrier is at least +5°C, stop and
shut down the gas burning system if used. Stop both HD compressors, shut the filling valves
on all tanks and restore the normal venting from the vapour header.
Inerting before docking
This operation is carried out after warming-up. Before aeration, the hydrocarbon content in
cargo tanks and piping is reduced in order to reduce the risk of explosion. Inert gas is
supplied to the cargo tanks through the filling line. The displaced cargo vapour/inert gas
mixture is burnt in boilers and/or vented to the atmosphere through the vapour line and the
vent mast. Inerting is finished when the hydrocarbon content in cargo tank is below 2% by
volume.
All lines and equipment are inerted during inerting of cargo tanks.
The gas content is periodically measured with a portable gas detector at the sampling
points.
Inerting can be done with nitrogen gas as well. In this case liquid nitrogen is supplied from a
shore terminal. It is vaporised and heated by the LNG vaporiser.
CAUTION: All pump discharge valves must not be opened, in order to protect the pumps
from high speed revolution without lubricant.
Cargo Tank and LNG Liquid Line Inerting

Line Up
Connect the spool piece between the inert gas line and liquid line and open valve 195

Vapour header fwd isolating valve (190)
Cargo Tank Inerting

Start number a ballast pump and line up to supply water for inert gas plant cooling.
Start the IG generator
After the above operation, inert gas is purged to the atmosphere. Confirm that the dew point
and oxygen content the dryer unit outlet are below –40oC and 3.0% by volume respectively.
After the above operation, inert gas is supplied to the cargo tanks.
This operation is finished when the hydrocarbon content in each tank is below 2% by
volume. the hydrocarbon content is measured with a portable gas detector at the sampling
points for the cargo tank's top, middle, bottom and dome.
Inerting of Pipelines and Machinery

Once the inerting of the cargo tanks has been completed the pipelines and machinery have
also to be inerted. The same method as conducted during the initial inerting operation can
be used. There are many ways in which the operation can be successfully completed
however some basic rules that should be followed include:
• Keep the plan simple
• Always ensure that the flow through a pipeline is from a known source of IG and the
contents are vented to atmosphere either via a vent or open manifold. Do not allow
the flow to go back into a pipeline or tank which has been previously inerted.
• Mark off the pipelines and machinery on the plan as each is tested to be inerted.
A good principle to work upon is:

1. Remove blanks from manifolds.
2. Raise the pressure in the cargo tanks until > 3-4kPa
3. Open all isolating valves on all the lines between the tanks and manifolds
4. On each tank in turn, open each line from the tank to manifold and check flow is
from tank. After a few minutes check the line is inerted, shutdown and move
onto next line. When all the lines connecting o the tank have been inerted, check
that all valves onto the tank are shut.
5. To inert the machinery, use one tank only as the source, plan a route so that the
IG will flow through the respective machinery and to a vent or open manifold.
Continue until all the machinery has been checked as being fully inerted.
Once inerting has been completed stop the Inert Gas Generator and No.3 ballast pump and
remove the spool piece between the inert gas line and the LNG liquid line. Check the spool
piece between the pressure build up line and No.1 vent mast is also removed.
Aeration
Prior to entry into the cargo tanks, the inert gas must be replaced with air. With the IG/dry-air
system in dry-air production mode, the cargo tanks are purged with dry air until a reading of
20% oxygen by volume is reached.
Operation
The IG/dry-air system produces dry air with a dew point of -55°C to -65°C. The dry-air enters
the cargo tanks via the vapour header, to the individual vapour domes. The IG/dry-air
mixture is exhausted from the bottom of the tanks to atmosphere at No.1 mast riser via the
tank loading pipes, the liquid header and removable bend and valve CL700. During aerating
the pressure in the tanks must be kept low to maximise a piston effect.
The operation is complete when all the tanks have a 20% oxygen value and a methane
content of less than 0.2% by volume (or whatever is required by the relevant authorities) and
a dew point below -40°C.
Before entry, test for traces of noxious gases (carbon dioxide less than 0.5% by volume, and
carbon monoxide less than 50ppm) which may have been constituents of the inert gas. In
addition take appropriate precautions as given in the Tanker Safety Guide and other
relevant publications.
Aeration carried out at sea as a continuation of gas freeing will take approximately
20 hours.
Line Up
a. Prepare the inert gas plant for use in the dry-air mode.
b. Install the spool to allow venting of the inert gas/dry-air mixture from the LNG
header to the fwd vent mast.
c. Install the spool to connect the dry-air supply to the compressor discharge line.
d. At the vent mast No.1, open the valves 190 and 247. Adjust the set point of 247
to allow it to be operated manually.
e. Open the cargo tank filling valves on each tank.
f. Open the cargo tank vapour valves on each tank.
g. On the dry-air/inert gas discharge line, open the dry-air supply valve (198) .
h. Start the IG/dry-air generator in dry-air mode.
i. Open the valve (210) to supply dry-air to the vapour header.
j. Observe the tank pressures and insulation space pressures, to ensure that the
tank pressures are higher than the space pressures by 1kPa gauge at all times.
k. Approximately once an hour, take samples from the filling pipe test connections
to test the discharge from the bottom of the tanks for oxygen content.
l. When the oxygen content reaches 20%, isolate and shut in the tank.
m. When all the tanks are completed and all piping has been aired out, raise the
pressure to 10kPa gauge in each tank and shut the filling and vapour valves on
each tank. Restore the tank pressure controls and valves to vent from the vapour
header.
n. During the time that dry-air from the inert gas plant is supplied to the tanks, use
the dry-air to flush out inert gas from vaporizers, compressors, gas heaters,
crossovers, pump risers and emergency pump wells. Piping containing significant
amounts of inert gas should be flushed out. Smaller piping may be left filled with
inert gas or nitrogen.
On completion stop the Inert Gas Generator and the ballast water supply.
.
LNG Cargo Operation Checklists
The following provides some typical examples of the checklists that may be encountered
when undertaking the various operations on board a LNG Carrier.
Contents
LNG CARGO OPERATION CHECKLISTS
SHIP / SHORE SAFETY CHECKLIST
General Checklist for Oil/Gas & Chemical Tankers

