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A new dimension in LNG vessel automationKongsberg is a leading supplier of complex Integrated Automation Systems (IAS) for highly

advanced special vessels worldwide. Applications covered by the technology include fi eld

exploration and drilling, oil and gas processing (FPSOs and fi xed installations), shuttle tankers

and LNG carriers.

Close co-operation with ship owners, yards and other main suppliers during vessel design and

commissioning ensures an integrated solution, which makes the complete system more

effi cient in both economical and technical aspects. Both end user and yard will benefi t from

the advantage of one supplier taking complete responsibility for the integration of the system.

The design criteria for Kongsberg’s Integrated Automation System is reliability and safety,

characteristised by:

• Segregation – autonomous process areas have dedicated process controllers with

distributed I/O units

• Redundancy within data communication network and process controllers

• Simplicity – small range of components to facilitate modularization

• Fault tolerant design, based on fail-safe principles

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The modern Integrated Automation System is a distributed monitoring The modern Integrated Automation System is a distributed monitoring

and control system covering all important functions on board, such as and control system covering all important functions on board, such as

control and monitoring of:control and monitoring of:

EngineEngine• Power management• Power management

• Auxiliary machinery• Auxiliary machinery

• Ballast / bunker• Ballast / bunker

• Boiler ACC / RMS• Boiler ACC / RMS

• Main steam turbine• Main steam turbine

Cargo• Loading / offl oading

• Boil Of Gas (BOG)

• LD / HD compressor control

• Load and stability calculator

Custody Transfer System (CTS) Custody Transfer System (CTS) Safety Management SystemSafety Management System

• Cargo ESD• Cargo ESD

• Fire and gas monitoring• Fire and gas monitoring

Integrated solution - The Full PictureBy integrating the different functions into the IAS, the overall need for hardware and

software functions and interfacing requirements is reduced, which leads to less demand for

special software, cabling and testing. Furthermore, integrated systems offer a far greater

degree of redundancy and therefore increased system availability and operation performance.

Tunnel ThrusterTunnel Thruster

Redundant Ex Net

Data Net

RIO 400 Ex

Custody Transfer System

Ex Net

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The Operator Station (OS) is based upon the Windows XP operating system.

Dedicated process displays are created in conjunction with the customer, to provide the

best operational environment.

Historic logging of alarms, events and process variables is available for display in trends and

historic event lists. Reporting and data export facilities are also provided through

administrative net. All process instruments, motors, valves, sensors, etc. are interfaced to the

Field Stations (FS) via an extended use of Remote I/O units. These are available both for

hazardous and safe areas. Algorithms for process control and monitoring as well as alarm

generation are executed in the redundant process controllers within the Field Stations.generation are executed in the redundant process controllers within the Field Stations.

The high-speed data communication between the various computers in the system is via a

redundant network. Network segmentation (bridging) and traffi c monitoring are also

available.

ECR

• Machinery Control• Power Management• Auxilliaries

GensetsDiesel/Turbines

Historical Station

CCR Cargo, Ballast

Load Calculator

Integrated Bridge

• Vessel Automation• Machinery Control• Navigation

Main Boiler Main Boiler Control

Steam Turbine/Gear

Local Operator Station

Compressor Compressor Room

Voyage Data Recorder

Remote Diagnostic

Remote Joystick Remote Joystick Control

Fire MonitoringMonitoring

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Control philosophy for various applicationsKongsberg’s main goal has been to develop an IAS capable of

implementing all features that may appear for LNG carriers, both today

and in the future.

All control options, both manual and semi-automatic, that exist in

today’s systems are maintained.

Automatic control is implemented for:

• Cargo pump discharge pressure

• Spray pump pressure

• Spray nozzle pressure

• Low and high duty compressor capacity

• Vaporiser and heather fl ow and temperature

Cargo tank control and monitoring of:• Cargo pumps

• Spray pumps

• Temperature indicator

• Volume calculations

Cargo handling control and monitoring of:• Cargo tank

• Gas Management System (GMS)

• Manifold operation

• LD Compressor

• HD Compressor

• Heathers

• Vaporisers

Boiler operation (ACC/ BMS)• Alternative fuel options (HF / BOG)

• Valve operation

• Steam pressure

• Water level

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Additional functionality, by means of sequencing add further value to cargo operation:• Cool down cargo tanks

• Cargo loading including line set-up

• Cargo unloading including line detachment

• Ballast control during loading and unloading

• Ballast control during voyage

• Power management of steam and diesel generator sets

• BOG control i.e. cargo tanks to steam turbine

Operational elements already prepared for integration with IAS are:• Safety application covering Cargo-ESD and F&G systems

• Online load and stability calculator

• Training simulator

• Thruster control

• Remote satellite diagnosis service

• Communication link between vessel and management offi ce

Trending functionality• All analog input signals

• Adjustable time span axis

• Pop-up frames transferable to other mimics

Sequence Control, performing automatic fi ring of burners for HF oil and BOG gas• Overview of all sequence step

• Manual override control per sequence steps

• Interlock status overview

Custody Transfer System • Loading report

• Unloading report

• Manual input of cargo level

• All relevant cargo tank information

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CTS – Custody Transfer SystemKongsberg radar based level gauging systems and Custody Transfer Systems have been in

operation on gas tankers since 1989.

The Custody Transfer System (CTS) is designed for LNG carriers, both with spherical and

membrane type tanks. The radar based level gauging system, the temperature sensors and the

pressure transmitters are all specially designed to provide continuous and reliable accuracy in

the demanding environment of liquefi ed gas. With the unique AutroCAL® function we have

provided the market with the fi rst fully automated calibration and verifi cation method

commercially available.