Guidelines for completing the General Ship/Shore Safety Checklist
Additional Checklist for Bulk Liquid Gases
Guidelines for completing the Bulk Gas Checklist
Ship / Shore Safety Checklist
General Checklist for Oil/Gas & Chemical Tankers

Item DEL REC CODE Remarks
1. Is the ship securely moored? M
2. Are emergency towing wires correctly M

positioned?
3. Is there safe access between ships or between MN
ship and shore?
4. Is the ship ready to move under its own power? MP
5. Is there an effective deck watch in attendance M

on board and adequate supervision on the
terminal and on the ship(s)?
6. Is the agreed ship/shore or ship/ship MW
communication system operative?
7. Has the emergency signal to be used by the W
ship and shore been explained and understood?
8. Have the procedures for cargo, bunker and MW
ballast handling been agreed?
9. Have the hazards associated with toxic
substances in the cargo being handled been
identified and understood.
10. Has the emergency shutdown procedure been W
agreed?
11. Are fire hoses and fire fighting equipment on W
board and ashore positioned and ready for
immediate use?
12. Are cargo and bunker hoses/arms in good M
condition, properly rigged and appropriate for the
service intended?
13. Are scuppers effectively plugged (except when M
vessel is a gas carrier) and drip trays in position,
both on board and ashore?
14. Are unused cargo and bunker connections
properly secured with blank flanges fully bolted?
15. Are sea and overboard discharge valves,
when not in use, closed and visibly secured?
16. Are all cargo and bunker tank lids closed?
17. Is the agreed tank venting system being used? MV
18. Has the operation of the P/V valves and/or

high velocity vents been verified using the
checklist facility, where fitted?
19. Are hand torches of an approved type?
20. Are portable VHF/UHF transceivers of an N

approved type?
21. Are the ship's main radio transmitter aerials N
earthed and radars switched off?
22. Are electric cables to portable electrical N
equipment disconnected from power?
23. Are all external doors and ports in the MN
accommodations closed?
24. Are window-type air conditioning units
disconnected?
25. Are air conditioning intakes which may permit N
the entry of cargo vapours closed?
26. Are the requirements for use of galley M
equipment and cooking appliances being
observed?
27. Are smoking regulations being observed? MN
28. Are naked light regulations being observed? MN
29. Is there provision for an emergency escape? N
30. Are sufficient personnel on board and ashore M

to deal with an emergency?
31. Are adequate insulating means in place in the
ship/shore or ship/ship connection?
32. Have measures been taken to ensure M
sufficient pumproom ventilation?
33. If the ship is capable of closed loading, have M
requirements for closed operations been agreed?
34. Has a vapour return line been connected?
35. If a vapour return line is connected, have W

operating parameters been agreed?
36. Are ship emergency fire control plans located
externally?
Guidelines for completing the General Ship/Shore Safety Checklist
1. Mooring
Number and strength of mooring lines are adequate and as agreed on the
mooring diagram
Wire and fibre ropes not used in same direction
All mooring lines are kept taut
Fendering is efficient
Quick release means available in emergency

Anchors not in use are properly stowed
Automatic winches are not in automatic mode
2 . Emergency towing wires
Towing wires are made fast on bow and quarter on side opposite to cargo
hoses connection
Eyes are maintained about the waterline and adjusted when necessary
Sufficient slack is left on deck
Means provided to be easily broken to prevent slack from accidentally
running into the water
3. Safe access
Access is positioned far away from hoses connection

Safety net is effectively placed under gangway
There is sufficient clear run of space to maintain convenient access at all
states of tide and change of ship's freeboard
Lifesaving equipment is available near by access
Persons without legitimate business would be refused access to the ship
and terminal
Access way is clearly indicated by sign
A lifebuoy is available near gangway
4. Ready to move
Vessel is ready to move at short notice. If not, permission had been

granted from authorities and required conditions been met
5. Watch and supervision
A continuous watch is kept on board and ashore

Personnel is familiar with substances handled
Weather forecast is regularly monitored
6. Communications
(See Guidelines to Part IV)
7. Emergency signal
The agreed signal used in the event of an emergency is clearly understood

by both parties
8. Cargo and ballast

(See Guidelines to Part III)
9. Hazards and toxic substances
Information on cargo constituents should be available
10. Emergency shut down
(See Guidelines to Part IV)
11. Fire fighting equipment
Ship and shore fire main are pressurized or capable to be pressurized at

short notice
International ship/shore connection is readily available
Fire notice handed (See Guidelines to Part IV)
12. Cargo hoses/arms
have been tested and the test certificate is available on request

have been checked and found in good order
all flange connections have been fully bolted
are marked for the intended operation (nature, maximum pressure and
operating temperature range)
tools located at manifold for rapid disconnecting
hose lifting equipment has been checked and ready for use
arms maximum drift and range are determined and alarms set at limits
arms emergency releases have been tested
weight of the liquid content of the arms are relieved by a support or jack
13. Scuppers and drip trays
Means are provided to drain rain water and/or spilled cargo from deck and
drip trays
14. Unused connections properly secured
Unused cargo and bunker connections are closed and blanked

Blank flanges are fully bolted
Other types of fitting properly secured
15. Sea and overboard discharge
Valves are checked visually for security

Remotely operated valves are identified
16. Cargo tank lids

All openings to cargo tanks are closed gastight

Ullaging and sampling points may be opened for a short period
17. Tank venting system
Agreement should be reached by both parties, as to the venting system for

the operation, taking into account the nature of the cargo and international,
national and local regulations and agreements. There are three basic
systems: Open to atmosphere via open ullage ports protected by suitable
flame screens, fixed venting systems which includes IGS and to shore
through vapour circulating systems
18. Operation of P/V valves and/or high velocity vents
P/V valves and/or high velocity vents checked using the testing facility
provided by the manufacturer
Adequate visual check carried to ensure the checklift facility is actually
operating the valve
19. Hand torches
Hand torches are of safe type approved by a competent authority

Damaged units are not used
20. Portable VHF/UHF transceivers
Portable transceivers are of a safe type approved by a competent authority

Damaged units are not used
Pagers and cellular phones are shut off (notice posted)
21. Radio transmitter and radars
Ship's radar installations and main radio transmitter are not used in port
Notice is posted on bridge deck
22. Electrical equipment
Use of portable electrical equipment is prohibited (notice posted)

Supply cables are disconnected and removed
Ship/shore or ship/ship communication cables are routed outside the
hazardous zone
23. Doors and ports
External doors, windows and ports in accommodation(s) are kept closed

during operations
Doors are kept unlocked
Signs are posted near doors
24. Window type air conditioning
Units should be disconnected from their power supply
25. Air conditioning intakes
Air conditioning and ventilator intakes are closed