Back up Display

Shore Communication

ECR

Temperature and Pressure Transmitter

Radar Based Level Gauge

Still Pipe Joints with Refl ector Plate

Temperature Sensors

CCR

Integrated Bridge SystemSystem

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Housing for Sensor ElectronicsConnection BoxRadar Antenna

Temperature measurement

Pressure measurementFlange for Tank PenetrationTefl on Plate facing Cargo

Temperature sensor pipe

Pipe support Tefl on lining (PEHD)Fastening Brackets

Circular still pipe, 50mm diameter stainless steel or aluminium alloy

Pipe Joints, with tefl on signature plate

AutroCAL® - the unique calibration and verifi cation functionGas vapour density and the mixture of gases infl uence the propagation speed of the radar

signal and thus the accuracy of the measurements. By using the designed still pipe joint

signatures for continuous measurement and calibration, combined with accurate temperature

measurement, AutroCAL® continuously compensates for inaccuracies caused by the

differences in the propagation speed. Thus, our AutroCAL® verifi cation and calibration

function automatically ensures that the same high accuracy is maintained over the whole

measurement range, independent of the gas mixture and its partial pressure.

Refl ection from cargo surface

Refl ection from tefl on signature in still pipe

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Bridge Line® Integrated Navigation SystemThe Kongsberg integrated navigation bridge provides a truly integrated and class compliant

system with integrated navigation and manoeuvring capabilities. It is designed for one-man

operation, with functionality that allows maximum time for observation and decision making.

The navigation bridge equipment can be scaled to requirements and extended with bridge

wing consoles, and planning and survey centre.wing consoles, and planning and survey centre.

Our bridge solutions offer improved situational awareness for watch offi cers, providing a

complete real-time picture of the ship’s position and movement, with correlation of overlaid

radar targets on electronic chart display and information systems.

The core of the BridgeLine® system consists of the DataBridge® radar/ARPA display, the

SeaMap® Electronic Chart Display and Information System and the Conning information

display.

The adaptive autopilot constantly feels the behaviour of the vessel and adjusts the use of

rudder to match the actual conditions. The autopilot can be operated via its own panel, or

remote controlled from any DataBridge® or SeaMap unit®. When connected to the BridgeLine®

system, the standard heading mode is accompanied with three additional steering modes:

• Course - wind and current compensated heading mode

• Waypoint steering

• Full ANTS approved track control

Added valuesA full scale vessel management system is obtained when our navigation system is integrated

with the automation system.

With different functions applied on the same hardware platforms, the amount of onboard

spare parts can be reduced and savings made. In addition, excellent maintainability and simple

upgrading solutions reduces overall life cycle costs.

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Simulation/EngineeringSIMULATIONKongsberg can supply a simulator with functions that mirror the vessel system, which can be

used either by the ship yard or the ship’s crew. The simulator enables easy familiarization with

the operation of the vessel with functionality including loading/unloading, BOG handling,

Power Management and Boiler Contol.

ENGINEERINGKongsberg will provide engineering services to assist the customer in design of the control

system, i. e. establish the functional requirements for the control of various machinery. This

will typically include:

• Facilitate the interface meetings/discussions with yard and other sub-suppliers

• Checking control requirements/interface diagrams for machinery, switchboard, motor

control centres, solenoid valve cabinets, etc.

• Checking system response time requirements for each control loop

• Detection of possible failure modes and the required response to the identifi ed faults

• Defi ning distribution of process segments and I/O signals to the different process cabinets

based on requirements of system perfomance, limitation of fi eld cables, authority

requirements, etc.

• Specifi cation of serial interface to other suppliers

• Write Functional Design Specifi cation (FDS) for the control system

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The new standard LNG CarrierToday’s high activity in the gas transport market, combined with the price fl uctuations on

LNG, motivates the development of alternative propulsion methods for LNG Carriers. LNG, motivates the development of alternative propulsion methods for LNG Carriers.

Propulsion alternatives for future LNG Carriers:

• Two stroke engines based on HFO only

• Medium speed Dual-Fuel engines (BOG/LFO) for electrical propulsion

• Gas turbines for electric or direct propulsion

• Improvement of existing steam driven propulsion plant

Additionaly, other loading and offl oading principles are also under further development,

including regasifi cation units and buoy connection to onshore pipelines.

Tunnel Thruster

RIO 400 Ex

Redundant Ex NET

Engine Control Room

• Machinary Control • Power Management • Auxilliaries • Historic Station

RIO 400

CTSRegasifi cation

Submerged Turret Loading

Ex NET

Reliquefaction

Data Net

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Propulsion with Two Stroke Engine

Dual Fuel Electrical

Propulsion

ThermalBog Oxidizer

Remote Joystick

Data Voyage Recorder

Integrated Bridge

• Dynamic Positioning • Vessel Automation • Machinery Monitoring

Cargo Control Room

• Load Calculator • Cargo • Ballast

Fire Monitoring System

Remote Diagnostic

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UpgradingKongsberg’s vessel control system has successfully been retrofi tted on existing LNG carriers

in order to extend the vessel’s lifetime. The structure of the these systems makes it easy to

install, and minimizes cabling by using existing fi eld cabling as much as possible.

We can also take on responsibility for engineering of cabling and fi eld instrumentation.

Upgrading may for example include:

• Power management w/ auxilliary machinery control

• Ballast / cargo monitoring and control

• Custody Transfer System

• Navigation system

• Propulsion

These integrated upgrades provide a modern vessel control system that utilises sophisticated

technology for safe and effi cient vessel operation.