Window type air conditioners are disconnected
26. Use of galley equipment
Galley whose construction, location and ventilation system provides

protection against entry of flammable gases, open fire systems may be used
On ship using stern discharge lines, open fire in galley should not be
allowed unless the construction of the ship permits its use
27. Smoking
Smoking on board or on the jetty is prohibited except in designated places

only
No smoking signs are posted on board and ashore
28. Naked light
There is no fire, spark formation, naked light or surfaces with a

temperature above minimum ignition temperature of product handled
Hot work (and cold work) is permitted subject to agreement by port
authority and terminal superintendent
No naked light signs are posted on board and ashore
29. Emergency escape
A lifeboat is ready for immediate use

A safe and quick escape is available ashore
30. Sufficient personnel
Minimum number of competent personnel to deal with an emergency is

determined
Sufficient number of competent personnel is kept on board
Same on shore installation
31. Deliverer/Receiver connection
There is only one length of electrically discontinuous hose in each hose

string
Mooring wires are fitted with fibre tail
Cathodic protection procedure has been checked
Note 1 : it should be ascertained that the means of electrical

discontinuity is in place, is in good condition and that it is not by-
passed by contact with an electrically conductive material.
Note 2 : Precautions against electrostatic hazards, as per ISGOTT

(edition1996) Chapter 20 "Static Electricity" should also be considered.
32. Pumproom ventilation
Pumprooms are mechanically ventilated

Ventilation is kept running throughout the operation
33. Closed loading
Unless ship's design dictates otherwise, cargo must be loaded with the
ullage, sounding and sighting ports securely closed
Gas displaced should be vented via vent stacks or through high or
constant velocity valves
Ensure that gases are taken clear of the cargo deck
34. Vapour return line
A vapour return line may have to be used
35. Operating parameters
Maximum and minimum operating pressures should be discussed and

agreed by both parties (only if a vapour line has been connected)
36. Emergency fire control plans
Such plans shall be permanently stored in a prominently marked weather

tight enclosure outside the deckhouse
Additional Checklist for Bulk Liquid Gases
1. Is information available giving the necessary W

data for the safe handling of the cargo including,
where applicable, a manufacturer's inhibition
certificate?
2. Is water spray system ready for use? M
3. Is sufficient and suitable protective equipment
(including self-contained breathing apparatus) and
protective clothing ready for immediate use?
4. Are hold and inter-barrier spaces properly
inerted or filled with dry air as required?
5. Are all remote control valves in working order?
6. Are the required cargo pumps and compressors W
in good order, and have the maximum working
pressures been agreed between ship and shore?
7. Is reliquefaction or boil off control equipment in
good order?
8. Is the gas detection equipment properly set for
the cargo, calibrated and in good order?
9. Are cargo system gauges and alarms correctly
set and in good order?
10. Are emergency shut down systems working
properly?
11. Does shore know the closing rate of ship's W
automatic valves; does ship have similar details of
shore system?
12. Has information been exchanged between W
ship and shore on the maximum/minimum
temperatures/pressures of the cargo to be
handled?
13. Are cargo tanks protected against inadvertent
overfilling at all times while any cargo operations
are in progress?
14. Is the compressor room properly ventilated; M
the electrical motor room properly pressurised and
is the alarm system working?
15. Are cargo tank relief valves set correctly and
actual relief valve settings clearly and visibly
displayed?
Guidelines for completing the Bulk Gas Checklist
1. Cargo Data Sheet
Information on the product to include :
Cargo stowage plan

Full description of the physical and chemical properties necessary for the
safe containment of the cargo and actions to be taken in the event of spills or
leaks
Counter measures against accidental personal contact
Fire-fighting procedures and fire-fighting media
Procedures for cargo transfer
Special equipment needed for the safe handling of particular cargo(es)
Minimum cargo containment system temperature
When cargoes required to be stabilised or inhibited are to be handled,
information shall be exchanged there on.
2. Water spray system
Water spray regularly tested

During operations the system shall be kept ready for immediate use
3. Protective equipment
Protective equipment including SCBA and protective clothing appropriate

to the specific dangers of the product(s), shall be readily available in sufficient
numbers for operational personnel both on board and ashore
Protected storage places to be clearly marked
Physically fit and trained personnel selected to use SCBA
4. Hold and inter-barrier spaces
Spaces required by the IMO Gas Carrier Codes to be inerted should be

checked prior to arrival
5. Remote control valves
Cargo system remote control valves and their position indicating system(s)
to be regularly tested
6. Cargo pumps and compressors
Maximum allowable working pressure in the cargo line system during

operations should be agreed upon in writing
7. Reliquefaction control equipment

Reliquefaction and boil off control systems are functioning correctly
8. Gas detection equipment
Span gas available to enable calibration

Fixed gas detection calibrated for the product to be handled
Alarm function to be tested
Portable gas detection instruments suitable for the product(s) and capable
of measuring flammable and/or toxic levels
Portable instruments calibrated for the product(s) to be handled
9. Cargo system gauges and alarms
Sensor(s) operating independently of the high liquid level alarm should

automatically actuate a shutoff valve in a manner which will both avoid
excessive liquid pressure in the loading line and prevent the tank from
becoming liquid full.
System gauges to be regularly checked
Alarms set to different levels when possible
10. Emergency shut down systems
Fusible elements designed to melt at temperatures between 98oC and

104oC which will cause the emergency shutdown valves to close in the event
of fire should be located at tank's domes and at the manifolds.
Emergency shut down to be tested regularly
11. Closing rate of automatic valves
Cargo handling rate to be adjusted & noted

Alternative means may be fitted to relieve the pressure surge
12. Maximum/minimum temperatures/pressures
Information exchanged between parties involved on cargo

temperature/pressure requirements
Information agreed in writing
13. Overfilling protection
No cargo tanks should be more than 98% liquid full
14. Compressor room - motor room
Fans should run for at least 10 minutes before cargo operations

commence and then continuously during the operations
Audible and visual alarms should be regularly tested
15. Cargo tank relief valves
Relief valve checked for setting required by the cargo to be handled

Setting should be recorded
High pressure alarms set according to the relief valve setting

Intro To LNG Operations (Membrane)

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WISE – LNG Introduction

The course comprises a number of exercises each concentrating on a particular operation.

LNG Familiarisation Part 1 - Operation of the Simulator

Controlling the Simulator

Confirm instructor station set up by clicking 'yes'.

Reconfirm in the Load Scenarios box by clicking YES.

Exiting the Simulator

Starting WISE Monitoring System

Stopping the WISE Monitoring System

It is recommended that the WISE system is shutdown before a new snapshot is

Graphics Display Description

The screen is split into three areas:

Change now to simulator Page 4, Cargo Pipelines.

Operating Valves and Spool Pieces

• Red Valve is fully shut

Starting Motors and Alarms

Setting Target Values

LNG Familiarisation Part 2 - Operation of the LNG Model

Confirm instructor station set up by clicking 'yes'.

Reconfirm in the Load Scenarios box by clicking YES.

Start Autosnap facility

Start the WISE Monitoring System

PAGE ONE - STATUS

Leave both ventilation systems ON before continuing.

EMERGENCY SHUTDOWN SYSTEM (ESDS)

DO NOT ACTIVATE ESD AT THIS TIME

CHANGING PAGES AND OPERATING VALVES

TURN to PAGE 17 - BALLAST SYSTEM as follows:-

OPEN No.4 Port Side Tank valve as follows:-

CHECK that colour of valve is green indicating fully open.

OPEN No.4 P ballast tank suction valve (V1 = 343, V2 = 339).

• CHECK that the RUN light is green.

Eductor suction pressure LOW

TURN to PAGE 18 – BALLAST ALARMS

PORTABLE GAS DETECTION INSTRUMENTS

TURN to PAGE 3 – PORTABLE GAS DETECTION

For the moment we will concentrate on the O2 analyser.

CHECK instrument now reads 0%.

DRYING OF CARGO TANKS

INERTING OF INTERBARRIER (IBS) AND INSULATION (IS) SPACES

TURN to page 12, Engine Room.

TURN to page 13, Nitrogen.

INERTING OF THE EMERGENCY PUMP TRUNKINGS WITH NITROGEN

TURN to page 12, Engine Room.

TURN to page 6, Cargo Tanks.

CHECK level in No.4 ballast tanks

TURN to PAGE 1 - STATUS

NOTE level indication in No.4 ballast tanks has now risen.

NOTE Change in trim and draught readings.

Exercise 3 – Commence inerting cargo tanks

1. What is the purpose of ‘Inert Gas’?

Tasks and Instructions

Checking of insulation spaces

Lining up to inert cargo tanks

Referring to graphics page No.4,

Inert gas spool

Liquid header spool

Liquid isolating valve

Setting up of Inert Gas generator

Referring to graphics page No.17 – Ballast

Commence inerting Cargo Tanks

8. How will you know if the operation is proceeding successfully?

In particular you should now understand: