Approval 15041

INERT GAS SYSTEM

APPROVAL DRAWINGS & DOCUMENTS

SANTIERUL HULL 568-569-570-(571)

AIR PRODUCTS ORDER NOS.: 15041-15042-15043

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MAIN INDEX

1. INTRODUCTION, SAFETY WARNINGS

2. MAIN DATA

3. TECHNICAL DESCRIPTION

4. PREPARATION

5. OPERATING INSTRUCTIONS

6. MAINTENANCE

7. PARTS LISTS AND SPARE PART ORDERING

8. IGS – DRAWINGS AND DOCUMENTS

9. HAZARDOUS CERTIFICATES

10. PLC SOFTWARE DESCRIPTION AND TEST PROCEDURE

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1. INTRODUCTION AND SAFETY PROCEDURES

1.1 ADDRESS 1.2 RESTRICTIONS 1.3 INTRODUCTION 1.4 SAFETY AND HEALTH RISKS

1.4.1 Dangers of Inert Gas 1.4.2 Toxicity of Flue Gas

1.5 BACKGROUND AND GENERAL PRINCIPLES 1.5.1 Background 1.5.2 The Explosion Triangle 1.5.3 Oxygen Content of Ullage Gas 1.5.4 Tank Atmosphere 1.5.5 Inert Gas Supply 1.5.6 Inert Gas System 1.5.7 Inert Gas Distribution

1.6 ENTERING OF TANKS FOR INSPECTION AND REPAIR 1.6.1 Before Entering a Tank 1.6.2 During Tank Entry

1.7 PUMP ROOM WORK 1.8 SAFETY ON DECK 1.9 SOURCES OF IGNITION

1.9.1 Smoking 1.9.2 Hot Work 1.9.3 Metals 1.9.4 Absorbent Material 1.9.5 Pyrophoric Oxidation

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1. INTRODUCTION AND SAFETY PROCEDURES

1.1 ADDRESS

Name : Air Products AS Postal Address : P.O. Box 8100, Vaagsbygd N-4675 Kristiansand S Norway Street Address : Lumberveien 49 N-4621 Kristiansand S Norway Telephone : +47-38 03 99 00 Telefax : +47-38 01 11 13 E-mail : Sales Department: [email protected] After Sales Department: [email protected] Contact Persons : After Sales Manager

Widar Holmer [email protected] Spare Parts Department

Ole Kristian Hjemdal [email protected] Brede Nordhagen [email protected]

1.2 RESTRICTIONS

The information in this Manual is intended only to assist our customers in the efficient operation of the equipment. Use of the manual for any other purposes is strictly prohibited and its contents are not to be reproduced in full or part without the written acceptance from Air Products AS.

1.3 INTRODUCTION

This Operating and Maintenance manual has been specifically designed for your Inert Gas System. It contains the information necessary for safe plant operation and maintenance. Efforts have been made to make the manual brief and well arranged, keeping the operators' need in mind at all times. The manual is compiled in accordance with NS 5820, Annex A, and SOLAS II-2, Reg. 62.

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The shipyard is responsible for the total inert gas system as installed onboard the ship. However, the system major components as described in Section 3.3 are delivered with classification approval. We must stress the importance of being familiar with Section 1.4, "Safety and health risks". Inert gas is extremely harmful to health, and all personnel should know the precautions necessary to prevent accidents. The engineers normally control the production of inert gas, while the deck officer in charge of cargo operations does distribution of the gas. While studying the manual, both groups of operators should pay special attention to the part of the system they are going to operate. They should also be aware that failure to comply with the instructions here provided might cause damage or faulty operation not covered by guarantee. Since the Inert Gas Package includes several sub-supplied items, the instructions for these items have been enclosed in volume 2 of this manual. Finally, we would like to stress the importance of proper training of new operators, of regular maintenance and of keeping the recommended spare parts at all times. This constitutes your best guarantee for satisfactory plant operation.

1.4 SAFETY AND HEALTH RISKS

1.4.1 Dangers of Inert Gas

Oxygen Deficiency Exposure to an atmosphere with a low concentration of oxygen does not necessarily produce recognisable symptoms before unconsciousness occurs. The onset of brain damage and the risk of death can follow within a few minutes. If the oxygen deficiency is not sufficient to cause unconsciousness, the mind is liable to become apathetic and complacent, and even if these symptoms are noticed and escape is attempted, physical exertion will aggravate the weakness of both the mind and the body. It is therefore necessary to ventilate thoroughly the space to be entered, so that no pockets of oxygen-deficient atmosphere remain. When testing for entry, a steady reading of 21% oxygen is required. Toxicity of Hydrocarbon Vapours The toxicity of hydrocarbon gas is not affected by pressure of inert gas. Because of possible gas pockets, gas freeing for entry into a space must continue until a 1% lower flammable limit (LFL) reading is obtained, for the

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entire compartment, on the portable hydrocarbon gas analyser (explosiometer).

1.4.2 Toxicity of Flue Gas

The presence of toxic gases such as sulphur dioxide, carbon monoxide and oxides of nitrogen can only be ascertained by measurement. However, provided that the hydrocarbon gas content of an inerted cargo tank exceeds approximately 2% by volume before gas-freeing commences, the dilution of the toxic components of the flue gas during the subsequent gas-freeing operation can be correlated with the readings on the explosimeter. If, by ventilating the compartment, a reading of 1% LFL or less is obtained in conjunction with an oxygen content reading of 20,9% by volume, the toxic trace gases will be diluted to concentrations at which the compartment will be safe for entry. Alternatively, and irrespective of the initial hydrocarbon gas content, ventilation must be continued until steady oxygen content reading of 20,9% by volume is obtained.

1.5 BACKGROUND AND GENERAL PRINCIPLES

1.5.1 Background

During investigations by the major oil companies following a number of serious explosions on crude oil tanker vessels, particularly during tank washing, it was established that three factors were responsible. a) The hydrocarbon gas given off by the cargo b) The oxygen content of the tank atmosphere c) The sources of ignition It is impossible to prevent the formation of hydrocarbon gas, and the sources of ignition are diverse and not fully understood. However, by introducing an inert gas (e.g. nitrogen, carbon dioxide or helium) into the cargo tank atmosphere, the effective oxygen content can be reduced to a level too low to support combustion. The oxygen concentration must be kept below 10% to achieve this. To provide an adequate safety margin, a figure of between 3% and 6% should be aimed for in practice. Provided that such an atmosphere is maintained, crude oil washing and other operating procedures can be carried out safely without risk that the cargo tank mixtures pass through the flammable range. Crude oil washing is allowed providing oxygen content is less than 8%. It is important that the inert gas system is correctly operated and maintained and it must be remembered that accepted safety procedures must not be relaxed. Studies have led to the recommendations of IMO and the regulations put forward by Lloyd's, ABS and DNV for the installation of inert gas systems.

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Such a system, by controlling the oxygen content of the tank atmosphere, largely reduces the potential danger and allows crude oil washing and other cargo handling procedures to be carried out in safety. In addition to its main function of ensuring safety during tanker operations, the following advantages are also provided by the inert gas system: a) The reduction of the oxygen content in the cargo tank atmosphere causes

a reduction in corrosion. b) The slight pressure provided by the introduction of inert gas into the ullage

space makes the pumping of volatile and difficult oils easier during cargo discharge.

1.5.2 The Explosion Triangle

Figure 1-1 THE EXPLOSION TRIANGLE On board vessels carrying cargoes giving off hydrocarbon vapours, dangerous situations will arise if oxygen, in the correct proportion, enters the cargo tanks. At this stage a potentially flammable environment will be formed in the tank and, if a source of ignition is present, an explosion will occur. The explosion triangle illustrates the three factors necessary for an explosion. To minimise the risk of explosion, the oxygen content will be reduced by purging inert gas into closed compartments carrying hydrocarbons. When a cargo tank contains oil, but is not completely filled, flammable gas mixtures can exist in the ullage space. The hydrocarbon gas of such mixtures depends upon several variables: type of crude, season of loading, temperature, method of discharge, etc. The hydrocarbon gas content, therefore, cannot be controlled. Measurements of hydrocarbon gas can be taken, but are not reliable and are unlikely to be representative of the whole gas volume.

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To eliminate the risk of an explosion, only the oxygen content is controllable. This control is exercised by the installation of an inert gas system for operation by offshore personnel.

Figure 1-1 THE EXPLOSION TRIANGLE

1.5.3 Oxygen Content of Ullage Gas

Figure 1-2 ULLAGE GAS FLAMMABILITY A diagram can be drawn for the range of oxygen/hydrocarbon gas proportions, which can be expected in the ullage space of a cargo of crude oil, showing the area in which the properties constitute a flammable mixture. The upper and lower flammable limits are represented by UFL and LFL respectively. Point A corresponds to the oxygen content of air. The line AB represents the oxygen content of a mixture containing only air and hydrocarbon gas. Any mixture represented by coordinates below this line will also contain an inert gas.

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Figure 1-2 ULLAGE GAS FLAMMABILITY

Replacing the air by inert gas reduces the oxygen content. The range of hydrocarbon gas content over which the mixture is flammable is thereby reduced. When the oxygen level is low enough (approximately below 10%) the mixture will not be flammable irrespective of the hydrocarbon gas content. It must be emphasised that the diagram is approximate and is based upon perfect mixing of the gases; nevertheless, it can be used a guide to operating procedures.

1.5.4 Tank Atmosphere

On most existing vessels it is not possible to prevent air from entering the cargo tanks, particularly during cargo discharge. However, by installing an inert gas system it is possible to introduce suitably treated flue gas into the cargo tank. This inert gas is supplied at a pressure slightly higher than atmospheric and displaces any air present in the cargo tanks.

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1.5.5 Inert Gas Supply

The demand for inert gas appears during cargo discharge, and the supply of inert gas must at least equal the cargo discharge rate. The rated capacity of centrifugal cargo pumps is related to a specified discharge head. When discharging against a lower head, it is possible to exceed the rated capacity. To accommodate this and ensure that the inert gas is supplied at a positive pressure, the inert gas system must be capable of supplying inert gas at a rate greater than at which the cargo is being discharged. A factor of 1.25 of inert gas capacity above nominal cargo pump capacity is the prevailing design criteria.

1.5.6 Inert Gas System

The inert gas system must provide an inert gas atmosphere within the entire cargo tanks. It shall prevent explosive gas mixtures, it must not contaminate the cargo and it must be available in sufficient volume and pressure to suit all operating conditions. The system has two basic groups of equipment: a) A production plant to produce inert gas and deliver it under pressure, by

means of a blower, to the cargo tanks. b) A distribution system to control the passage of inert gas into the

appropriate cargo tanks at the required time. The deck water seal and the non-return valve prevent the back-flow of hydrocarbon gas from the cargo tanks, thus avoiding a potentially hazardous condition in safe area.

1.5.7 Inert Gas Distribution

The inert gas is distributed to the cargo tanks by branch pipes connected to the inert gas deck main. Each branch pipe contains a valve so that any tank can be isolated from the rest.

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1.6 ENTERING OF TANKS FOR INSPECTION AND REPAIR

WARNING: THE FOLLOWING SAFETY PROCEDURES ARE COMPLEMENTARY TO THE COMPANY'S SAFETY PROCEDURES, BUT IN THE CASE OF ANY DISCREPANCY THE COMPANY'S SAFETY PROCE-DURES MUST BE COMPLIED WITH. INERT GAS IS NON-POISONOUS, BUT IT IS ASPHYXIATING IF INHAL-ED IN LARGE QUANTITIES. INERT GAS CAN ALSO CAUSE PERMANENT BRAIN DAMAGE IF INHALED IN LARGE QUANTITIES FOR A PERIOD OF 8 SECONDS OR MORE.

Reference must be made to the section on oxygen deficiency, and toxicity of hydrocarbon vapours and flue gas in paragraph1.4.

1.6.1 Before Entering a Tank

Before entering a tank, ensure the safety of personnel by carrying out the following procedures: 1. Check with the portable oxygen analyser that the cargo tank atmosphere

contains 21% oxygen. Check that the hydrocarbon content is zero as measured on the explosiometer. These checks must be repeated at several openings in the cargo tank at three different levels including the cargo tank bottom.

NOTE: Both hydrocarbon gas and inert gas are heavier than air; therefore the

sampling line used must be of sufficient length to reach within 1.2 m of the cargo tank bottom from the deck. If it is necessary to join two lengths of sampling line to achieve this, the coupling should be taped or secured in some way to prevent loss of the lower length of sampling line.

2. The testing of the cargo tank atmosphere must be carried out by a

responsible officer, or be done under his direct supervision. 3. The hydraulic cargo system power pack must be shut down. Power

supply to the cargo system control console is to be switched OFF and a warning notice displayed on the console before any entry is made.

4. A communication procedure must be established between the men

entering the cargo tank and a person to be stationed at the tank hatch. 5. It must be clearly understood by all personnel that no person is allowed

to enter a cargo tank without direct permission from the Chief Officer. 6. Self-contained breathing apparatus must be available at the tank hatch

together with a lifeline and rescue harness.

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7. The branch line isolating valve must be shut to isolate the cargo tank from the inert gas deck main.

1.6.2 During Tank Entry

The following precautions must be observed during the whole time in which men are working in the cargo tank: 1. A responsible person must be stationed at the tank hatch with clear

instructions not to leave that location. 2. During the entire period that personnel are in a cargo tank, fresh air

ventilation must be provided. 3. The bridge must be informed that men are working in a particular cargo

tank. NOTE: After initial entry and before any subsequent re-entry, the cargo tank

atmosphere must be checked by a responsible officer before permission for re-entry is given. Only the Chief Officer can give this permission.

1.7 PUMP ROOM WORK

Before undertaking any repairs or maintenance work on the pump room cargo system, the following procedure must be carried out: 1. The Chief Officer must personally check that all bulkhead valves are

shut. 2. The hydraulic power pack unit and the supply to the pump and cargo

control room panel are switched off. 3. A warning notice must be displayed on the pump and cargo control room

panel. 4. The pump room ventilation fans are to be running at all times when men

are working in the pump room. 5. No personnel are to commence any work in the pump room without first

obtaining permission directly from the Chief Officer. 6. The pump room lifeline and rescue harness must be ready for immediate

use, and an approved breathing apparatus must be in accessible

position.

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1.8 SAFETY ON DECK

WARNING: IT IS IMPORTANT TO CHECK THAT THE CARGO TANK PRESSURE IS ZERO BEFORE ATTEMPTING TO OPEN ANY CARGO TANK HATCH COVER.

1. When any cargo tank hatch cover is lifted, personnel must always stand

diametrically opposite the hinge and on no account lean over the opening.

2. Whenever purging or gas freeing is taking place, warning notices are to

be placed near tank hatches to warn of dangerous gases. 3. It must be remembered that wind across the deck can cause the cargo

tank atmosphere to be drawn from an opening. Personnel should therefore be made aware of the danger of standing downwind of any cargo tank hatch.

4. Personnel must not stand besides a cargo tank opening at any time

unless absolutely necessary, and precautions must be observed. All company precautions are to be observed at all times regardless of inert gas system operation.

1.9 SOURCES OF IGNITION

1.9.1 Smoking

Smoking must be permitted only under controlled conditions at times and in places specified by the Master. Matches, and especially lighters, must not be carried by personnel while at work on board. Under no circumstances will the no smoking rule be lifted.

1.9.2 Hot Work

No hot work to be carried out in any cargo tank or pump room at any time without prior permission from Head Office.

1.9.3 Metals

1. Aluminium equipment must not be dragged across steel, as the resultant smear may cause sparks if struck.

2. No hammering or chipping must be carried out unless the Chief Officer

has declared the area gas free.

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3. The use of non-sparking tools is not recommended, as tests have shown they do not effect a significant reduction in the risk of gas ignition when compared to the risks associated with ferrous tools.

1.9.4 Absorbent Material

Some materials, when damp or soaked in oil, especially vegetable oil, are liable to self-ignite because of the build-up of heat during oxidation. For this reason, absorbent material MUST NOT be stowed near oil or paint, etc. If such materials become damp, they must be dried before stowage. If they become soaked with oil, they must be cleaned or destroyed.

1.9.5 Pyrophoric Oxidation

The inert gas plant provides a complete protection only if fully operational and properly operated. In case of inert gas system failure, this protection not only ceases, but by-products of the inert gas (such as pyrophorics and static electricity) may increase the risk of explosion and fire if air is introduced in the tanks without following the proper procedures. Measurements have revealed that cargoes of normally sweet crude are occasionally sufficiently sour to give rise to several percent of hydrogen sulphide gas in the vapour space. In an oxygen free atmosphere, where hydrogen sulphide is present, iron oxide (rust) is converted to iron sulphide. When the iron sulphide is subsequently exposed to air, it is oxidized back to iron oxide, free sulphur, and sulphur dioxide gas. This oxidation can be accompanied by the generation of considerable heat so that individual particles may become incandescent. Rapid exothermic oxidation with incandescence is termed pyrophoric oxidation. Pyrophoric iron sulphide capable of pyrophoric oxidation in air can ignite flammable hydrocarbon-air mixture. In refinery operation pyrophoric iron sulphide is well recognized as a potential source of ignition. Pyrophoric deposits are apt to accumulate in storage tanks in sour crude service and in process equipment handling sour streams. When such tanks or equipment are taken out of service, it is normal practice to keep all internal surfaces thoroughly wet during ventilation so that there can be no pyrophoric reaction before the equipment is made gas free. Deposits and sludge must be kept wet until removed to a safe area where subsequent ignition will cause no damage. Numerous fires have occurred when deposits have dried out prematurely. While pyrophoric iron sulphide is a widely recognized ignition source in shore-based operation, it has rarely been cited as the cause of a marine ignition. Presumably marine operations have been free of this hazard because cargo tanks (of non-inerted ships) normally contain some oxygen in

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the vapour space. The presence of oxygen inhibits the conversion of iron oxide to iron sulphide by hydrogen sulphide. Cargo tanks that are inerted may contain little or no oxygen. Thus there is a possibility that pyrophoric deposits may be formed when sour cargo is carried. In normal operation of inerted tankers the cargo tanks are not allowed to become flammable at any time. Thus the presence of any pyrophoric deposits in the cargo tanks or in the ventilation and inert gas piping would not result in an ignition. However, if the inert gas plant were to become inoperable, cargo or ballast discharge with air entering the cargo tanks could result in a flammable atmosphere with the risk of ignition if pyrophoric deposits are present. Most foreseeable inert gas system failures are gradual and can be avoided by timely maintenance. Furthermore, most breakdowns can be repaired adequately in a few hours. Certain components, notably the blowers, can fail totally without warning and all vessels are advised to keep spares of these components, which are have long delivery time. IN THE EVENT THAT THE INERT GAS SYSTEM BECOMES INOPERATIVE BOTH AT SEA AND IN PORT, THE GROUP MANAGER MUST BE ADVISED IMMEDIATELY, NOTIFYING HIM POSSIBLY BY TELEPHONE, OF THE EXISTING SITUATION AND OF MATERIALS/ SPARES REQUIRED TO RESTORE THE SYSTEM IN GOOD WORKING ORDER.

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2. MAIN DATA

2.1 GENERAL CONDITIONS 2.1.1 Guarantees and acceptance of the Goods 2.1.2 Indemnity 2.1.3 Governing Laws and Disputes

2.2 PACKAGE DATA SHEET 2.2.1 Main Technical Data 2.2.2 Paint Data Sheets 2.2.3 WEIGHT TABLES 2.2.4 Scope of testing

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2. MAIN DATA

2.1 GENERAL CONDITIONS

2.1.1 Guarantees and acceptance of the Goods

Air Products AS guarantees that the equipment is free of defects in design, material and workmanship. The guarantee period is 1 (one) year from the date of the equipment is taken into use for the intended purpose, but limited to 24 months from the date of delivery unless otherwise is stated in Purchase contract. If Air Products AS has performed work during the guarantee period, Air Products AS shall guarantee the parts of the work so repaired, for a period of 1 (one) year from the date of completion of the guarantee work unless otherwise is stated in Purchase contract. In case of repair or replacement onboard the ship, Customer shall arrange and pay for dismantling of other objects to provide access to the equipment, transportation to/from ship to the onshore base, stay onboard the ship and heavy lift operations.

2.1.2 Indemnity

Both parties shall mutually indemnify and hold each other harmless from and against all losses and damages to their respective properties or personnel in connection with or as a result of the Purchase Agreement, whether or not contributed to by negligence in any form.

2.1.3 Governing Laws and Disputes

The agreement shall be governed by and construed in accordance with Norwegian law, and any disputes shall be finally decided by arbitration according to the rules of the Norwegian Civil Procedures Act of August 13, Chapter 32. The proceedings shall take place in Kristiansand, unless both parties agrees on another legal venue.

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2.2 PACKAGE DATA SHEET

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2.2.1 Main Technical Data

Vessel : Santierul Naval Constanta

Hull No : 568-569-570-(571) Vessel Type : Product/Chemical Tanker Owner : Histria Shipmanagement S.R.L Air Products Order No. : 15041-15042-15043-(option) Inert Gas System building year : 2005-2006 System built according to : Revised Reg. 62 of

SOLAS 1974, USCG Classification Society : GL Inert Gas System Type : Inert Gas Generator MPG 900

PLANT PERFORMANCE SPECIFICATION The yard is responsible for ensuring the pipeline pressure drop between the generator outlet and the non-return valve on deck shall not exceed 350 mmWG.

Plant Capacity : 3.750 m3/h (at 400 mmWG and 25°C at the deck water seal outlet)

Automatic turn-down ratio : 1:4 (938-3.750 m³/h) Capacity of Inert Gas Blower : Each 100% of Plant

Capacity Fuel Type : Marine Diesel oil,

flashpoint at 60° C or above Fuel Consumption : 289 kg/h

(at Plant Capacity and 3,5% O2 ) Generator Seawater pressure at scrubber : 2 kg/cm2 (max.)

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Supply pressure, burner unit : 2.0 bar Seawater inlet temperature : Max. 32 °C

Generator seawater consumption : 235 m3/h Maximum temperature difference between the inert gas scrubber outlet and seawater scrubber inlet at design capacity : 12 ˚C

Deck Seal

Water consumption : 6 m3/h (Approx.) Water supply pressure : 1.0 kg/cm2 Water supply period : Continuously Steam supply : 6 kg/cm2 Steam consumption : Sufficient for non- freeze

Pressure/Vacuum Breaker Capacity : 3.750 m3/h Opening pressure : 2200 mmWG Opening vacuum : 700 mmWG Liquid quantity : 151 litres Antifreeze additive : 20 %

Typical Inert Gas Composition (IGG) O2-content by volume (adjustable) : 2-4% CO2-content by volume : 12-14% SO2-content (depending on fuel) : 50 ppmv N2 : Balance Relative humidity at scrubber outlet : 100% Soot content (Bacharach) : 0-1

UTILITIES AT 100% INERT GAS CAPACITY (Approximate figures) Cooling Water - Consumption in total : 241 m3/h Electricity - Blower motor : 440V, 60Hz, 3ph, 65kW - Supply system for alarm panel : 220V, 60Hz, 1ph, ~1kW - Main fuel pump motor : 440V, 60 Hz, 1.3 kW - Pilot fuel pump motor : 440V, 60 Hz, 1.3 kW

- Plant signal voltage : 24V DC - I.G. Compressor : 440V, 60 Hz, 9 kW

Instrument Air - Quality : Dry, clean and oil free - Dewpoint : -25 ˚C at 7 barg

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- Supply pressure : 7 kg/cm2 - Consumption for pneumatic valves : ~70 l/min (mainly at start and stop) Ambient Air - For gas freeing - Sufficient for ventilation of inert gas system area - Ventilation temperature (maximum) : 40 ˚C - I.G. Compressor Cooling : 1,2 m/s COMMON Programmable Logic Controller (PLC) Supply : 220V 60Hz Signal input : 4-20 mA / 24VDC Signal output : 4-20 mA / 24VDC Pressure controller PIC 6.32 (PLC programmed) Signal input : 4-20 mA Signal output : 4-20 mA Flow controller FIC-3.42 (PLC programmed) Signal input : 4-20 mA Signal output : 4-20 mA Pressure controller FIC-1.43 (PLC programmed) Signal input : 4-20 mA Signal output : 4-20 mA Frequency controller SC-7.40 Power supply : 3 x 440V, 60Hz Output frequency : 0-120Hz Control signal : 4-20 mA Oxygen analyser AT 3.39 Scale range : 0-25 % O2 Signal output/Loop Power : 4-20 mA/24VDC Flow (differential pressure) transmitter FT-3.42 Basis for signal input : Inert Gas Flow Diffifferential pressure (normally) : 0 – 1000mmWG Signal output : 4-20 mA Deck Pressure Transmitters PT-6.32 & PT-6.33 Signal input : ÷1000 - 2500 mmWG Signal output : 4-20 mA Combustion Air Pressure Transmitters PT-1.43 Signal input : 0-1 barg

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Signal output : 4-20 mA Main Control Valve PCV-3.45 Working pressure : 7 barg Fully shut at : 4 mA (3 psi. signal pressure) Fully open at : 20mA (15 psi. signal pressure) Flow Control Valve FCV-3.42 Working pressure : 7 barg Fully shut at : 20mA (15 psi. signal pressure) Fully open at : 4 mA (3 psi. signal pressure) Pressure Control Valve PCV-1.48 Working pressure : 7 barg Fully shut at : 20mA (15 psi. signal pressure) Fully open at : 4 mA (3 psi. signal pressure) Valve test Ι activates valves : 1.42A/B - 3.47 Valve test ΙΙ activates valves : 3.45 - 3.42 - 1.48 –2.41 Conversion of Pressure Units: 1 bar = 1.02 kp/cm2 = 14.5 psi = 10200 mmWG = 100000 Pa

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2.2.2 Paint Data Sheets

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PAINT SPECIFICATION FOR EXTERNAL SURFACES

Component Tag-number Paint System Top Colour Deck water seal U-4.01 1A GREY RAL7035 Pressure/vacuum breaker N-6.01 1A GREY RAL7035 Deck non-return valve NV-6.30 1A GREY RAL7035 Screen F-3.04 1A GREY RAL7035 Fresh air intake F-1.13 1A GREY RAL7035 Inert Gas Buffertank T-8.20 1A GREY RAL7035 Generator units B-1.08 / C-1.09 / S-1.10 2B GREY RAL7035 Scrubber top S-1.11 2A GREY RAL7035 Fuel pump skid 2A GREY RAL7035 Flow venturi FE-3.42 2A GREY RAL7035 Inert gas blowers K-1.05A/B MAKER

STANDARD BLUE

INERT GAS COMPRESSOR

K-9.91 MAKER STANDARD

MUNSEL 7.5BG 7/2

Butterfly valves Numerous Maker standard Blue Panels Panel 5.0 Maker standard GREY RAL7032 Panel 5.1 Maker standard GREY RAL7032 Panel 5.2 Maker standard GREY RAL7032 Panel 5.4 Maker standard GREY RAL7032 Panel 5.5 Maker standard GREY RAL7032 Panel 5.6A Maker standard GREY RAL7032 Panel 5.6B Maker standard GREY RAL7032 Panel 5.22 Maker Standard GREY RAL7032

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PAINT SPECIFICATION FOR INTERNAL SURFACES

Component Tag-number Paint System Description Deck water seal U-4.01 6 Glass flake (1000 µm) Pressure/vacuum breaker N-6.01 9 Pure epoxy (250 µm) Deck non-return valve NV-6.30 9 Pure epoxy (250 µm) Inert Gas Buffertank T-8.20 6 Glass flake (1000 µm) Scrubber top S-1.11 6 Glass flake (1000 µm) Flow venturi FE-3.42 9 Pure epoxy (250 µm) Inert gas blowers K-1.05A/B Maker standard Primer coated Inert Gas Compressor K-9.91 NA NA

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2.2.3 WEIGHT TABLES

DRW.NO. POS NO. TEXT WEIGHT KG 15041-608-001 C-1.09/S-1.10 I.G. Generator (Burner / Scrubber)

Assembly ~2300

15041-608-002 U-4.01 Deck Water Seal Assembly ~1150 15041-608-003 N-6.01 P/V Breaker Assembly ~330 1-ST-182 NV-6.30 Deck Non-Return Valve DN 250 ~60 11000-608-001B F-1.13 Fresh Air Intake DN 250 ~25 32004-286 K-1.05 Combustion Air Blower Assembly ~1100 15041-608-004 F-3.42 Flow Venturi DN250 ~40 3-ST-3977 P.7.02/7.04 Feed pump skid ~75 15041-608-005 T-8.20 Inert Gas Buffertank ~4540 415010-b K-9.91 Tamrotor I.G.Compressor ~320 4-ST-875 NV-2.48 Seal Water Vent Valve ~0.1 4-ST-1271 D-1.06/D-1.07/

D-1.12 Expansion Bellows See drwg.

4-ST-1243 4-ST-1415 F-3.04 Screen ~2 3-ST-6266 LG-4.31/6.36 Level Glass ~1 E- 4062-4 XV-1.42 A/B Keystone valve DN250 ~40 E-4066-31 PCV-1.48 Keystone valve DN150 ~240 E-4042-41 PCV-3.45 Keystone valve DN200 ~30 E-4066-31 FCV-3.42 Keystone valve DN125 ~15 E-4122-3 XV-3.47 Keystone valve DN 80 ~10 E-4050-3 HCV-2.40 Keystone valve DN200 ~27 E-4122-5 XV-2.41 Keystone valve DN200 ~37 E-4001-11 XV-2.91 Keystone valve DN350 ~90 DATASHEET NV-2.90 Keystone valve DN350 ~55 15041-621-500 Panel 5.0 I/O and PLC Panel ~150 15041-621-501 Panel 5.1 Main Control Panel ~15 15041-621-502 Panel 5.2 Local Control Panel (on generator) 15041-621-504 Panel 5.4 ECR Control Panel ~6 15041-621-506A Panel 5.6A Blower Starter ~50 15041-621-506B Panel 5.6B Blower Starter ~50 15041-621-522 Panel 5.22 Flame Indicator Panel (on generator)

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2.2.4 Scope of testing

1. Visual check of electrical panels and inert gas system main components. 2. Control system and alarm monitoring test (as practical) according to alarm list. 3. Spark test (6000 Volt) of inside glass flake reinforced polyester lining on

scrubber upper part. 4. Spark test (6000 Volt) of inside glass flake lining in Deck Water Seal. 5. Leak test of N/R valve. 6. Test running of air gas blowers, see Flebu test procedure for details.

No capacity test at Flebu works, the capacity test to be done onboard the vessel during commissioning.

NOTE 1. - Test No. 1, 2, 3, 4 and 5 will be performed at Air Products, Kristiansand S. - Test No. 6 will be performed at Flebu Ticon, Oslo. NOTE 2. - Class surveyor to witness all tests.

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Flebu Test Procedures

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3.1 REFERENCES 3.2 INERT GAS GENERATOR MAIN DESCRIPTION

3.2.1 Design 3.2.2 Function 3.2.3 Fuel Consumption

3.3 MAJOR COMPONENTS 3.4 COMBUSTION AIR BLOWERS 3.5 INERT GAS GENERATOR, BURNER UNIT

3.5.2 Pilot Burner 3.5.3 Main Burner 3.5.4 Combustion Chamber 3.5.5 Inert Gas Generator Scrubber Unit 3.5.6 Deck Water Seal 3.5.7 Pressure/Vacuum Breaker

3.6 OTHER SPECIAL EQUIPMENT 3.6.1 Combustion Air By-pass 3.6.2 Inert Gas Compressor 3.6.3 Instrument Air Cooling/Bleeding 3.6.4 Vent Valve 3.6.5 Deck Seal Supply Line Vacuum Valve

3.7 FUEL SYSTEM 3.8 SEA WATER SYSTEM 3.9 FRESH WATER SYSTEM 3.10 STATIONARY OXYGEN ANALYSER 3.11 PRESSURE TRANSMITTERS 3.12 DIFFERENTIAL PRESSURE TRANSMITTER 3.13 MULTI-CHANNEL RECORDER

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3.1 REFERENCES

Piping and Instrument Diagram Pneumatic Flow Diagram General Arrangement of Inert Gas Generator General Arrangement of Venturi/Pre-cooler

3.2 INERT GAS GENERATOR MAIN DESCRIPTION

3.2.1 Design

The Inert Gas Generator is designed to produce inert gas by burning of fuel oil and air into inert gas. The inert gas generator consists of a burner unit and a scrubber unit. The burner unit consists of pilot burner, main burner, combustion chamber and adjoining scrubber tower for cooling and cleaning of the hot combustion gases. Consumption and utility data for the generator can be found in chapter 2.

3.2.2 Function

G e n e r a t o r M o d e o f O p e r a t i o n Two air blowers supply combustion air to the Inert Gas Generator. Each blower is designed for 100% of the total plant capacity. To regulate the pressure of the air into the combustion chamber the system is equipped with a blow-off valve situated just above the front of the generator. Depending on the inert gas production rate this valve will be more or less open in all states of operation (it may even be completely shut at full capacity) When the generator is started the pilot burner will be energized by spark plugs, which ignites the diesel oil/air mixture supplied to the pilot burner. The fuel air ratio for the pilot burner is adjustable both by operating the manual valve HCV-1.57B at the burner front or by adjusting the diesel oil pressure regulator on the fuel skid. The photocells mounted in the burner front door and at the top of the combustion chamber, detect the intensity of the combustion. This signal is measured by the burner controller, who will initiate the main burner after some seconds of pilot operation if the flame intensity is acceptable. The main burner is activated and combustion is started and after some seconds more the pilot burner will be shut of and the plant is operating solely by the main burner.

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The heat from the combustion is removed by the seawater flow in the cooling jacket. The seawater flowing in the cooling jacket is ejected into the lower part of the scrubber tower by small holes situated around the outside of the burner outlet into the cooling chamber. Gas flow from the combustion chamber enters the scrubber unit where it is cooled and cleaned by a counter current spray of seawater. The entrained droplets are removed in a demister at the top of the scrubber unit. The gas leaves the unit via the inert gas outlet at the top of the scrubber unit, and it now forms a suitable inert gas. The seawater leaves the scrubber unit via the bottom drain line.

3.2.3 Fuel Consumption

The fuel consumption depends on the flow rate and the oxygen content of the inert gas as shown in Figure 3-1. This graph shows actual fuel consumption as a function of inert gas generation rate during plant operation.

Fuel consumption as function of capacity.

0100200300400500600700800900

10001100

0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000

Inert gas capacity [m³/h at 400 mmWG and 25°C]

1% 3% 5%

Figure 3-1 FUEL CONSUMPTION VERSUS INERT GAS FLOW RATE

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3.3 MAJOR COMPONENTS

The major components of the Inert gas production plant are:

• Combustion air blowers • Inert Gas Generator, Burner Unit • Inert Gas Generator, Scrubber Unit • Deck Water Seal unit • P/V Breaker Unit

3.4 COMBUSTION AIR BLOWERS

Blower Arrangement Drawing.

D e s i g n The inert gas system is fitted with two blowers. Each blower is designed to

carry 100% of the inert gas capacity. Each blower is driven by an electric motor. Blower and motor are mounted on a joint framework. The units are equipped with flexible connections. The FLEBU blower is of the single-stage centrifugal type with overhung impeller. The blower casing is fabricated in mild steel and is designed to permit removal of the shaft and impeller with a minimum of dismantling. Consult the volume 2 of this manual if further information is required.

F u n c t i o n The purpose of the blowers is to provide a sufficient supply of inert gas on

deck at the necessary flow rate and pressure for the inert gas system to keep up with the discharge rate of the cargo pumps (within the allowed maximum rate of the inert gas generator).

The blower motors are fitted with standstill heating elements. The heating is automatically switched on as soon as the motor is stopped.

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3.5 INERT GAS GENERATOR, BURNER UNIT

Figure 3-2 General Inert Gas Generator Layout Drawing

D e s i g n The burner unit comprises of a main burner, a pilot burner and a combustion chamber. The actual generator for this system may vary from this drawing in details (flange and panel positions mainly) but should give a fair overview of the unit.

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Figure 3-2 General Inert Gas Generator Layout Drawing

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3.5.2 Pilot Burner

Figure 3-3 Main and Pilot Nozzle Arrangement

D e s i g n The pilot burner is a small compact unit, built into the front of the Inert Gas

Generator.

The pilot burner is fitted with separate marine diesel oil and air supplies. A fuel-atomizing nozzle is mounted into a removable nozzle assembly. Two ignition electrodes provide the sparks necessary for the initial ignition. The spark gap is normally 3-5 mm.

F u n c t i o n The pilot burners function is to ignite the flammable mixture of atomised fuel and air of the main burner when the plant is started.

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3.5.3 Main Burner

Figure 3-3 Main and Pilot Nozzle Arrangement The internals of the main burner are easily accessible for inspection and maintenance by opening the hinged front cover of the burner.

Figure 3-3 Main and Pilot Nozzle Arrangement

D e s i g n This nozzle is designed for fuel pressures between 2-40 bar for MDO. The

nozzle intrusion into the main burner is adjustable by a spacer. Please note the drawing above shows two different types of intrusion, select the correct one for your generator depending on generator size. Generator size (MPG-number) is stated in chapter 2.

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F u n c t i o n The generation of inert gas starts in the main burner by supplying atomized

fuel and air. Fuel is entered via the main fuel nozzle.

The main burner initially receives the total air quantity from the blower. If this quantity is more than required, the front of the generator has a separate atmosphere outlet where the surplus air is ventilated to atmosphere.

The main burner can be inspected by opening the generators front cover.

3.5.4 Combustion Chamber

Arrangement drawing.

D e s i g n The combustion chamber is an open vessel where the combustion is performed. The heat of combustion is removed by the seawater flowing in the cooling jacket outside of the combustion chamber. The internals of the combustion chamber can be inspected and maintained by opening the front cover.

F u n c t i o n The combustion takes place in the combustion chamber. The chamber is water-cooled and requires a steady sea water supply throughout the inerting process and the following cooling period after shutdown.

3.5.5 Inert Gas Generator Scrubber Unit

Arrangement drawing.

D e s i g n The scrubber unit comprises a:

• Scrubber tower • Sea water spray nozzles • Demister • Inspection hatch • Level switch

F u n c t i o n The lower part of the scrubber tower receives the hot flue gases from the

combustion chamber.

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On its way up through the scrubber unit the gas flow is cooled and cleaned by an intensive counter current of sprayed seawater. After subsequent removal of entrained droplets in the demister, the gas leaves the unit via the inert gas outlet. It now forms a suitable inert gas. The seawater is supplied to the scrubber nozzles at a specific pressure (see performance test) and it leaves the scrubber unit via the bottom drain line.

3.5.6 Deck Water Seal

General Figure 3-4 Deck Water Seal Figure 3-5 Deck Water Seal The deck water seal is fitted in the inert gas supply main line in order to prevent the return of hydrocarbon vapor into the machinery space, uptakes or any other non-hazardous areas. As a second device the non-return valve is fitted downstream the deck water seal. Design The deck water seal is a low-pressure vessel containing an inner and an outer chamber. The deck seal is manufactured in carbon steel and internally coated with glass flake. It is equipped with an externally mounted level glass, level alarm(s), an inspection hatch, and a drain valve. The unit is protected against freezing by a steam heating coil and against corrosion by the means of zinc anodes. Function The deck water seal shall prevent a reverse flow of flammable hydrocarbon gases from the cargo tanks through the inert gas deck main line. The unit is a liquid seal, which will totally prevent any back flow. Thus, any leakage from the non-return valve on the inert gas main line will be eliminated. Two deck seal pumps in redundancy provide the necessary sea water supply. A sea water supply pressure transmitter initiates a low-pressure alarm, which eventually will shut down the inert gas system. The deck water seal is a semidry type. When inert gas is flowing through the unit then the water is forced out of the inner chamber and into the outer chamber by the inert gas pressure. In the event of reverse flow from the cargo tanks, the water is forced into the inner chamber and further up into

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the inlet pipe, which will close the deck seal against any normal pressures from the deck-line.

Figure 3-4 Deck Water Seal

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Figure 3-5 Deck Water Seal operation

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3.5.7 Pressure/Vacuum Breaker

Arrangement drawing. Figure 3-6 Pressure/Vacuum Breaker Operation

D e s i g n The pressure/vacuum breaker is connected to the inert gas deck main line.

The P/V breaker comprises of the following parts:

• Inner pipe with top cover • Outer pipe • Level glass • Drain plug • Filling plug

F u n c t i o n The purpose of the pressure/vacuum breaker is to protect the cargo tanks

from over-pressurization or vacuum. The pressure/vacuum breaker is the final backup for any of the pressure/vacuum situations. The P/V breaker consists of two concentric pipes. The inner pipe acts as a weir over which the water is displaced by excess pressure. By excess vacuum, the inert gas main line acts as a weir over which the water is displaced. When the pressure in the deck main line is building up, it will push the water in the P/V breaker into the inner pipe to a maximum value. A higher pressure will penetrate this water column and the gas will flow directly to the atmosphere. Vice versa, vacuum will reduce the water column to a minimum value before it will loose the vacuum effect. A lower pressure than this in the deck main line will result in an air entrance into the system. Positive and negative breaking pressures are noted in chapter 2.

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Figure 3-6 Pressure/Vacuum Breaker Operation

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3.6 OTHER SPECIAL EQUIPMENT

3.6.1 Combustion Air By-pass

The generator is fitted with an arrangement for bypassing surplus combustion air to atmosphere. The supply pressure is thereby kept constant through varying deck requirements for inert gas.

3.6.2 Inert Gas Compressor

To start the Inert Gas Compressor (only local start up) the Inert Gas Plant must be in operation and producing inert gas with acceptable low oxygen content (interlock). The machine may be set in auto mode. Then it will start automatically when low-pressure switch located in the Compressor canopy has been activated. It will then continue running until high-pressure switch is reached. The machine will go to load/unload condition for some minutes before it shuts down. Then the Inert Gas Receiver (T-8.20) is fully charged. Any free liquid on the suction side and discharge side will be automatically drained from separator drain pots. The Receiver is protected from overpressure with a safety valve PSV-9.93. The compressor package is protected from high pressure, and high temperature. Alarm will turn up at motor failure. A non-return valve is also provided within the compressor canopy to prevent backflow of inert gas from the Receiver. The unit has its own local control panel in the canopy with remote common alarm indications (open voltage contacts available).

3.6.3 Instrument Air Cooling/Bleeding

Flame sensors and gauge glasses of the burner unit are protected by a separate air-cooling system, branched off from the combustion air supply line.

3.6.4 Vent Valve

A pressure vent valve is fitted on top of the deck water seal. The valve is shut during plant operation, open during shutdown.

3.6.5 Deck Seal Supply Line Vacuum Valve

The vacuum valve NV-2.48 installed in the supply line to the deck seal is installed to prevent the deck seal of being drained of seawater in case of a break in the seawater supply line. If a break should occur the valve will open

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and release air into the supply line and hence ensure a seal will be located in the u-loop by the deck seal.

3.7 FUEL SYSTEM

The generator requires Marine Diesel Oil for the pilot burner and the main burner. The fuel pump needs positive pressure to the fuel pumps suction side (maximum 3 barg). From the main fuel pump the fuel is delivered to the main fuel nozzle. The pump motor speed and the fuel rate/pressure are controlled by the flow rate of the inert gas leaving the generator. A differential pressure transmitter gives the input signal, which is measured across the flow venturi by the flow transmitter. The pilot fuel pump regulates the pilot fuel oil pressure. The pilot burner is activated during the start-up sequence only. The fuel pumps are fitted with their own fuel safety re-circulation arrangement.

3.8 SEA WATER SYSTEM

The inert gas system requires seawater for the following consumers: - Combustion chamber cooling jacket Purpose: Cooling of combustion chamber - Scrubber Purpose: Scrubbing and cooling of inert gas - Deck Seal Purpose: Forming liquid seal Supply pressures and consumptions are given in the chapter 2 and 4.

3.9 FRESH WATER SYSTEM

The generator applies fresh water for inside cleaning of the cooling jacket for corrosion protection. This connection is normally only temporary and made

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up by a flexible hose going to the fresh water connection on the combustion chamber seawater manifold.

3.10 STATIONARY OXYGEN ANALYSER

The stationary oxygen analyser is designed to continuously monitor the oxygen content of inert gas. The analyser is a high-accuracy, fast response analyser that is simple to calibrate and almost maintenance free.

3.11 PRESSURE TRANSMITTERS

The pressure transmitters convert the inert gas pressure input to a corresponding output signal of 4-20 mA, which is read by the PLC. These transmitters are factory calibrated and should require no maintenance from the operator of the system.

3.12 DIFFERENTIAL PRESSURE TRANSMITTER

The ROSEMOUNT Differential Pressure Transmitter is used for flow measurement and is “the heart” of the regulation for the inert gas system. When the system is in operation the transmitter measures a differential pressure across the flow venturi, proportional to inert gas flow, and converts this into a 4-20 mA signal. The transmitter consists of a sensor unit and an electronics housing. The sensor unit receives its differential pressure input via two signal pipes, leading from beginning and middle of the gas flow venturi. The flow rate is a square root function of the pressure drop across the flow venturi. To make the output signal proportional to the gas flow the transmitter have a square root function applied to the output signal. NOTE: THE DIFFERENTIAL PRESSURE TRANSMITTER IS CALIBRATED BY THE

COMMISIONING ENGINEER AND NEEDS NO FURTHER CALIBRATION. ANY UN-KNOWING TAMPERING WITH THE ZERO AND SPAN ADJUSTMENT WILL RESULT IN SEVERE OPERATIONAL PROBLEMS!

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3.13 MULTI-CHANNEL RECORDER

Figure 3-7 Two pen recorder This is a, two-pen, strip chart recorder which continuously measures the magnitude of two 4-20mA input signals. It provides indication and record over the process variables over 100mm calibrated scales and chart. Channel 1 represents the inert gas oxygen content, and channel 2 the inert gas pressure in the deck line. The scale range is given in section 2.2.1 according to oxygen analyser and deck pressure transmitter.

Figure 3-7 Two pen recorder

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4. PREPARATION

4.1 GENERAL 4.2 FUNDAMENTAL PLANT PRESETTING

4.2.1 Required tools 4.2.2 Inert Gas System Pre-settings 4.2.3 Generator Water System 4.2.4 Blowers 4.2.5 Deck Water Seal System 4.2.6 Fuel System (Marine Diesel) 4.2.7 Various

4.3 PERFORMANCE TEST REPORT 4.4 SOFTWARE PARAMETER SETTINGS

4.4.1 Controller Settings 4.4.2 Timer Settings 4.4.3 Alarm Enable Timers 4.4.4 Fuel Pump Speed Control Parameters

4.5 VARIOUS INFORMATION


4. PREPARATION

4.1 GENERAL

The preparations as described in this chapter are the procedures to be performed after the yard has finished installation of the equipment. The installation procedures are not a part of this manual. This section contains the instructions necessary to put the inert gas production plant into operational state. If any faults occur, appropriate alarm will enunciate the malfunction in the system. Section 5.6 Corrective Measures lists possible causes and corresponding remedial actions to enable the system to be brought back into an operational state. At the end of this chapter, you will find the Performance Test Data Sheet where settings from the performance test are filled in for your reference for adjustments during the lifetime of the equipment.

4.2 FUNDAMENTAL PLANT PRESETTING

4.2.1 Required tools

1. Multimeter 2. mA transmitter 3. 0-20 psi hand pump 4. Hand tools 5. Pressure calibrator 6. Temperature calibrator

No special tools except the ones listed above should be necessary.

4.2.2 Inert Gas System Pre-settings

Before the plant can be put into ordinary service the pre-settings and adjustments described in this paragraph must be carried out: 1. Check that the installation of the system is according to P & ID. Check

specially for possible water traps/u-loops in pneumatical signal lines, as this will possibly produce wrong readings of instruments, especially in freezing conditions.

2. Check that the electrical connections are according to drawings.

Correct any wrong connections.


3. Check supply power for phase and grounding problems before power is

supplied to the panels. If any problems are found: Contact yard or have chief electrician to fix it before proceeding.

4. Apply power to the panels and check operation of electrical

components. 5. Check the pneumatic supply and piping to see they are properly

connected. Disconnect at inlet to inert gas system and flush piping for dust and particles before operating system the first time.

6. Drain pressure regulators. Adjust outgoing pressures to 20 psi or as

indicated in pneumatic flow diagram. 7. Check that main inert gas control valve PCV-3.45 is shut at 3-psi signal,

open at 15 psi (4-20mA). 8. Check that inert gas flow control valve FCV-3.42 is shut at a 15-psi

signal, open at 3 psi (20-4mA). 9. Check that inert gas flow control valve PCV-1.48 is shut at a 15-psi

signal, open at 3 psi (20-4mA). 10. Perform valve tests from panel. Correct any problems with indications

or pneumatic signal/supply piping. 11. Adjust the alarm limits to the values noted in the Alarm List. Test the

operation of each alarm after pre-setting. Check operation of level- and limit switches.

12. Calibrate the stationary oxygen analyser. 13. Check calibration of all transmitters and switches. 14. Check that Controllers PIC-6.32, FIC-3.42, PIC-3.55 and PIC-1.48 are

placed in AUTO mode. 15. Adjust time relays, if any, to the values given in the Performance test

data sheet. 16. Check and correct the direction of rotation for all electric motors. 17. Set the valves HCV-1.57A/B/C/D to the positions given in the

Performance test data sheet.

4.2.3 Generator Water System

1. Open overboard discharge valve.

2. Open inlet and discharge valves of chosen scrubber pump. Open intake valve.


3. Turn seawater manual control valve HCV-2.40 to a nearly closed position.

4. Check that connection to stand-by scrubber pump is shut.

5. Check that drain valves are shut.

CAUTION! Scrubber seawater manual control valve HCV-2.40 is also to be partially

shut before the first pump starts if the seawater line has been drained. 6. Start the scrubber pump. Check that seawater is delivered to the

generator. 7. Adjust the seawater manual control valve HCV-2.40 slowly until the

water supply pressure to the generator unit has the value given in the performance test.

8. Shut down the scrubber pump as soon as the adjustments are done.

4.2.4 Blowers

1. Check if wiring between blower motor and starter panel is correct. 2. Perform an insulation test of the blower

3. Verify the supplied power is correct.

4. Check inside impeller housing for loose items (tools, gloves, nuts, bolts,

etc.) as this may damage the blower when starting.

5. Rotate impeller by hand to check if it rotates freely and that no debris is trapped inside.

6. Check/adjust thermal relay in starter panel.

7. Perform a start to verify correct rotation of blower motor. Correct

rotation if necessary.

8. Time the start-up time for the motor from standstill to full speed.

9. According to time of first start the time delay relay for star-delta changeover must be adjusted.

10. Check if blower discharge valve is opening correctly

4.2.5 Deck Water Seal System

1. Open all supply valves in the sea water line to the deck seal. 2. Open overboard discharge valve. 3. Shut drain valve.


4. Start seal pump and check direction of rotation. 5. Check that seawater is supplied to the deck seal. 6. Adjust the set point of the alarm if the Low Pressure Seawater Deck

Seal alarm still is activated. The correct value of this alarm will depend on the position of the transmitter with respect to the deck seal onboard this particular ship.

7. Leave the pump running. The pump shall run continuously.

4.2.6 Fuel System (Marine Diesel)

1. Ensure that fuel oil supply upstream fuel pumps are delivered at positive pressure (max. 3 barg).

2. Note that the main fuel pump with its frequency control system has

been tuned in by a specialist from Air Products and all necessary data are noted in the Performance Test Data sheet. This system normally requires no further adjustments. If any problems should occur then Air Products should be contacted immediately.

3. Open inlet and discharge valves of the main fuel pump. Open the

manometer port on the inlet side and rotate pump by hand until all air has stopped bubbling up through this port. Close the inlet manometer port and open the outlet manometer port and remove air by rotating the pump by hand and close the port. Start the pump manually. Adjust the pump's recirculation valve until the discharge pressure is approximately 40 bars. Stop the pump.

4. Open inlet and discharge valves of pilot fuel pump P-7.04 and remove

air inside the pump by the same procedure as for the main fuel pump. Start the pump manually. Adjust the pump's recirculation valve until the discharge pressure is approximately 15 bars. Stop the pump.

5. Disconnect the pilot burner fuel hose at the front of the combustion

chamber and put it securely into a big bucket. Start pilot pump manually and open solenoid valves for pilot pump and run the pump until fuel has been flowing out of the hose for some time to ensure proper flushing of the fuel line. Stop the pump and connect the pilot burner nozzle assembly (easily removable with 4 wing nuts). Start the pump again and check the spray from the nozzle. Stop the pump.

6. Perform the same procedure for the main pump as for the pilot pump to

ensure proper flushing of the main fuel line. 7. Remove all fuel filters and clean out any dirt before assembling again. Warning: Use eye protection at all times when working with the fuel pumps due to

high pressures and potential for damage when operating the system manually.


4.2.7 Various

1. On the first occasion the inert gas can be supplied to deck the PID parameters of the pressure controllers should be adjusted.

2. Fill up the P/V breaker with fresh water and antifreeze to the indicated level at atmospheric condition. The graph below shows the required quantity of antifreeze depending on temperature and type of antifreeze.


4.3 PERFORMANCE TEST REPORT


PERFORMANCE TEST

CLIENT SANTIERUL SHIP 568-569-570-(571) AP ORDER NO 15041-15042-15043 SYSTEM TYPE Generator MODES/CAPACITY 3.750 m3/h TEST 1 TEST 2 TEST 3 MODE GEN GEN GEN DELIVERY TO (DECK/ATM) ATM. DECK ATM. CAPACITY 100 % 100 % 100 % Pressure Controller - PIC-6.32 SETPOINT mmWG INPUT mmWG OUTPUT % Pressure Controller - PIC-1.43 SETPOINT mmWG INPUT mmWG OUTPUT % Flow Controller - FIC-3.42 SETPOINT % INPUT % OUTPUT % Pressure Controller - PIC-3.55 SETPOINT mmWG INPUT mmWG OUTPUT % SENSOR POSITION / ITEM TAG NO. Unit BLOWER IN USE K - 1.05 A A B BLOWER CURRENT Ampere SCRUBBER PUMP IN USE SCRUBBER SEAWATER PRESSURE PI - 2.32 Bar SEAWATER PRESSURE SCRUBBER PI - 2.42 Bar SEAWATER INLET TEMPERATURE TI-2.43 °C COOLING CHAMBER SEAWATER PRESSURE PI - 1.87 Bar COOLING CHAMBER SEAWATER TEMPERATURE TI - 1.47 °C DECK SEAL SEAWATER PRESSURE PI - 2.47 Bar GAS PRESSURE GENERATOR INLET PI - 1.43 mmWG GAS PRESSURE AFTER SCRUBBER PI - 3.55 mmWG GAS PRESSURE AFTER SCRUBBER PI - 3.38 mmWG GAS TEMPERATURE SCRUBBER OUTLET TI - 3.37 °C OXYGEN CONTENT AT - 3.39 % MAIN FUEL PUMP DISCHARGE PRESSURE PI - 7.35 Bar MAIN BURNER NOZZLE PRESSURE PI - 7.42 Bar PILOT FUEL PUMP DISCHARGE PRESSURE PI - 7.54 Bar PILOT BURNER NOZZLE PRESSURE PI - 7.59 Bar FLOW VENTURI DIFFERENTIAL PRESSSURE mmWG DIFFERENTIAL PRESSURE TRANSMITTER FT-3.42 mA FLAME INDICATOR BI-1.50 mA MAIN FUEL PUMP SPEED SC-7.40 Hz


PERFORMANCE TEST

CLIENT SANTIERUL SHIP 568-569-570-(571) AP ORDER NO 15041-15042-15043 SYSTEM TYPE Generator MODES/CAPACITY 3.750 m3/h TEST 4 MODE GEN DELIVERY TO (DECK/ATM) DECK CAPACITY 100 % Pressure Controller - PIC-6.32 SETPOINT mmWG INPUT mmWG OUTPUT % Pressure Controller - PIC-1.48 SETPOINT mmWG INPUT mmWG OUTPUT % Flow Controller - FIC-3.42 SETPOINT mmWG INPUT mmWG OUTPUT % Pressure Controller - PIC-3.55 SETPOINT mmWG INPUT mmWG OUTPUT % SENSOR TAG NO. Unit BLOWER K - 1.05 B A A B B CURRENT Ampere SCRUBBER PUMP Ampere S. W. PRESSURE PI - 2.42 Bar S. W. TEMPERATURE TI-2.43 °C C. C. S. W. PRESSURE PI - 1.87 Bar C. C. TEMPERATURE TI - 1.47 °C D.S. S. W. PRESSURE PI - 2.47 Bar GAS PRESSURE PI - 1.43 mmWG GAS PRESSURE PI - 3.55 mmWG GAS PRESSURE PI - 3.38 mmWG GAS TEMPERATURE TI - 3.37 °C OXYGEN AT - 3.39 % MAIN MDO PRESSURE PI - 7.35 Bar NOZZLE PRESSURE PI - 7.42 Bar PILOT MDO PRESSURE PI - 7.54 Bar NOZZLE PRESSURE PI - 7.59 Bar FLOW DP PRESSURE mmWG FLOW DP SIGNAL FT-3.42 mA FLAME INDICATOR BI-1.50 mA MAIN PUMP SPEED SC-7.40 Hz

Sjekk at det er riktig benevnelse på pilot trykket (PI-7.59/58) i forhold til HFO fødetrykk.


PERFORMANCE TEST CLIENT SANTIERUL SHIP 568-569-570-(571) AP ORDER NO 15041-15042-15043 SYSTEM TYPE Generator MODES/CAPACITY 3.750 m3/h MANUAL VALVE SETTINGS

TAG NO. FUNCTION MANUAL VALVE SETTINGS HCV-2.40 Main Nozzle Seawater Pressure Valve HCV-1.57A Flame sensor purging HCV-1.57B Pilot burner air supply HCV-1.57C Pilot burner see-glass HCV-1.57D Flame sensor purging

AMBIENT CONDITION AMBIENT AIR TEMP °C SEAWATER TEMPERATURE (TI-2.43) °C NOZZLE DIMENSIONS MAIN FUEL NOZZLE SIZE kg/h PILOT NOZZLE SIZE gls/h OXYGEN FILTER TYPE Bühler S2 Installed Bühler F25 Installed FREQUENCY CONTROLLER SETTINGS

204 MINIMUM REFERENCE Hz 205 MAXIMUM REFERENCE Hz 309 MINIMUM SCALING V 310 MAXIMUM SCALING V

CAPACITY MEASUREMENT (PITOT) BLOWER A DYNAMIC PRESSURE mmWG STATIC PRESSURE mmWG GAS TEMPERATURE °C INNER PIPE DIAMETER m RESULTING CAPACITY m3/h CAPACITY MEASUREMENT (PITOT) BLOWER B DYNAMIC PRESSURE mmWG STATIC PRESSURE mmWG GAS TEMPERATURE °C INNER PIPE DIAMETER m RESULTING CAPACITY m3/h

BLOWER STARTER CHANGEOVER TIME (STAR – DELTA) BLOWER A Seconds BLOWER B Seconds

COMMENTS: PLACE: DATE: TEST ENGINEER:


4.4 SOFTWARE PARAMETER SETTINGS

The settings in this chapter are as the commissioning engineer programmed the system and should be used as reference for subsequent adjustments of the system.

4.4.1 Controller Settings PIC-6.32 FIC-3.42 PIC-1.48 AIC-3.39 PIC-3.55

Controller Parameter Value Value Value Value Value KP TI TD TfD MVs STARTUP MV HIGH LIMIT MV LOW LIMIT MV

4.4.2 Timer Settings Timer Value

T Stop Delivery Seconds T Stop Burner Seconds T Stop Scrubber Pump Seconds T Stop Blower Seconds T Open Blower Valve Seconds T OK Burner Seconds Enable Time Fuel Control Seconds

4.4.3 Alarm Enable Timers Alarm Identifier Timer Value

PAL-1.43 Seconds PAL-2.32 Seconds PAH-2.32 Seconds PAL-2.44 Seconds PAH-2.44 Seconds AAL-3.39 Seconds AAH-3.39 Seconds PAL-3.55 Seconds UA-3.51 Seconds PAL-7.30 Seconds

4.4.4 Fuel Pump Speed Control Parameters Parameter Value

Fuel Pump Speed Start-up Hz Min Fuel Pump Speed Hz In_1 % In_2 % Out_1 Hz Out_2 Hz


4.5 VARIOUS INFORMATION

OWNER CONTACT DETAILS Ship owner Owner Telephone Number Owner telefax Number Owner E-mail address SHIP CONTACT DETAILS Ship Telephone Number Ship telefax Number Ship E-mail address


5.1 CONTROL SYSTEM 5.1.1 General 5.1.2 Operation of System – Terminal E900 5.1.3 Menu Layout of MAC E900 Program 5.1.4 Operator Main Screen of MAC E900 Terminal

Select / Start Equipment System Start System Stop Alarm Settings Controller Settings

PIC-6.32 PIC-1.43 FIC-3.42 PIC-3.55 AIC-3.39 General Controller Operation Fuel Control System Controller Parameter Explanation Controller Operation Means

Timers Terminal setting Alarm System

5.1.5 Login 5.1.6 Valve Test Function 5.1.7 Loop Failure Check Function

5.2 MODES OF OPERATION 5.2.1 Generator Mode 5.2.2 Fresh Air Mode

5.3 START UP PROCEDURES 5.3.1 Supplying Inert Gas

Start-Up in Generator Mode Shutdown in Generator Mode

Pilot Burner Test Switch (Generator Mode) 5.3.2 Supplying Fresh Air

Start-Up Shut Down Operating the System for Cargo Discharging Operating the System for Topping-Up Cargo Tanks

5.4 DISTURBANCE OF OPERATION 5.4.1 Emergency Stop 5.4.2 Interlocks 5.4.3 Air Supply Failure 5.4.4 Electrical Supply Failure

5.5 ALARM LIST 5.6 CORRECTIVE MEASURES 5.7 OPERATOR QUALIFICATIONS AND TRAINING 5.8 INERT GAS OPERATIONS GUIDELINES (FOR

INFORMATION ONLY)

T:\15041\CUSTOMER CORR\APPROVAL DRAWINGS\CH_5.DOC


5.9 CARGO – BALLAST OPERATION MANUAL



5.1 CONTROL SYSTEM

5.1.1 General The control system is based on Mitsubishi FX2N PLC and Beijer Electronics E900 operator terminals. PLC program and system configuration are stored in maintenance free EEPROM's in the PLC’s. Controller parameters and Alarm Limits together with some set-up parameters are stored in battery backed RAM’s. These values are shown in chapter 4.4. The E900 operator terminals are used as operator’s interface for starting and operating the system, for adjusting the different controllers / Alarm Limits, and for displaying alarms.


5.1.2 Operation of System – Terminal E900

Description of the different keys on the terminal: • A - Main Menu: Return to main menu. • B - ENTER: Activates changes in parameters to the PLC. • C - Arrow keys: Used to move cursor up/down and left/right. • D - Alarm List: Move to alarm list. • E - NUM key: Used for entering new set points/alarm limits etc. • F - Function keys: Function changing between different views. • G - Global function keys: Fixed function in all views.


5.1.3 Menu Layout of MAC E900 Program The picture below shows the way the different menus in the MAC terminal are interconnected, and how the operator can work his way around for accessing specific menus.

Here you can see all the different screens originate from the Main View screen. Also from the next screen you can recognize the name of the different screens from the button text at the sidebars of the Main Menu. Please understand the picture above will not be shown on any of the screens the operator will see on the terminal when using the system. Just to show an example here to explain the navigation:

1. You want to access the Scrubber Pump Selection menu: 1.1 Go to Main Menu 1.2 Press Select / Start Equipment and you will go to the Deck Seal

Pump Select screen 1.3 Pressing the button marked Next in this screen will then bring you

to the Scrubber Pump Select screen

When returning to the Main Menu only the button A marked Main Menu have to be pressed to return. Alternatively you can backtrack the different screens by pressing the Prev (short for previous) button in each screen.


5.1.4 Operator Main Screen of MAC E900 Terminal The first screen below shows the main operator screen of the system, the one who will be reached if the operator presses the Main Menu button. Several features should be noticed about this screen:

1. In the top left corner there are to markers for selection of Fresh Air and Generator mode.This selection can only be done when the system is in the standstill mode (only deck seal pumps may be running), and the selected mode will be marked with a light green circle inside the button as well as the correct LED will be lit above either of the Fresh Air and Generator tags on the top.

2. The bottom line with all the AAAAAA’s will be showing the latest alarm of the system. This alarm will have different colour coding regarding type of alarm. If no active alarms, and all inactive are acknowledged, this line will be empty.

3. Also every alarm is associated with an alarm tag, which will show up on the screen at the position of the alarm sensor. (As the screen picture is taken from the PC all alarm tag’s are currently showing on the screen, when the system is operating properly and no alarms are present all these tag’s will of course disappear)

4. All transmitters of the system can be read from this screen. 5. All valves with indications can be seen, and both colour and direction

of valve indicator will change when the valve operates. 6. The opening of the control valves PCV-1.48, FCV-3.42 and PCV-3.45

are shown as a percentage below the valve actuator symbols. 7. All the blowers and pumps will change colour from orange to green

when starting, and if a fault should occur they will be marked with red colour.

8. On the top of the screen there is a tag called Start Ready, and when all shutdown alarms are cleared from the alarm list this will be marked with a yellow tag and this indicates the system is ready to be started.

9. When the system is to be operated for inerting the operator presses the start system button in the lower left corner of the screen. All the selected equipment will then be automatically started in chronological order and combustion will be initiated when in generator mode.

10. When the system is up and running and the oxygen is below the alarm limit the system will be ready for delivering inert gas to deck. This will be indicated by a yellow LED above the marker called System Ready.

11. When the front of the combustion chamber is open this will be marked with a red dot in the front part of the chamber on the screen as well. This is also a shutdown state of the system, so of course it will be impossible to start the system.



S e l e c t / S t a r t E q u i p m e n t

Press function key “Select/Start Equipment” in the main screen and you will then arrive at this screen as shown below where you can select which deck seal pump to use:

Press one of the two “Select” buttons Deck Seal Pump A / B to select the wanted pump. If pressing the ‘START’ button to the right the pump will be started immediately. Selected pump will automatically be started during ‘Start System’


Pressing “Next” in the deck seal view will bring you to the Scrubber Pump set-up screen as shown below:

Press one of the “Select” buttons to select the pump for use in the system. Press the ‘START’ button to the right to start the pump immediately. The selected pump will automatically be started during ‘Start System’. The pressure indicators will show the seawater pressure both as a bar graph and as a numerical value.


Press one of the two “Select” buttons for selecting blower A or B, the selected blower can also be started directly with the start and stop buttons. Only one blower can be selected at the time. The pressure indications are shown both as numerical figures and as bar graphs in the middle of the screen. Also in this screen you can view the running hours of the blowers. The selected blower will be automatically started during ‘Start System’.


S y s t e m S t a r t To perform an automatic start of the system the operator will have to perform the following steps:

1. Press function key MAIN MENU. 2. Check that all SHUT DOWN alarms are cleared. 3. Press (global) function key “START SYSTEM” to start system.

The equipment selected in the previous chapter will then be started.

During start up sequence the LED attached to the start button will be flashing. When the system is ready, the LED ‘IGS READY’ will be illu-minated. 4. When the LED ‘IGS READY’ is illuminated, Inert Gas can be delivered

to deck. 5. Press global function key ‘DEL. TO DECK.’ to start delivering.

When delivering to deck, the LED attached to the delivery button will be illuminated.

Note: The actual position of IG delivery valve depends on deck line pressure and

deck line pressure parameters and is governed by the deck pressure controller.

S y s t e m S t o p To stop the system press (global) function key ‘STOP SYSTEM’, and the automatic stop sequence of the inert gas plant will be initiated. During stop sequence the LED attached to the stop button will be flashing. The system is stopped in the following order:

Delivery to deck Stop of Combustion (when in generator mode) Stop of blower Stop of scrubber pump. The scrubber pump is stopped last to ensure cooling of the system before shutdown of the inert gas plant. The system can also be stopped ‘manually’ by stopping each item from the selection screens, but even when doing the shutdown in this ‘manual’ way it should anyway be performed in the same sequence as when performing an automatic stop. The automatic shutdown of the system is the normal way of operating it.


The deck seal pumps will not be stopped by the automatic stop sequence of the system. They can only be stopped from the deck seal pump selection screen. This is done with intent since the deck seal pump should run at all times when the ship is in operation with cargo, to ensure a proper seal against explosive gases in the cargo tanks leaking into the engine/inert gas room.

A l a r m S e t t i n g s To reach these settings the operator has to perform these steps:

1. Press global function key “MAIN MENU”. 2. Press function key ‘ALARM SETTINGS’

The screen below will then be displayed, and the operator can check the alarm limits of the different transmitters. If the alarm limits are to be changed the operator has to first log in with the password (see Login User button at the right side of the screen) before any values can be changed. The password is shown later in this chapter of the manual.

If having an alarm the alarm LED in the top right corner of the terminal will be blinking. To view the alarm just press the List button on the keypad and you will enter the alarm list where all alarms can be viewed. Pressing the List button again when in the alarm list will return you to the last screen you were positioned before pressing the List button the first time. To reach the rest of the alarm set-up screens the buttons on the right can be pressed and will lead to another window similar to the one above.


If deciding to change any value, and after having logged in by use of the Login User button on the right hand side of the screen, the different values can be reached by using the arrow keys placed on the right hand side of the terminal and navigating thru the screen. When the marker is at the desired value the numerical keypad can be used to enter the new alarm value. Press the Enter button to read the new value into the PLC memory. Also some of the alarms have enable timers (see bottom of some of the alarm columns), which can be changed by the user. The alarms have a bar graph where the process value can be viewed. To the right of this bar graph you will find one, or two, narrow bar graphs, which is used for indicating the alarm limit for the process value (Process Value = PV in the alarm unit box). If the process value exceeds the alarm limit the alarm will be shown as a red dot above the actual alarm bar graph. The place these dots will be shown can be viewed on the screens above as a round indentation (as it will also be when the alarm is not active) just above the alarm bar graph. Also as shown on the overview in the beginning of the chapter it is possible to reach a screen showing the alarm and controller abbreviations and their meanings.


C o n t r o l l e r S e t t i n g s Proceed as described below to reach the screen with the controllers: Press global function key ‘Main Menu’ Press function key ‘Controller Setting’

The buttons on the left hand side of this picture, can only be used to make changes for the deck pressure controller PIC-6.32 This screen is primarily for setting the parameters of the controllers, but the operator also has the option of selecting the function of the ‘Deck Pressure Low-Low’ alarm with respect to the shutdown of cargo pumps. The button for this is situated in the top right corner of the screen. When discharging cargo this function should be enabled so there is no risk of producing a negative pressure inside the cargo tanks due to the cargo pumps having a greater discharge rate than the inert gas system can keep up with. This might happen if discharging against very low backpressures. But, in other situations it would be convenient for the crew to have the option of disabling this feature, hence we have incorporated it.


PIC-6.32 This is the main deck pressure controller and it maintains the required pressure in the cargo tanks while inerting by operating valve PCV-3.45 to a more open or close position. For this controller you can choose either auto mode or manual mode for the controller by means of the buttons on the left hand side of the screen. Normal mode for this controller is Auto. If you choose auto mode, the buttons called ‘SET POINT UP’ and ‘SET POINT DOWN’ are active. ‘SET POINT UP’ and ‘SET POINT DOWN’ are used to change the deck pressure set point value used by the controller in automatic mode. In the case of selecting manual mode, the buttons called 'MV UP’ and ‘MV DOWN’ are the active buttons. ‘MV UP’ and ‘MV DOWN’ are used to directly adjust the deck pressure control valve opening. Also the set point can be changed directly by using the arrow keys to put the cursor on the wanted field, enter the new value with the numeric keys and then press ENTER key to activate the change.

PIC-1.43 Depending on the inert gas production rate in generator mode, more or less air is directed into the combustion chamber according to the opening positions of the valves PCV-3.45 and FCV-3.42 situated downstream the generator. The function of PIC-1.43 is to keep a constant pressure in front of the combustion chamber, irrespective of the inert gas, flow by operating the valve PCV-1.48. The input to the controller is the pressure transmitter PT-1.43 placed in the air supply pipe to the combustion chamber.

FIC-3.42 This controller is used in generator mode to control the minimum flow through the combustion chamber by means of operating the flow control valve FCV-3.42. To accomplish this the differential pressure created by the inert gas flow through the flow venturi FE-3.42 is measured by the differential pressure cell situated at the generator. This signal is proportional to the flow of inert gas through the system and is the input to the controller FIC-3.42. Our system has the ability to reduce the amount of produced inert gas according to the need on deck. In all capacities above minimum the valve PCV-3.45 will be open in a position decided by PIC-6.32, and FCV-3.42 will be closed. When the requirement of inert gas to deck is less than minimum capacity of the inert gas generator, then valve FCV-3.42 will start to open to maintain the minimum allowable flow through the combustion chamber. The set point of PIC-1.43 will be adjusted by the commissioning engineer to the correct value, and should never need to be changed by the crew. Please contact Air Products before doing any changes to this controller set point or parameters.


PIC-3.55 This controller is compensate for the pressure difference. The pressure change the density (masflow) through the flow-venturi. This signal is a part of the fuel oil pump control to keep oxygen content stabilized.

AIC-3.39 This controller is only active in generator mode and controls the oxygen content of the inert gas by adjusting the frequency of the main fuel pump (end hence the fuel pressure at the main burner nozzle). We recommend to keep the oxygen content somewhere between 2 and 4 %, and normally we run it at about 3,5%. Depending of the length of the oxygen sample line the response of this controller may be a bit slow in making adjustments when there are fast changes in the flow-rate of inert gas.

General Controller Operation To change the set point, or other values, of the controllers you have to log in with a password and navigate with the arrow buttons until you get to the right value you want to change. The set point and controller parameters of the controllers have been adjusted by our commissioning engineer and should normally require no more adjustments from the operator of the system. If making changes to the controller values by means of the numerical keypad one has to press the Enter button to store the value into the PLC memory. Only for the deck pressure controller you can do changes without having to log in with a password. The values for the regulators can be found in section 4 of this manual, under Software Parameter Settings. Be aware that if putting the controllers in manual mode the process has to be looked very carefully after so no damage will be done. By putting the deck pressure controller in manual mode it is possible to exceed the high-pressure limit of the P/V-breaker and hence blow it dry. Each controller has a small indicator for showing when the controller is active. When active this indicator will be green and when inactive the indicator will be grey.

Fuel Control System To control the oxygen content of the inert gas the system is equipped with a frequency controller that alters the speed of the main fuel pump so it corresponds to the need for fuel so as to keep the oxygen content of the inert gas constant with altering inert gas flow rates.


The control system that feeds the fuel pump speed signal to the frequency controller consists of three separate parts: 1. The differential pressure signal measured across the flow venturi acts

as the main input to the PLC software. The differential pressure is proportional to the flow of inert gas, and acts as a feed forward loop in the regulation of the oxygen content of the inert gas. This is a very fast regulation and is responsible for the main part of the control signal fed from the PLC to the fuel pump frequency controller.

2. The oxygen controller AIC-3.39 which acts as the feedback loop and is responsible for the fine-tuning of the fuel pump speed and hence the oxygen content.

3. The pressure after scrubber. The transmitter PT-3.55 compensate for the pressure which change the density (masflow) through the flow venturi and act as a feedback loop to the frequency controller.


Controller Parameter Explanation The following table gives an explanation of the different parameters encountered in the controllers: Parameter Explanation

PV Process Value: The physical reading of the transmitter SP Set Point for the controller MV Manipulated Value: Output of the controller in percent KP Proportional constant of the controller, a low value makes the

controller slow as a higher will make it faster TI Integral time of the controller, longer time will make controller

slower TD Derivative time of the controller, mostly set at zero (disabled) TDf Derivative time filter length (used to dampen spikes in

measurement for the derivative action of the controller) MVs Maximum allowed change of the MV per second Mode The operating mode of the controller, can be either Auto

(normally this should be selected) or Manual Man MV If operating the controller in Manual mode this is the value of

MV the controller will use as output Start-up MV The output value of the controller when it first starts

regulating the process High L. MV High limit for the MV output of the controller Low L. MV Low limit for the MV output of the controller Run Status The marker will be transparent when the controller is

inoperative, green when operating The lower part of the controllers has several bar graphs for information. The two main ones are for Set Point (SP) and Process Value (PV). Below these two you have the Manipulated Values (MV) as a horizontal bar graph. Below these you will find three bar graphs displaying the contribution from the Proportional (P) action, Integral (I) action and Derivative (D) action on the MV of the controller. These bar graphs have both positive and negative contributions. To change between manual and automatic mode for the controllers the operator has log in with the password and position the cursor over the field. Pressing the ‘Enter’ button will then enable him to toggle between these two choices. Note: To enter values, you must be logged on as user LEVEL 1 or higher (see the end of this

chapter for passwords).


Controller Operation Means The controllers PIC-6.32, PIC-1.43 and FIC-3.42 is controlling the valves through transforming the 4-20 mA signal from the PLC to corresponding 3-15 psi signals, which then operates the pneumatical positioners of the valve actuators. The oxygen controller AIC-3.39 and pressure controller PIC-3.55 is solely software operated, but the fuel pump speed signal to the frequency controller is a 4-20 mA signal.

T i m e r s As you will have noticed there are timer values in several of he screens. All these have self-explanatory names, and the user should easily understand their functions. The actual values as adjusted by the commissioning engineer can be seen in chapter 4 together with all controller settings.

T e r m i n a l s e t t i n g

Press function key ‘TERMINAL SETTING’ in the main view and this screen will be shown:

TIME / DATE adjustment: Use the arrow keys to put the cursor on the

wanted field, enter the new value with the numeric keys and press ENTER key to activate.

Press function keys to the upper right to adjust brightness.


A l a r m S y s t e m The alarm system can be manipulated with the following functions: Press function key ‘RESET HORN’ to stop / reset horn. Press function key ‘List’ to switch to alarm list. Pressing the ‘List’ button

again will bring you back to the previous screen. Press function key ‘Ack. Alarm’ to reset W – Alarms. Press button twice within 30 seconds to reset SD – Alarms. Press button and hold for more than 5 seconds to clear alarm list of

inactive alarms. The alarms will be marked with one of the following characters: * Alarm active and unacknowledged Alarm active and acknowledged

$ Alarm inactive and unacknowledged

The alarm text in alarm list will be displayed as follows:

• Red text in alarm list indicates that the alarm is a Shutdown alarm. • Yellow text in alarm list indicates the alarm is a Warning alarm. • Black text in the alarm list indicates the alarm is not active.

By pressing the watch key shown in this screen you will get more detailed information about the alarms. The alarms will be marked with a character, date and time. Press the key once more to view the next set of information. In this view the alarms will be marked with one of the following characters:

S Time when alarm occurred. E Time when alarm condition disappeared. A Time when alarm was acknowledged by the operator. Note: Only the ‘Flame Failure’ alarm will require the operator to reset the alarm locally. This

is done with intention since the reason for flame failure should be investigated by the operator of the system before attempting another start of the system. The reset button for ‘Flame Failure’ is found on the 5.2-panel at the side of the combustion chamber.


5.1.5 Login To adjust a password secured value, you must be logged in. This is accomplished by pressing the key marked ‘Login User’, entering the correct ‘password’ and then pressing the ENTER button. The table below shows the passwords for the different levels. The entries in the screens are divided into two security levels, depending on how frequently they need to be accessed and the consequences if they are modified wrongly.

Login Level Password

1 123 2 4700

The user will stayed logged in for only 5 minutes after having entered the password, after this period has expired the user is automatically logged out.

5.1.6 Valve Test Function The operator terminals have two valve test functions on the front. These buttons activate the valves according to the specifications in chapter 2. These functions can be performed as long as the deck seal level alarm is not active.

5.1.7 Loop Failure Check Function The PLS will check all analogue loops for failure of the loop (caused either by sensor fault or a broken wire to the transmitter). The PLS will produce an alarm and a shutdown according to the function this transmitter has in the inert gas system. In the alarm list you will then get a display of both loop failure for the transmitter and the normal alarm for this sensor.


5.2 MODES OF OPERATION

5.2.1 Generator Mode This mode of operation is used for inerting the cargo tanks during cargo discharge or for topping up the tanks during loaded voyage. In this mode air is blown into the combustion chamber where it is mixed with fuel and burned to give an inert gas of certain oxygen content. This hot gas is then cooled and washed in the scrubber tower of the generator before the inert gas is delivered to deck.

5.2.2 Fresh Air Mode Fresh air mode of operation applies when all tanks are to be gas-freed by diluting with fresh air. The scrubber system is then shut down and the blower simply supplies air to deck (or to atmosphere when desired).

5.3 START UP PROCEDURES

See the previous chapters for the operation of the E900 terminals.

5.3.1 Supplying Inert Gas The following instructions are based on the assumption that the pre-settings of chapter 4 have been carried out.

S t a r t - U p i n G e n e r a t o r M o d e Proceed as follows to supply inert gas in Generator mode:

1. Arrange the deck distribution and ventilation system according to owner’s cargo handling operation instructions.

2. Verify that the stationary oxygen analyser power is activated.

3. Check that the two-pen recorder has sufficient chart available, and that the pens are functioning.

4. Verify that the inlet and discharge valves of the pilot- and main fuel pumps are open.

5. Verify that deck pressure controller is in auto mode and pre set with the correct set point.

6. Verify that the valves in sea water line from sea chest to scrubber pump, burner unit and scrubber unit are in correct position.


7. Select GENERATOR mode and the equipment to be started (as shown in the description of the operator terminals).

8. Check scrubber overboard valve manually and ensure it is open. Open the valve XV-2.91 from operator terminal panel 5.1 of 5.0.

9. Check that there are no active shutdown alarms.

10. Start the system by pressing the ‘Start System’ button on the front of the terminal.

CAUTION: MORE THAN THREE CONSECUTIVE STARTS WITHIN ONE HOUR MAY OVERHEAT THE BLOWER MOTOR!

11. Check the blower and motor for vibrations

12. Check that sample flow to the stationary oxygen analyser, located at the generator skid, is correct. Adjust sample flow if necessary by means of the sample flow meter.

13. When the oxygen content is below the alarm limit and the system is stable the ‘System Ready’ LED on the top of the terminal will be lit, and the system is ready for delivering inert gas to deck.

14. If the inert gas is required to the cargo and slop tanks, turn the gas flow to deck by pressing ‘DELIVER TO DECK’ function key. If so desired, the gas flow can be returned to atmosphere by pressing ‘DELIVER TO ATM’ function key. All gas will be supplied to deck as long as the deck pressure is significantly below the set point. When the deck pressure approaches the controller set point, more and more of the gas will flow to atmosphere via the atmosphere control valve FCV-3.42. If the plant is not stopped, all gas will finally be led to atmosphere at minimum capacity.


S h u t d o w n i n G e n e r a t o r M o d e 4. On completion of inerting the Delivery to Atmosphere button should be

pressed. 5. Press the Stop System button and the combustion will be stopped. 6. Then the blowers will be stopped. 7. The scrubber pump is then automatically stopped after some time

(when the system has been properly cooled) 8. Close scrubber overboard valve. 9. Check that the motor heaters of blower and scrubber pump have been

switched on.

CAUTION: DO NOT SWITCH OFF THE ELECTRICAL SUPPLY TO THE MAIN PANEL, AS THIS WILL RENDER THE INERT GAS SYSTEM ALARMS INOPERATIVE!

Pilot Burner Test Switch (Generator Mode) While the blower is running in generator mode, and there is no combustion going on, it is possible to test the operation of the pilot burner. For this purpose the generator is equipped with a test switch mounted on the generator itself. The switch is key operated, 3 position. The switch stays at position 1 and 2, and has a spring return from position 3 to position 2.

• Position 1 Off • Position 2 Pilot pump on • Position 3 Ignition transformer on

When keeping the key operated switches in position 3 the operators can easily do adjustments of the fuel air ratio for the pilot burner if the flame is not operating properly. Do not leave key switch in position 2 for a long time, because this will keep the pilot pump operating in re-circulation mode, which is in effect a closed loop. When operating like this heat will be accumulated in the pump and there is risk of the fluid boiling if the pump runs for a long time.


5.3.2 Supplying Fresh Air

S t a r t - U p 1. Arrange the deck distribution and ventilation system as described in

owner cargo handling manual. 2. Select Fresh Air mode on the terminal.

3. Press the System Start button and the selected fan is automatically

started.

CAUTION: MORE THAN THREE CONSECUTIVE STARTS WITHIN ONE HOUR MAY OVERHEAT THE BLOWER MOTOR!

4. Press Delivery to Deck and the fresh air is then automatically delivered

to deck. 5. When operating in hot waters the air temperature out of the blowers

may be very hot and cause high temperature alarms. To cool the air down the scrubber pump can be started and seawater sprayed from the scrubber nozzles will cool down the air before it is led to the deck distribution system.

6. Always ensure the scrubber drain valve is open before starting the

scrubber pump.

CAUTION: THE SAFETY PROCEDURES MUST BE STRICTLY OBSERVED DURING TANK ENTRY!

S h u t D o w n 1. On completion of gas freeing the system can be stopped by pressing

the Stop System button and this will stop the inert gas blower and close the delivery valve.

2. Check that the blower motor heating is switched on.

CAUTION: DO NOT SWITCH OFF THE ELECTRICAL SUPPLY TO THE MAIN PANEL, AS THIS WILL RENDER THE INERT GAS SYSTEM ALARMS INOPERATIVE!


O p e r a t i n g t h e S y s t e m f o r C a r g o D i s c h a r g i n g When crew wants to operate the system for cargo discharging they have two options, see method 1 and 2 below: Method 1: 1.1 Setting the controller PIC-6.32 in Auto Mode. This is normal mode of

operation for this controller. 1.2 Adjusting the controller set point to wanted deck pressure. 1.3 Starting the system 1.4 Starting delivery to deck 1.5 When the required set point is reached the controller will gradually close

valve PCV-3.45 until it will position itself in a stable position correspond-ing to the cargo discharge rate.

1.6 Stop system when finished discharging Method 2: 2.1 Setting the deck pressure controller in Manual Mode. 2.2 Adjust the Man MV value of the controller to zero (MV- Manipulated

Value- is the actual output of the controller and can be seen as the opening of the valve in %. A value of 100% would correspond to a totally open valve, as a value of 0% would correspond to a closed valve).

2.3 Starting the system (Blower and scrubber pump) 2.4 Start delivery to deck. 2.5 Slowly increase the Man MV value until valve PCV-3.45 has a small

opening and the deck pressure starts increasing. Continue slowly opening the valve until the desired deck pressure is achieved. Continually monitor the deck pressure and change the opening of the valve if the pressure changes.

2.6 Stop system when finished discharging.

O p e r a t i n g t h e S y s t e m f o r T o p p i n g - U p C a r g o T a n k s If using the system for topping up the tanks it can also be done in similar ways: Method 1: 1.1 Setting the controller in Auto Mode. 1.2 Adjusting the controller set point to below actual deck pressure. 1.3 Starting the system (Blower and scrubber pump) 1.4 Start delivery to deck 1.5 Slowly increasing the set point of the deck pressure controller to the

desired pressure by the Set point Up button.


1.6 When the required set point is reached the controller will gradually close valve PCV-3.45 until it will be fully closed at set-point value of deck pressure.

1.7 Stop system Method 2: 2.1 Setting the deck pressure controller in Manual Mode. 2.2 Adjust the Man MV value of the controller to zero (MV- Manipulated

Value- is the actual output of the controller and can be seen as the opening of the valve in %. A value of 100% would correspond to a totally open valve, as a value of 0% would correspond to a closed valve).

2.3 Starting the system (Blower and scrubber pump) 2.4 Start delivery to deck. 2.5 Slowly adjust the MV until the valve has a small opening and the deck

pressure starts increasing. Continue slowly opening the valve until the desired deck pressure is achieved.

2.6 When desired deck pressure is reached the system has to be changed to atmosphere delivery by pressing the Delivery to Atm button on the operator terminal.

2.7 Stop system.

Caution: If doing the operation of the system by method number 2 the deck pressure controller will not be in operation. If the valve PCV-3.45 is left unattended it will eventually cause the deck pressure to increase until the PV-valves start releasing pressure or the IG P/V-breaker is blown dry.


5.4 DISTURBANCE OF OPERATION

The conditions under which the system will shut down automatically or alarms will operate are given in the Alarm List, but also please read and understand the consequences of the information given in chapter Loop Failure Check Function.


5.4.1 Emergency Stop Emergency stop of the inert gas plant can be activated from panel 5.1,5.2 or 5.4 by pressing the EMERGENCY STOP pushbutton. This will activate the EMERGENCY STOP alarm. Resetting of the alarm can only be done by pulling the same button back to its normal position.

5.4.2 Interlocks Electrical arrangements in the control and alarm circuitry prevent the operation of the system equipment unless all shutdown alarms have been cleared.

5.4.3 Air Supply Failure In the event of an air supply failure or low air pressure (below 4.5 kg/cm2), the inert gas system will automatically shut down and all automatically operated valves will shut. If the failure happens while the system is delivering inert gas to deck the PCV-3.45 may have to be manually shut by its emergency hand wheel/lever.

5.4.4 Electrical Supply Failure If the main electrical supply to the system fails, all relays and solenoid valves connected in the control and alarm circuitry will be de-energized and the system will shut down. Anyhow, the emergency power supply will be activated immediately and the alarm system will be connected to this and will operate normally as long as there is power on this circuit.


5.5 ALARM LIST

ALARM LISTPermea Maritime Protection® IGSAP ORDER NO. : 15041 CLIENT :SANTIERUL NAVAL CONSTANTA DATE : 20-okt-04SYSTEM VARIANT: IGG PROJECT: HULL 568/69/70/71

ALARM ALARM MONITORING SENSOR ALARM IN PANEL SHUT- REMARKSITEM NO. SENSOR TYPE LOCATION OF SENSOR SETPOINT 5.0 5.1 5.4 5.2 DOWNPAL 1.43 Pressure transmitter Low pressure combustion air 400 mmWG X X SD-2 Alarm setting in PLC

Air supply line upstr. of main burnerTAH 1.47 Temp. switch High temp. cooling sea water 60°C X X SD-2

Upper end of combustion chamberBAL 1.50 Flame sensor Flame failure No flame X X X SD-3 Reset flame failure at Panel 5.2

Main burner and comb. chamberLAH 1.54 Level switch High level scrubber High level X X SD-1

Lower part of scrubberPAL 2.44 Pressure transmitter Low pressure cooling sea water 1.0 bar X X SD-2 Alarm setting in PLC

S.W. supply line to burner unitPAH 2.44 Pressure transmitter High pressure cooling sea water 2.5 bar X X SD-1 Alarm setting in PLC

S.W. supply line to burner unitTAH 3.37 Temp. Transmitter High temp. inert gas IGG 65°C X X SD-2 Alarm setting in PLC

Inert gas line after scrubberAAH 3.39 Oxygen analyser Oxygen content high 5.0% X X X Alarm setting at plc

Inert gas line after scrubber Change delivery to atm. at alarmPAL 7.90 Pressure transmitter Low pressure Pilot oil 1.0 bar X X Interlock with start sequence

From pilot pumpLAL-4.30 Level switch Low level deck seal Low level X X

Deck sealPAL 5.31 Pressure switch Low pressure control air 4.5 bar X X (X) SD-2 Control system failure in panel 5.4

Panel 5.2UA 5.32 Push-button Emergency stop Hand X X SD-1 Pull same button back to

Main panel 5.1/panel 5.4 operated normal position to resetJAL 5.34 Voltage relay Power failure No power X X (X) SD-2 Control system failure in panel 5.4

Panel 5.0PAH 6.32 Pressure transmitter High pressure deck 800 mmWG X X Alarm setting at plc

Deck linePAL 6.32 Pressure transmitter Low pressure deck 100 mmWG X X X Alarm setting at plc

Deck linePALL 6.33 Pressure transmitter Low-low pressure deck 50 mmWG X X Alarm setting at plc

Deck line Shut down cargo pump's by option

SHUTDOWNSD-3SD-2SD-1

SHUTDOWN Description SD of burner SD of burner and blower SD of burner, blower and scrubber pump

T:\15041\Project Documentation\ 6.0 Engineering Doc's\616-001 Page 1 of 2


ALARM ALARM MONITORING SENSOR ALARM IN PANEL SHUT- REMARKSITEM NO. SENSOR TYPE LOCATION OF SENSOR SETPOINT 5.0 5.1 5.4 5.2 DOWN



XA1.05A Thermistor relay Blower motor A failure 130° C X X SD-2Motor winding / Power failure

XA 1.05B Thermistor relay Blower motor B failure 130° C X X SD-2Motor winding / Power failure

ZAL-1.53 Limit switch Door Combustion Chamber Open X X SD-1Generator

PAL 7.30 Pressure transmitter Low pressure fuel oil 1.0 bar X X SD-3Fuel line generator

XA-2 PLC Low Battery Votage Low batt. X X Change to new batteryPLC panel 5.0 Votage

XA-1 PLC Communication error X XPLC/panel 5.1



5.6 CORRECTIVE MEASURES

The corrective measures are linked up to the alarms given in the alarm list and displayed in numerically ascending order below and on the following pages. However the operator of the system should be aware if an alarm occurs, and you at the same time get a LOOP ERROR alarm for the same sensor, this probably means either the sensor itself is broken or the wiring between the PLC and the sensor is broken. So it is important for the operator to check the complete alarm list for each occurring alarm, as only the last alarm will be shown in the main screen of the E900 terminal at all times.


ALARM/FAULT PAL-1.43 LOW PRESSURE COMBUSTION AIR

CONDITION A LOW AIR PRESSURE MEASURED AFTER BLOWER

POSSIBLE CAUSE

REMEDY

1. BLOWER DISCHARGE VALVE HAS NOT OPENED.

1. CHECK/REPAIR VALVE.

2. BLOWER FAILURE. 2. CHECK/REPAIR BLOWER.

3. INCORRECT SETPOINT OF PRESSURE ALARM PAL-1.43.

3. ADJUST SETPOINT TO VALUE GIVEN IN ALARM LIST SECTION 8.2.

4. BY-PASS CONTROL VALVE PCV-1.48 INCORRECTLY PRESET.

4. ADJUST CONTROL VALVE.

CONDITION B FALSE ALARM SIGNAL

POSSIBLE CAUSE REMEDY

1. PRESSURE TRANSMITTER FAILURE. 1. CHECK/REPAIR PRESSURE TRANSMITTER.

2. PLC UNIT MALFUNCTION. 2. CHECK/REPAIR/CONTACT AIR

PRODUCTS

ALARM/FAULT TAH-1.47 HIGH TEMPERATURE COOLING SEA

WATER

CONDITION A HIGH TEMPERATURE IN COMBUSTION CHAMBER'S COOLING JACKET

POSSIBLE CAUSE

REMEDY

1. COOLING WATER SUPPLY FAILURE.

1a. START SCRUBBER PUMP, OR: b. START SCR. STAND-BY PUMP. c. ADJUST SUPPLY VALVE HCV-2.40 d. SEE PAL-2.44 REMEDIES.



1. INCORRECT ALARM SETPOINT

1. ADJUST SETPOINT.

2. TEMPERATURE ELEMENT FAILURE

2. REPAIR/REPLACE TEMP. ELEMENT

3. PLC UNIT MALFUNCTION 3. CHECK/REPAIR/CONTACT AIR PRODUCTS


ALARM/FAULT BAL-1.50 FLAME FAILURE

CONDITION A

NO FLAME AT BURNER UNIT

POSSIBLE CAUSE

REMEDY

1. NO (OR NOT ENOUGH) FUEL TO BURNER(S).

1. CLEAN FUEL NOZZLES.

2. INCORRECT MAIN FUEL NOZZLE INTRUSION.

2. ADJUST NOZZLE AS DESCRIBED IN PARAGRAPH 3.5.3

3. NO POWER TO IGNITION ELECTRODES.

3a. CHECK IGNITION TRANSFORMER. b. CHECK BURNER CONTROLLER.

4. INCORRECT IGNITION ELECTRODE GAP 4. ADJUST GAP TO 3.5-5 MM.

5. IGNITION ELECTRODES DIRTY OR DEFECT.

5. CLEAN OR REPLACE IGNITION ELECTRODES.

6. FRONT COVER OF MAIN BURNER IS NOT PROPERLY SHUT.

1a. CHECK FUEL TANK LEVEL. b. OPEN H.F.O. SUPPLY VALVES. c. OPEN INLET AND DISCHARGE VALVES

OF FUEL PUMP. d. CLEAN FUEL STRAINERS.

e. CHECK DIFFERENTIAL PRESSURE TRANSMITTER FT-3.42

6. SHUT FRONT COVER.



1. FLAME SENSOR MALFUNCTION.

1. CLEAN OR REPAIR SENSORS.

2. CONTROL CIRCUIT FAULT.

2. CHECK OPERATION OF RELAYS.

3. FLAME FAILURE ALARM NOT RESET.

3. PRESS RESET FLAME FAILURE.

4. PLC UNIT MALFUNCTION 4. CHECK/REPAIR/CONTACT AIR PRODUCTS


ALARM/FAULT LAH-1.54 HIGH LEVEL SCRUBBER

CONDITION A HIGH INERT GAS TEMPERATURE AT SCRUBBER INLET


1. OVERBOARD DISCHARGE VALVE PARTIALLY CLOSED/JAMMED

1. OPEN VALVE OR RENEW IF NECESSARY.

2. NON-RETURN VALVE BLOCKED IN SHUT POSITION.

2. CHECK AND RENEW IF NECESSARY.

3. FOREIGN BODIES IN DISCHARGE PIPE

3. DRAIN SCRUBBER AND PIPE OPEN FOR INSPECTION AND REMOVAL.

4. RUBBER LINING LOOSENED. 4. DRAIN SCRUBBER AND PIPE OPEN FOR INSPECTION.



1. LEVEL SWITCH FAULT. 1. CHECK AND IF NECESSARY RENEW LEVEL SWITCH LS- 1.33

2. CONTROL CIRCUIT FAULT.

2. CHECK/REPAIR.

3. PLC UNIT MALFUNCTION.

3. CHECK/REPAIR/CONTACT AIR PRODUCTS.

4. BROKEN GALVANIC ISOLATOR 4. REPLACE


ALARM/FAULT PAL-2.44 LOW PRESSURE SEA WATER SCRUBBER

CONDITION A REDUCED WATER FLOW FROM SCRUBBER PUMP

POSSIBLE CAUSE

REMEDY

1. SCRUBBER PUMP NOT STARTED. 2. SUPPLY LINE VALVES ARE SHUT. 3. INLET STRAINER BLOCKED. 4. SCRUBBER PUMP FLEXIBLE COUPLING OR

IMPELLER DEFECTIVE.

1. START SCRUBBER PUMP. 2. OPEN VALVES. VALVE (XV-2.40)

MUST BE ADJUSTED ACCORDING TO PARAGRAPH 4.2.

3. CLEAN STRAINER. 4. REPAIR COUPLING OR OVERHAUL

PUMP.



1. PRESSURE SWITCH FAILURE. 2. PIPE CONNECTION OR INLET TO

PRESSURE SWITCH BLOCKED. 3. PLC UNIT MALFUNCTION.

1a. CHECK SETPOINT. b. REPAIR/REPLACE PRESS. SWITCH. 2. CHECK AND CLEAN. 3-WAY TEST

VALVE MUST BE OPEN TO WATER LINE.

3. CHECK/REPAIR/CONTACT AIR

PRODUCTS


ALARM/FAULT PAL-2.47 LOW PRESSURE SEAWATER DECK

SEAL

CONDITION A LOW PRESSURE IN WATER SUPPLY LINE TO DECK SEAL

POSSIBLE CAUSE

REMEDY

1. SUPPLY VALVES ARE SHUT.

1. OPEN VALVES.

2. STRAINER BLOCKED.

2. CLEAN STRAINER.

3. SEAL PUMP FLEXIBLE COUPLING OR IMPELLER DEFECTIVE.

3. SELECT AND START PARALLEL SEAL PUMP. REMEMBER OPERATING OF PUMP DISCHARGE VALVE. REPAIR DEFECT PUMP.


POSSIBLE CAUSE

REMEDY

1. PRESSURE TRANSMITTER FAILURE. 1. CHECK AND IF NECESSARY REPAIR OR RENEW PRESSURE TRANSMITTER

2. INCORRECT ALARM LIMIT 2. ADJUST ALARM LIMIT

3. PLC UNIT MALFUNCTION. 3. CHECK/REPAIR/CONTACT AIR PRODUCTS.


ALARM/FAULT TAH-3.37 HIGH TEMPERATURE INERT GAS

CONDITION A HIGH TEMPERATURE AT BLOWER DISCHARGE

POSSIBLE CAUSE

REMEDY

1. HIGH INERT GAS TEMPERATURE

1. CHECK VENTURI/SCRUBBER COOLING SYSTEM 2. CHECK SETPOINT OF PIC-3.55


POSSIBLE CAUSE

REMEDY

1. TEMPERATURE TRANSMITTER FAILURE. 1. CHECK AND IF NECESSARY REPAIR OR RENEW TEMP. TRANSMITTER (TT-3.37)

2. INCORRECT ALARM LIMIT 2. CHECK AND CORRECT IF NECESSARY

3. ALARM UNIT MALFUNCTION.



ALARM/FAULT AAH-3.39 OXYGEN CONTENT HIGH

CONDITION A HIGH INERT GAS OXYGEN CONTENT MEASURED

AFTER SCRUBBER POSSIBLE CAUSE

REMEDY

1. INCORRECT FUEL/AIR RATIO. 2. DAMAGED/LOST FUEL NOZZLE 3. FUEL PRESSURE TOO LOW. 4. GAS FLOW BEYOND SYSTEM'S

DESIGN CAPACITY.

1. CHECK/CALIBRATE DIFFERENTIAL PRESSURE TRANSMITTER FT-3.42.

2. REPAIR/CHECK 3. SEE STEP 1 OF ALARM BAL-1.50

REMEDIES. 4a. ADJUST SETPOINT OF

CONTROLLERS PIC-6.32 AND FIC-3.42.

b. CALIBRATE POSITIONERS OF CONTROL VALVES PCV-1.48, PCV-3.45 AND FCV-3.42.



1. OXYGEN ANALYSER FAULT. 2. INCORRECT ALARM SETPOINT. 3. PLC UNIT MALFUNCTION.

1a. CALIBRATE STATIONARY ANALYSER.

b. CHECK THAT SAMPLE LINE TO ANALYSER IS NOT BLOCKED WITH DEPOSITS.

4. ADJUST SETPOINT. 3. CHECK/REPAIR/CONTACT AIR

PRODUCTS


ALARM/FAULT AAL-3.39 OXYGEN CONTENT LOW

CONDITION A LOW INERT GAS OXYGEN CONTENT MEASURED AFTER

SCRUBBER POSSIBLE CAUSE

REMEDY

1. INCORRECT FUEL/AIR RATIO. 2. DAMAGED/LOST FUEL NOZZLE 3. FUEL PRESSURE TOO HIGH. 4. OXYGEN ANALYSER HEATING

UP.

1. CHECK/CALIBRATE DIFFERENTIAL PRESSURE TRANSMITTER FT-3.42.

2. REPAIR/CHECK 3. SEE STEP 1 OF ALARM BAL-1.50

REMEDIES. 4. WAIT UNTIL ANALYSER IS WARM.



1. OXYGEN ANALYSER FAULT. 2. INCORRECT ALARM SETPOINT. 3. PLC UNIT MALFUNCTION.

1a. CALIBRATE STATIONARY ANALYSER.

b. CHECK THAT SAMPLE LINE TO ANALYSER IS NOT BLOCKED WITH DEPOSITS.

2. ADJUST SETPOINT. 3. CHECK/REPAIR/CONTACT AIR

PRODUCTS


ALARM/FAULT LAL-4.30 - LOW LEVEL DECK SEAL

CONDITION A LOW WATER LEVEL IN DECK WATER SEAL

POSSIBLE CAUSE

REMEDY

1. WATER SUPPLY SYSTEM FAILURE.

1. CHECK THAT VALVES ARE OPEN AND PUMP IS OPERATING. START PARALLEL SEAL PUMP IF NECESSARY.

2. DECK SEAL DRAIN VALVE OPEN. 2. CHECK AND IF NECESSARY RENEW THE DRAIN VALVE.


POSSIBLE CAUSE

REMEDY

1. LEVEL SWITCH FAULT (LS- 4.30).

1. CHECK AND REPAIR IF NECESSARY.

2. BROKEN SIGNAL WIRING OR INTRINSILY SAFE BARRIER

2. CHECK AND REPAIR IF NECESSARY




ALARM/FAULT

UA-5.0 PLC LOW BATTERY VOLTAGE

CONDITION A LOW BATTERY VOLTAGE ON BACKUP BATTERY INSIDE PLC.

POSSIBLE CAUSE

REMEDY

1. BAD CONTACT. 1. CHECK AND CLEAN. RESET ALARM.

2. EXPIRED BATTERIES. 2. REPLACE BATTERIES

CONDITION B

FALSE ALARM SIGNAL

POSSIBLE CAUSE

REMEDY



ALARM/FAULT

UA-5.1 COMMUNICATION ERROR PLC/ OPERATOR PANELS

CONDITION A COMMUNICATION PROBLEMS BETWEEN PLC AND THE OPERATOR TERMINAL(S)

POSSIBLE CAUSE

REMEDY

1. BAD CABLE CONNECTION.

1a. CHECK CABLE CONNECT-ION BOTH ENDS.

1b.CHECK CABLE FOR CON-TINUITY AND INSULATION

1c. DISCONNECT AND THEN CONNECT POWER SUPPLY TO DISPLAY

1d.SWITCH COMPLETE OPE-RATOR TERMINALS (IF HAVING TWO) AND VERIFY IF PROBLEM IS CAUSED BY OPERATOR TERMINAL OR WIRING

2. PROGRAM EXECUTION ERROR. 2a. RESET CPU KEY-SWITCH

2b. DISCONNECT AND THEN CONNECT POWER SUPPLY TO DISPLAY

2c. CONTACT AIR PRODUCTS

CONDITION B

FALSE ALARM SIGNAL

POSSIBLE CAUSE

REMEDY




ALARM/FAULT JAL-5.30 - POWER FAILURE

CONDITION A NO POWER SUPPLY TO MAIN PANEL POSSIBLE CAUSE

REMEDY

1. FUSES LOCATED IN SUPPLY SWITCHBOARD DEFECT OR TRIPPED.

1. IF BURNED OUT, RENEW.

2. FUSES LOCATED IN MAIN PANEL NOT RESET.

2. IF NECESSARY, RESET AUTOMATIC FUSES.

CONDITION B

FALSE ALARM SIGNAL

POSSIBLE CAUSE

REMEDY



ALARM/FAULT

PAL-5.31 LOW PRESSURE CONTROL AIR

CONDITION A LOW PRESSURE IN MAIN SUPPLY OF CONTROL AIR TO INERT GAS SYSTEM

POSSIBLE CAUSE

REMEDY

1. SUPPLY LINE BLOCKED.

1. OPEN SUPPLY LINE VALVES.

2. COMPRESSOR FAILURE. 2. CHECK/ REPAIR COMPRESSOR.

CONDITION B

FALSE ALARM SIGNAL

POSSIBLE CAUSE

REMEDY

1. PRESSURE SWITCH (PS-5.31) FAILURE.

1. CHECK AND REPAIR PRESSURE SWITCH.

2. SETPOINT FAILURE AT PRESSURE SWITCH.

2. CHECK SETPOINT AND ADJUST TO ALARM LIMIT.




ALARM/FAULT UA-5.32 EMERGENCY STOP

CONDITION A

FALSE ALARM SIGNAL

POSSIBLE CAUSE

REMEDY

1. EMERGENCY STOP PUSHBUTTON(S) NOT RESET.

1. PULL EMERGENCY STOP PUSHBUTTON TO OPERATIONAL POSITION.


ALARM/FAULT XA-1.05A/1.05B BLOWER MOTOR A/B FAILURE

CONDITION A WINDING TEMPERATURE TOO HIGH

POSSIBLE CAUSE

REMEDY

1. MORE THAN THREE CONSECUTIVE STARTS, WITHIN ONE HOUR.

1. WAIT FOR MOTOR TO BE COOLED DOWN.

2. VENT FAN ON BLOWER BROKEN.

2. REPAIR OR RENEW FAN.



1. TEMPERATURE ELEMENT/TRANSMITTER FAILURE.

1. CHECK/ADJUST RENEW TEMPERATURE ELEMENT/ TRANSMITTER.



ALARM/FAULT PAL-6.32 - LOW PRESSURE DECK LINE

CONDITION A INERT GAS PRESSURE DOWNSTREAM OF THE DECK SEAL HAS FALLEN BELOW ALARM SETPOINT

POSSIBLE CAUSE

REMEDY

1. DECK PRESSURE HAS DROPPED DUE TO UNTIGHT TANK HATCHES ETC.

1. START IGS AND RAISE PRESSURE.

2. DURING OPERATION: SETPOINT OF DECK PRESSURE CONTROLLER IS TOO LOW.

2. ADJUST CONTROLLER SETPOINT.

3. DURING OPERATION: DECK ISOLATING VALVE IS SHUT.

3. OPEN VALVE.

4. DURING OPERATION: RELIEF VALVE XV-3.47 IS OPEN.

4. REPAIR VALVE XV-3.47

5. DURING OPERATION: MAIN CONTROL VALVE PCV-3.45A SHUT OR STICKING.

5. REPAIR VALVE PCV-3.45A

CONDITION B

FALSE ALARM SIGNAL

POSSIBLE CAUSE

REMEDY

1. SAMPLE PIPE BLOCKED BETWEEN INERT GAS LINE AND DECK

PRESSURE TRANSMITTER

1. OPEN THE PIPE.

2. PRESSURE TRANSMITTER PT-6.32 FAILURE.

2. CHECK PRESSURE TRANSMITTER CALIBRATION

AND OPERATION


3. CHECK SETPOINT OF ALARM.



ALARM/FAULT PAH-6.32 - HIGH PRESSURE DECK LINE

CONDITION A INERT GAS PRESSURE DOWNSTREAM OF THE

DECK SEAL HAS RISEN ABOVE ALARM LIMIT POSSIBLE CAUSE

REMEDY

1. SOLAR HEATING CAUSING EXPANSION OF INERT GAS IN CARGO TANKS AND DECK MAIN.

1. ACKNOWLEDGE ALARM. RELEASE PRESSURE MANUALLY OR WAIT FOR SETPOINT OF P/V HIGH VELOCITY VALVE TO BE REACHED.

2. CARGO LOADING CAUSING INCREASED DECK

LINE PRESSURE.

2. ACKNOWLEDGE ALARM. OBSERVE PRESSURE CLOSELY AND ALLOW P/V VALVE TO EVACUATE THE TANK ATMOSPHERE.

3. SETPOINT OF PRESSURE CONTROLLER TOO

HIGH DURING OPERATION OF SYSTEM.

3. LOWER CONTROLLER SETPOINT.

4. ATM. CONTROL VALVE PCV-3.42 SHUT OR STICKING.

4 • CHECK/REPAIR VALVE SEAT. • CHECK ADJUSTMENT OF VALVE

POSITIONER.



1. PRESSURE TRANSMITTER FAILURE. 1. CHECK PRESSURE TRANSMITTER CALIBRATION AND OPERATION



3. PLC ALARM UNIT MALFUNCTION. 3. CHECK/CONTACT AIR PRODUCTS.


ALARM/FAULT PALL-6.33 - LOW-LOW PRESSURE DECK LINE

CONDITION A INERT GAS PRESSURE DOWNSTREAM OF THE

DECK SEAL HAS FALLEN BELOW ALARM LIMIT POSSIBLE CAUSE

REMEDY

1. DECK PRESSURE HAS DROPPED DUE TO UNTIGHT TANK HATCHES ETC.

1. START INERT GAS SYSTEM AND RAISE DECK PRESSURE.

2. SETPOINT OF PRESSURE CONTROLLER TOO LOW DURING OPERATION OF SYSTEM.

2. RAISE CONTROLLER SETPOINT

3. DECK ISOLATING VALVE IS SHUT.

2. OPEN VALVE.

4. RELIEF VALVE XV-3.47 IS OPEN.

3. REPAIR VALVE XV-3.47.

5. ATMOSPHERE VALVE PCV-3.42 IS OPEN.

4. CHECK POSITION OF VALVE PCV-3.42 AND ADJUST POSITIONER IF NECESSARY.

6. MAIN CONTROL VALVE PCV-3.45 IS SHUT OR STICKING.

5. REPAIR VALVE PCV-3.45. CHECK POSITIONER AND ADJUST IF NECESSARY.



1. SAMPLE PIPE BLOCKED BETWEEN INERT GAS

LINE AND PRESSURE TRANSMITTER.

1. OPEN THE PIPE.

2. PRESSURE TRANSMITTER FAILURE.

2. CHECK PRESSURE TRANSMITTER CALIBRATION AND OPERATION

3. INCORRECT ALARM LIMIT


4. PLC ALARM UNIT MALFUNCTION.

4. CHECK/CONTACT AIR PRODUCTS


ALARM/FAULT PAL-7.30 LOW PRESSURE FUEL OIL

CONDITION A LOW FUEL PRESSURE AT INERT GAS GENERATOR

POSSIBLE CAUSE

REMEDY

1. FUEL TANK IS EMPTY.

1. REFILL TANK.

2. FUEL SUPPLY VALVES ARE NOT OPENED.

2. OPEN SUPPLY VALVE.




1. CHECK AND IF NECESSARY RENEW

2. PIPE CONNECTION OR INLET TO PRESSURE TRANSMITTER BLOCKED

2. CHECK AND CLEAN IF NECESSARY

3. PLC UNIT MALFUNCITON. 3. CHECK/REPAIR/CONTACT AIR PRODUCTS.

ALARM/FAULT PAL-7.90 LOW PRESSURE FUEL OIL

CONDITION A LOW FUEL PILOT PUMP AT INERT GAS GENERATOR

POSSIBLE CAUSE

REMEDY

1. FUEL TANK IS EMPTY.

1. REFILL TANK.

2. FUEL SUPPLY VALVES ARE NOT OPENED.

2. OPEN SUPPLY VALVE.




1. CHECK AND IF NECESSARY RENEW

2. PIPE CONNECTION OR INLET TO PRESSURE TRANSMITTER BLOCKED

2. CHECK AND CLEAN IF NECESSARY

3. PLC UNIT MALFUNCITON. 4. CHECK/REPAIR/CONTACT AIR PRODUCTS.


5.7 OPERATOR QUALIFICATIONS AND TRAINING

The operators of the system should be familiar with all the alarm situations and counter measures as described in this chapter, and the safety precautions in the first chapter of this manual. Air Products A/S can offer training of the inert gas system operators onboard the ship after commissioning at the shipyard is finished, and the system is fully operational.

5.8 INERT GAS OPERATIONS GUIDELINES (FOR INFORMATION ONLY)

General Figure 5-1 General Deck Layout The operating instructions contained in this section are for guidance purposes only and do not supersede or replace any instructions currently in existence or in preparation by the ship-owner. Inert gas (or fresh air) may be supplied by the inert gas production plant to the tanks via the branch lines leading from the inert gas deck main. Each tank is vented to atmosphere via a pressure/vacuum valve and a mast-riser. Further back up is provided by the deck main pressure/ vacuum breaker. The inert gas system normally applies the dilution method for tank atmosphere replacement. This method requires a high gas velocity at the tank inlet in order to reach the bottom of the tank, and to prevent the formation of dangerous gas pockets. A maximum of two tanks should be inerted or gas-freed simultaneously to obtain a good mixing of the supplied gas and the tank atmosphere. The following paragraphs show the various operating modes of the inert gas system. The inert gas system is schematically illustrated and shows a typical distribution arrangement of two tanks. It should be appreciated that these tanks are not necessarily adjacent to each other. FOR SHIP SPECIFIC CARGO AND BALLAST OPERATIONS SEE SECTION 5.9


Figure 5-1 General Deck Layout


Shutdown State of the Inert Gas System Figure 5-2 Deck Valve Layout in Shutdown State Ship's state: Tanks gas-free or satisfactory inerted. Electrical and pneumatic system active. Shutdown mode of the inert gas distribution system is shown in figure 5.2. The deck isolation valve is shut to prevent gas leakage into the inert gas production system. The tank isolating valves of all inerted tanks are open to equalize the tank ullage space pressures and to utilize the P/V breaker valve of the inert gas deck main. The pressure transmitters are then allowed to monitor the tank pressure and to initiate alarms where alarm limits are reached. When the operations described in the following paragraphs are completed, the plant should be brought back to the state here described.


Figure 5-2 Deck Valve Layout in Shutdown State


Inerting Empty Tanks at Sea Figure 5-3 Introducing Inert Gas into Gas Freed Tanks Figure 5-4 Deck Layout for Inerting Empty Tanks at Sea Ship's state: Empty tanks. Inert gas production plant shut down. The graph below illustrates the effect on the tank atmosphere as inert gas introduced. The air is displaced and the oxygen content is reduced to approximately 5%. Reference must be made to the section on oxygen deficiency and toxicity of hydrocarbon vapours and exhaust gas in chapter 1 of this manual.

Figure 5-3 Introducing Inert Gas into Gas Freed Tanks 1. Check that all personnel have left the tank(s) and that all equipment, staging etc. have been removed.


2. Arrange the deck distribution and ventilation system as shown in Figure 5-3. The quickest and best results are obtained when a maximum of two tanks are inerted at the same time.

WARNING: ALTHOUGH TANK PRESSURES ARE LOW, THE AREA OF A TANK OPENING IS SUCH THAT IT IS SUBJECT TO A CONSIDERABLE FORCE. IT IS THEREFORE IMPORTANT TO CHECK THAT THE TANK PRESSURE IS ZERO BEFORE ATTEMPTING TO OPEN ANY TANK HATCH.

3. Carry out the procedures in Chapter 5.3.1 to have inert gas delivered

to deck. 4. Take oxygen content measurement with the portable oxygen

analyser at the designated measurement locations of the tank(s). 5. Compare the reading given by the portable oxygen analyser with that

given by the O2 indicator on the main panel. 6. When the O2 content of the tank(s) has fallen below 6%, shut the

vent hatch cover(s). 7. When the oxygen content of all tanks to be inerted is satisfactory,

raise the deck pressure to the desired level. 8. Shut down the plant. Shut the deck isolation valve.


Figure 5-4 Deck Layout for Inerting Empty Tanks at Sea


Loading Cargo Figure 5-5 Effect of Cargo Loading on Tank Atmosphere Figure 5-6 Deck Valve Layout for Loading Cargo Ship's state: Tanks inerted. Inert gas production plant shut down. The graph below illustrates the effect on the tank atmosphere as cargo is loaded. The inert gas is displaced and the hydrocarbon gas content of the tank atmosphere is increased as a result of the gassing off of the crude oil. Reference must be made to the section on oxygen deficiency and toxicity of hydrocarbon vapours and exhaust gas in chapter 1 of this manual.

Figure 5-5 Effect of Cargo Loading on Tank Atmosphere Carry out the following procedures: 1. Prepare the cargo system to load cargo.


2. Arrange the inert gas deck distribution and ventilation system as shown in Figure 5-6

3. Do a “check lift” of all (pressure/vacuum) breather valves. 4. Commence loading the tanks with cargo. 5. Acknowledge the up-coming “DECK PRESSURE HIGH” alarm and go on

loading cargo. The deck pressure must be carefully observed during the loading.

IMPORTANT INFORMATION Following phenomenon has been observed aboard inerted product tankers: After loading of jet fuel, diesel fuel or heavier gas oils, the cargo starts liberating oxygen into the cargo tank ullage spaces. Oxygen content levels as high as 14.8% have been reported. In most cases, high readings were detected within hours after loading tanks having 3-4% initial oxygen concentration. Only diligent testing of individual tank atmospheres after loading will give assurance that oxygen levels are not excessive. Measurements above 8% call for immediate purging of the tanks. The purging operation is described in paragraph 5.8.


Figure 5-6 Deck Valve Layout for Loading Cargo Loaded Passage


Figure 5-7 Effect on the Tank atmosphere by Gassing Off from the Cargo Figure 5-8 Deck Valve Layout during Loaded Passage Ship's state: Tanks loaded. DECK PRESSURE LOW alarm sounding. The graph below illustrates the hydrocarbon gas content in the tanks, which results from the gassing off of the crude oil. Reference must be made to the section on oxygen deficiency and toxicity of hydrocarbon vapours and exhaust gas in chapter 1 of this manual.

Figure 5-7 Effect on the Tank atmosphere by Gassing Off from the Cargo During the loaded passage the pressure of the inert gas in the ullage space of the tanks and in the inert gas deck main must be maintained above 200 mmWG. If the pressure falls to a negative value there is a danger of fresh air ingress into the tanks. Loss of pressure will depend on the effectiveness of hatch covers and valve glands etc., as well as on temperature variations with climatic changes.


1. Acknowledge the DECK PRESSURE LOW alarm. 2. Arrange the deck distribution and ventilation system as shown in

Figure 5-8. 3. Supply inert gas to the tanks as described in chapter 5.3.1. 4. When the tanks are pressurized, shut down the inert gas system. 5. Arrange the deck distribution and ventilation system as described in

section Shutdown State of the Inert Gas System.


Figure 5-8 Deck Valve Layout during Loaded Passage


Cargo Discharge and Commencement of Crude Oil Washing Figure 5-9 Effect on Tank Atmosphere from Cargo Discharge while Inerting Figure 5-10 Deck Valve Layout for Cargo Discharge and Commencement of Crude Oil Washing Ship's state: Tanks loaded and inerted. Cargo system is ready to start discharging. The graph below illustrates the effect on the tank atmosphere as cargo is discharged and inert gas is introduced in its place before commencement of washing. Reference must be made to the section on oxygen deficiency and toxicity of hydrocarbon vapours and exhaust gas in chapter 1 of this manual.

Figure 5-9 Effect on Tank Atmosphere from Cargo Discharge while Inerting


1. Arrange the deck distribution and ventilation system as shown in Figure 5-10

2. Start supplying inert gas to deck. 3. Start discharging cargo. NOTE: Ullaging of the tanks during discharging is normally performed by

means of the remote level indicating system. If, however, manual ullaging is necessary, care must be taken because of overpressure when opening ullage hatches. Keep clear of the gas efflux, as the gas contains toxic components. Do not forget to shut the ullage hatches on completion.

WARNING: IN THE EVENT OF AN INERT GAS SYSTEM FAILURE DURING DISCHARGING, THE CARGO PUMPS MUST BE STOPPED IMMEDIATELY.

4. Discharge approximately 30% of the cargo from the cargo tank(s) to

be crude oil washed. Determine the O2 content at a point 1m below the deck and at the middle region of the ullage space. The O2 content must be below 8% before crude oil washing is commenced.

5. During the operation the oxygen content and inert gas pressure must

be continuously recorded. If the gas/oxygen content of the tank atmosphere approaches the flammable or explosive region (see graph), then all cargo pumping must be suspended until the fault in the inert gas system is corrected.

6. Proceed as described in section Crude Oil Washing (Bottom of Tanks).


Figure 5-10 Deck Valve Layout for Cargo Discharge and Commencement of Crude Oil Washing Crude Oil Washing (Bottom of Tanks)


Figure 5-11 Effect on Tank Atmosphere of Crude Oil Washing Figure 5-12 Deck Valve Layout for Crude Oil Washing (Bottom of Tanks) Ship's state: Cargo tanks inert, approximately 1m of cargo. Inert gas is being supplied to the tanks. The graph below illustrates the effect on the cargo tank atmosphere as bottom washing takes place and the hydrocarbon gas content rises. Reference must be made to the section on oxygen deficiency and toxicity of hydrocarbon vapours and exhaust gas in chapter 1 of this manual.

Figure 5-11 Effect on Tank Atmosphere of Crude Oil Washing The conditions for this operation are the same as for the previous operation, commencement of crude oil washing, except that only 1m of cargo is present in the cargo tank(s) and a much higher percentage of hydrocarbon is present.


WARNING: IF, DURING CRUDE OIL WASHING, THE OXYGEN CONTENT EXCEEDS 8% OR THE PRESSURE OF THE ATMOSPHERE IN THE CARGO HOLDS IS NO LONGER POSITIVE, CRUDE OIL WASHING MUST BE STOPPED UNTIL SATISFACTORY CONDITIONS ARE RESTORED.

1. During this operation the oxygen content and inert gas pressure must

be continuously monitored and recorded. 2. The portable hydrocarbon gas analyser (explosio-meter) can be used

on the deck to confirm that there is no vapour emission from the cargo tank(s) being washed.

3. On completion of crude oil washing, shut down the inert gas system. 4. Arrange the deck distribution and ventilation system as described in

section Shutdown State of the Inert Gas System.


Figure 5-12 Deck Valve Layout for Crude Oil Washing (Bottom of Tanks)


Purging at Sea Figure 5-13 Effect on Tank Atmosphere of Purging with Inert Gas Figure 5-14 Deck Valve Layout for Purging Tanks at Sea Ship's state: Tanks washed. The graph below illustrates how the hydrocarbon gas content of the tank is lowered by purging through them with inert gas. Reference must be made to the section on oxygen deficiency and toxicity of hydrocarbon vapours and exhaust gas in chapter 1 of this manual.

Figure 5-13 Effect on Tank Atmosphere of Purging with Inert Gas


Purging is the process by which the level of hydrocarbon gas in tank is reduced by continuous blowing of inert gas through the tank. Purging to reduce the hydrocarbon gas content is necessary before gas-freeing a tank. The reason for this is that if the hydrocarbon gas component of the tank atmosphere is above the critical dilution line (see graph), the tank atmosphere will pass through the flammable range during the gas-freeing process. THIS MUST BE AVOIDED. Carry out the following procedure: 1. Arrange the inert gas system as shown in figure 5.8. 2. Carry out the procedures in chapter 5.3.1 to have inert gas delivered

to deck. 3. Using the explosio-meter, take hydrocarbon content measurements

at the designated locations until the reading is less than 2%. NOTES: a. The quickest and best results are obtained if not more than

two tanks are purged simultaneously. b. Do not attempt to gas-free any tank that has not been

purged. c. During the purging process the oxygen content of the inert

gas supply must be continuously monitored. The reading should not exceed 5%.

4. On completion of purging, shut the vent hatch covers and go on

inerting until the deck pressure has reached the desired value.


Figure 5-14 Deck Valve Layout for Purging Tanks at Sea Gas Freeing Using Portable Fans


Figure 5-15 Effect on Tank Atmosphere from Purging with Fresh Air Figure 5-16 Deck Valve Layout while Gas Freeing by Portable Fans Ship's state: Tank washed and inerted. Portable fans installed. Gas freeing with portable fans is used when only one tank is to be gas-freed and all other tanks are to remain inerted. The graph below illustrates the effect on the tank atmosphere of the gas-freeing operation. During gas freeing, the oxygen level can rise to 21% without the risk of creating a potentially flammable mixture. Reference must be made to the section on oxygen deficiency and toxicity of hydrocarbon vapours and exhaust gas in chapter 1 of this manual.

Figure 5-15 Effect on Tank Atmosphere from Purging with Fresh Air


All tanks must have oxygen content of 8% by volume, or less, with a positive gas pressure at all times. If, however, it becomes necessary to personnel to enter a tank, with all other tanks inerted, the following method must be added. The tank can be gas-freed when it has been established that a flammable atmosphere will not be created in it as a result of introducing fresh air, i.e. the tank has first been purged with inert gas. 1. Arrange the deck distribution and ventilation system as shown in

Figure 5-16. 2. Drop the inert gas pressure in all other tanks to 8” H2O to reduce the

possible leakage of inert or hydrocarbon gas from other tanks through bulkhead cracks, cargo lines, valves etc.

3. Gas-free until the tank has an oxygen content of 21% by volume and

a reading of less than 1% LFL is obtained on the combustible gas analyser.

4. A responsible person wearing appropriate breathing apparatus may

enter the gas-freed tank and take further oxygen content measurements. When it has been established that the atmosphere throughout the tank contains 21% oxygen, further personnel may be allowed to commence inspection or repair-work within the tank.

5. The conditions given in chapter 1 must be observed and a fresh air

supply to the tank must be maintained at all times when personnel are working in the tank.

6. On completion of maintenance or repair-work the tank must be

subsequently inerted as described in section Inerting Empty Tanks at Sea.


Figure 5-16 Deck Valve Layout while Gas Freeing by Portable Fans Gas Freeing Using Inert Gas System Blowers


Figure 5-15 Effect on Tank Atmosphere from Purging with Fresh Air Figure 5-17 Deck Valve Layout for Gas Freeing by use of the Inert Gas Fans Ship's state: All tank washed and inerted. Gas freeing with IGS blowers is used when all tanks are to be gas-freed before the ship enters dry dock. The graph below illustrates the effect on the tank atmosphere of the gas-freeing operation. During gas freeing, the oxygen level can rise to 21% without the risk of creating a potentially flammable mixture. Reference must be made to the section on oxygen deficiency and toxicity of hydrocarbon vapours and exhaust gas in chapter 1 of this manual. All tanks must have oxygen content of 8% by volume or less with a positive gas pressure at all times. The tanks can be gas-freed when it has been established that a flammable atmosphere will not be created in any tank as a result of introducing fresh air, i.e. the tank has first been purged with inert gas. The quickest and best results are obtained when a maximum of two tanks are inerted at the same time. 1. Arrange the deck distribution and ventilation system as shown in

Figure 5-17. 2. Supply fresh air to the tanks by carrying out the procedure described

in chapter 5.3.2 Supplying Fresh Air. 3. Gas-free until the tank has an oxygen content of 21% by volume and

a reading of less than 1% LFL is obtained on the combustible gas indicator.

4. A responsible person wearing appropriate breathing apparatus may

enter the gas-freed tank and take further oxygen content measurements. When it has been established that the atmosphere throughout the tank contains 21% oxygen, further personnel may be allowed to commence inspection or repair-work within the tank.

5. The conditions given in chapter 1 must be observed and a fresh air

supply to the tank must be maintained at all times when personnel are working in the tank.

6. On completion of maintenance or repair-work all tanks must be

subsequently inerted as described in section Inerting Empty Tanks at Sea.


Figure 5-17 Deck Valve Layout for Gas Freeing by use of the Inert Gas Fans


5.9 CARGO – BALLAST OPERATION MANUAL

INSTRUCTIONS TO BE INSERTED BY YARD/OWNER ACCORDING TO SOLAS REGULATION, INCLUDING THE ITEMS SPECIFIED IN MSC/CIRK. 353.

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6. MAINTENANCE

6.1 GENERAL 6.2 ROUTINE MAINTENANCE

6.2.1 After Inerting Routine 6.2.2 Daily Routine 6.2.3 Weekly Routine 6.2.4 3-Monthly Routine 6.2.5 6-Monthly Routine 6.2.6 Yearly Routine 6.2.7 Zero Test of Oxygen Analyser 6.2.8 Span Calibration (Instrument Air) 6.2.9 Multi-Channel Recorder Routine Operations 6.2.10 Disassembly of Main Fuel Nozzle


6. MAINTENANCE

6.1 GENERAL

The inert gas system is designed to protect the ship from a hazardous build-up of flammable gases in the cargo tanks. It should therefore be subject to regular maintenance to keep the whole installation at a high degree of availability, reliability and efficiency. The maintenance instructions here provided are for routine maintenance only. Overhaul maintenance instructions are given in the respective vendor manuals. During any maintenance routine, all safety precautions are to be observed most rigidly. Suitable warning signs are to be put up when maintenance is being carried out to avoid the possibility of accidental or unauthorized operation of the plant.

6.2 ROUTINE MAINTENANCE

When the system is in operation, the following routines must be carefully followed: • After Inerting Routine • Daily Routine • Weekly Routine • Three-Monthly Routine • Yearly Routine

6.2.1 After Inerting Routine

1. Check that the automatic motor heating of the IGS blowers and the scrubber pump are switched on at plant shut down.

2. Check that the blowers, impellers and motors are clean, dry and free

from oil, grease or soot deposits. Open the hinged front cover of the main burner to verify that the internals are free from soot. Clean out if necessary.

3. Flush the cooling jacket with fresh water. 4. Clean flame sensors and ignition electrodes.


5. Clean the fuel nozzle of pilot burner and main burner. See the back of this manual for how to disassemble the main fuel nozzle.

6. Clean out any dirt found in burner cone. 7. Drain the inert gas deck main line. 8. Open the valves at the DP-transmitter (IV-3.42A/B) and check for

condensed water inside. Close the valves again after checking.

6.2.2 Daily Routine

1. Check that the instrument air supply to the system is 7 barg.

2. Carry out LAMP TEST in panel 5.5. Replace any defective lamps.

3. Activate VALVE TEST Ι + ΙΙ and observe the open/closed indicator lamps on the main operator terminal screen.

4. Check the water level in the deck water seal.

5. Connect the deck seal steam heating if the ship is entering cold waters. 9. Check that the automatic motor heating of the IGS blowers and the

scrubber pump are switched on at plant shut down.

6.2.3 Weekly Routine

1. Check lift (press button on top of) seal water vent valve NV-2.48. Some water should escape if seal pumps are running and the button is pressed down simultaneously.

2. Inspect the pressure/vacuum breaker.

3. Drain the inert gas deck main line. 4. Drain the instrument air supply line and the pneumatic regulators. 5. Calibrate the stationary oxygen analyser. Check that the analyser

indicator agrees with the remote indicators and the two-pen recorder. 6. Check pens and chart roll of the two-pen recorder. 7. Rotate the impellers of the inert gas blowers if they have not been used

the last week.


6.2.4 3-Monthly Routine

1. Scrubber pump (yard supply): Carry out maintenance program on pumps and motor as recommended by vendor.

2. Clean the seawater strainers for the seawater pumps.

3. Seal pumps (yard supply): Carry out maintenance program on pumps

and motor as recommended by vendor. 4. Pressure/vacuum breaker: Check liquid level with the system at

atmospheric pressure. Add fresh water and antifreeze if necessary.

5. Scrubber unit: Remove the top inspection cover and wash the demister with fresh water from a hose.

6. Check that there is no gas leakage from any of the blower casings

during plant operation. Check the carbon seal rings. Ref. blower instruction in manual, Volume 2. If the seal rings are worn, they must be replaced.

The blower motors require re-greasing as recommended by vendor.

Check the reading of the FGS hour counter and determine if re-greasing is necessary. Please also remember that re-greasing intervals are dependent on running temperature of the motors.

7. Check all valve spindles for ease of operation. Clean out and grease if

necessary. 8. Test the operation of all pressure, temperature and level switches. 9. Check calibration of pressure transmitters. Assure that the sample

pipes between the deck main and the transmitters do not contain water or deposits.

10. Portable analysers: Test battery and sensor. Change batteries and

replace sensor if necessary. 11. Check level of calibration gas and refill if necessary. 12. Open and clean fuel filters. 13. Clean the fuel nozzle of pilot burner and main burner. See the back of

this manual for how to disassemble the main fuel nozzle.

6.2.5 6-Monthly Routine

1. Non-return valve after deck seal: Open up and inspect the valve.


2. Pressure/vacuum breaker: Check liquid level with the system at atmospheric pressure. Add fresh water and antifreeze if necessary.

3. Check the adjustments of the modulating valve positioners.

6.2.6 Yearly Routine

1. Scrubber unit: Open up inspection covers and inspect the internal lining. Repair any damages. Inspect and clean demister and scrubber nozzles. Disconnect and inspect the level switch.

2. Deck seal: Dismantle the level switch blank and inspect the internal

lining of the seal. Repair damages. Inspect the level switch. Check condition of heating coil zinc anodes.

3. Stationary oxygen analyser: Change the measuring cell at least biannually

6.2.7 Zero Test of Oxygen Analyser

This is merely a check of the sensor and no actual calibration will be performed. This test is done by turning the sample selector switches into the Test position. Supply clean nitrogen (99,99% or better) to the analyser and wait until signals stabilize. If reading is close to zero sensor is OK and the gas can be switched off. If any problems arise, please consult the vendor’s manual. If not possible to solve with the help of the manual, please contact Air Products A/S for further assistance. NB: Air Products A/S normally supplies the inert gas system with one

pressurized test bottle of 99,99% nitrogen. This bottle is however marked with a big 4.0 sign. This is not oxygen content, but the quality of the nitrogen in the quality system of our supplier Norsk Hydro.




6.2.8 Span Calibration (Instrument Air)

Supply the analyser with instrument air. To do this, turn selector switches into span (air) position. Adjust the analyser's span adjust control until the meter reads 20.9% Return the calibration selector switches to ordinary SAMPLE position. For further information, consult Vendor Manual.



6.2.9 Multi-Channel Recorder Routine Operations

How to change the roll chart paper of the printer is shown below:


And how to change the pen capsule of the printer is shown in this page:


6.2.10 Disassembly of Main Fuel Nozzle

Figure 6-1 Exploded View of Main Fuel Nozzle To disassemble this nozzle it is very important to read and follow the instructions below. All item numbers are referring to the exploded drawing of the nozzle.

1. Unscrew the nozzle from the nozzle pipe and fasten it securely in a vice by the flat parts of the house front part (item 7).

2. Inserted an Allen (Hex) key into the nozzle from the backside of the nozzle and loosen the set-screw (item 2) a couple of turns.

3. Unscrew the house after part (item 1) of the nozzle from the house front part.

4. Remove the internal parts from the housing and clean them thoroughly.

5. Assemble the nozzle parts in reverse order, keeping in mind the direction of the nozzle tip.

6. Be sure the set-screw is loose while screwing the house after part to the house front part.

7. Tighten the set-screw. 8. Replace the copper washer (item 8) before the nozzle is connected to

the nozzle pipe.


Figure 6-1 Exploded View of Main Fuel Nozzle

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7. PARTS LISTS AND SPARE PARTS ORDERING

7.1 GENERAL 7.2 FINDING THE CORRECT COMPONENT 7.3 SPARE PARTS INQUIRY PROCEDURE 7.4 SPARE PARTS LIST 7.5 ELECTRICAL PARTS LISTS 7.6 MECHANICAL PARTS LISTS

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7. PARTS LISTS AND SPARE PARTS ORDERING

7.1 GENERAL

The spare parts are listed in two different sections in this chapter: One containing the Electrical components and one containing the Mechanical components. Where supplier vendor items are needed, separate parts lists may be found in the respective vendor manuals in Volume 2 of this manual.

7.2 FINDING THE CORRECT COMPONENT

In order to find the correct component with its corresponding component number, look up in the drawings in chapter 8 and find the correct tag number for the item. Then look up the item in the parts lists in this section and note the corresponding Component number and descriptive name. On the top of the parts list page you will also find the Air Projects order number for the system (5 digit number). Please make a copy of the attached Spare Parts Inquiry Form and fill in the following data when submitting an inquiry:

1. Air Products project number for this ship 2. Shipyard and hull number 3. Name of ship 4. Quantity of wanted item 5. Component number of wanted item 6. Tag number of wanted item 7. Descriptive name of wanted item as found in the Parts Lists

7.3 SPARE PARTS INQUIRY PROCEDURE

An inquiry or purchase order can be made either by fax or e-mail to our Spare Parts department at the addresses listed in chapter 1.1. On our Internet homepage www.airproducts.no you will find company information and Spare Parts Ordering Form. The data found in the section above must always be noted correctly for Air Products A/S to make a quick and correct delivery of your spare parts.

� Spare parts order fax: +47-38 01 55 05�

SPARE PARTS INQUIRY FORM

AIR PRODUCTS PROJECT NUMBER 15041-15042-15043 SHIPYARD AND HULL NUMBER H568-569-570 VESSEL / PLATFORM / SITE NAME

Item Quantity APAS Component number

Tag Number

Part Description

CLIENT NAME AND ADDRESS Company ______________________________________________________ Contact person ______________________________________________________ Telephone ______________________________________________________ Telefax ______________________________________________________ E-mail ______________________________________________________ Delivery address ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________

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7.4 SPARE PARTS LIST

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7.5 ELECTRICAL PARTS LISTS

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7.6 MECHANICAL PARTS LISTS

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8.1 MECHANICAL DOCUMENT LIST 8.2 ELECTRICAL / INSTRUMENT DOCUMENT LIST




8.1 MECHANICAL DOCUMENT LIST

Drawing number Component

15041-608-001 Generator assembly (burner / scrubber) 15041-608-002 Deck water seal assembly 15041-608-003 P/V breaker assembly 1-ST-182 Non return valve 11000-608-001B Fresh air intake 15041-608-004 Flow venturi 3-ST-9880 Fuel pump skid 15041-608-005 Inert Gas Buffertank 32004-286 Inert Gas Blower 4K 9912-87 Blower Curve Blower Maker Recommendations Butterfly Vavle Installation Instruction 4K9902-23 Blower Chock Absorber Installation 4K9502-44 Blower Lifting Device 4-ST-875 Seal Water Vent Valve 4-ST-1124 Expansion Bellows 4-ST-1415 Screen 3-ST-6266 Level Glass Keystone Valve Specification E-4062-4 Valve XV-1.42A/B E-4066-31 Valve FCV-3.42/PCV-1.48 E-4042-41 Valve PCV-3.45 E-4122-3 Valve XV-3.47 E-4050-3 Valve HCV-2.40 E-4122-5 Valve XV-2.41 E-4000-11 Vavle XV-2.91 Datasheet Valve NV-2.90 415010-b/4-415011 Inert Gas Compressor Mars valve Ball valve DN 50, HV-9.90 Mars valve Ball valve DN 20, HV-9.95/9.96 Valvolina Check valve DN 20, HV-9.98A/9.98B Fisher 95H Pressure control valve DN 20, PCV-9.99 Perlwitz Safety valve DN25, PSV-9.93

INERT GAS GENERATOR - DRAWING NO.: 15041-608-001SYSTEM: MPG 900 GENERATOR (M.D.O.)

PMP ORDER NO.: 15041/42/43/44 CLIENT : S.N.C. SIGN: JSSYSTEM: IGG 3750 m3/h PROJECT: HULL NO.: 568/69/70/71 REV.: 0

POS.NO QTY DESCRIPTION REF.DRWG.NO MATERIAL DIMENSION COMMENTS1 1 BOTTOM SECTION 316L2 1 TOP SECTION 1-ST-6205 ASTM A284 GR.B INSIDE FLAKELINE3 1 TOP COVER 1-ST-6205 ASTM A284 GR.B INSIDE FLAKELINE4 1 COVER 1-ST-6205 ASTM A284 GR.B INSIDE FLAKELINE5 1 GRATING 1-ST-6205 316L6 1 TOP GRATING 1-ST-6205 316L7 1 IMPIGMENT PLATE 1-ST-6205 316L8 1 MESH 'DEMISTER Ø760 x 100 PP-PRESHRUNK TYPE T-01-P9 2 NOZZLE PIPE 3-ST-2926 PP10 4 NOZZLE, 90 DEGR. 3 1/2 " BSP PVC AAU 3940 P.N.R.I.11 2 CLAMP 1-ST-6205 316L12 1 BURNER CHAMBER 1-ST-6207 ASTM B625-7713 1 MAIN BURNER 1-ST-8138 316L14 1 PANEL FRAME 3-ST-3060 ASTM A284 GR. B15 3 ORIFICE PLATE 3-ST-4315 316L16 1 PIPE (SEA WATER INLET) 3-ST-4315 ASTM A284 GR. B HOT DIP GALV.17 1 PILOT BURNER 2-ST-407018 1 NOZZLE PIPE (FUEL) 2-ST-3297 ASTM A284 GR.B19 2 INLET / VENTILATION DUCT 3-ST-3728 ASTM A284 GR.B HOT DIP GALV.20 FOUNDATION 2-ST-3350 ASTM A284 GR.B21 1 FLANGE FOR LEVEL SWITCH PP DN 20022 1 LEVEL SWITCH / TEST LEVEL EL.SUPPLY2324 1 GASKET NEOPRENE DN 50025 1 GASKET NEOPRENE 7 x 20 mm26 1 GASKET NEOPRENE 7 x 20 mm27 1 GASKET NEOPRENE 7 x 20 mm28 1 GASKET NEOPRENE DN 20029 2 GASKET NEOPRENE DN 200 DIN 257630 6 GASKET NEOPRENE DN 80

DATE: 21.10.2004 Page 1 of 2 t:\15041\DRAWINGS\MECH\MPG_900

INERT GAS GENERATOR - DRAWING NO.: 15041-608-001SYSTEM: MPG 900 GENERATOR (M.D.O.)

PMP ORDER NO.: 15041/42/43/44 CLIENT : S.N.C. SIGN: JSSYSTEM: IGG 3750 m3/h PROJECT: HULL NO.: 568/69/70/71 REV.: 0

POS.NO QTY DESCRIPTION REF.DRWG.NO MATERIAL DIMENSION COMMENTS31 52 HEXAGON BOLT W/NUT HOT DIP GALV. M20 x 70 mm32 20 HEXAGON BOLT W/NUT HOT DIP GALV. M24 x 65 mm33 16 HEXAGON BOLT W/NUT HOT DIP GALV. M20 x 90 mm34 18 HEXAGON BOLT W/NUT HOT DIP GALV. M20 x 60 mm3536 16 HEXAGON BOLT W/NUT 316 M10X3037 12 HEXAGON BOLT W/NUT HOT DIP GALV. M16 x 65 mm38 4 HEXAGON BOLT W/NUT 316 M12 x 80 mm39 16 HEXAGON BOLT W/NUT HOT DIP GALV. M12 x 25 mm40 1 DRIP TRAY HOT DIP GALV.41 5 STRAIGHT MALE STUD FITTING 316L 1/2" BSP42 PIPE 316L Ø1243 PIPE W \ FITTINGS 316L Ø18

DATE: 21.10.2004 Page 2 of 2 t:\15041\DRAWINGS\MECH\MPG_900

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DECK WATER SEAL PARTS LIST - DRAWING NO.: 15041-608-002PMP ORDER NOS.: 15041/42/43/44 CLIENT : S.N.C. SIGN: JSSYSTEM: DECK WATER SEAL, 3750 m3/h PROJECT: HULL NO.: 568/69/70/71 REV.: 0

POS.NO QTY DESCRIPTION REF.DRWG.NO MATERIAL DIMENSION COMMENTS1 1 BOTTOM SECTION R.ST-372 1 TOP SECTION R.ST-373 1 COVER W/FLOAT CHAMBER 3-ST-2846 R.ST-37/316L4 1 COVER 3-ST-4432 R.ST-375 1 IMPINGEMENT PLATE 3-ST-2845 R.ST-376 1 BEND,180 DEGREE 3-ST-3184 ASTM 316 L7 1 SEA WATER SUPPLY PIPE 3-ST-2884 ASTM 316 L8 2 STEAM PIPE 3-ST-2881 ASTM 316 L9 1 SEA WATER DISCHARGE 3-ST-4432 ASTM 316 L

10 1 LEVEL GLAS 3-ST-6266 L = 430 mm11 1 LEVEL SWITCH EL.SUPPLY12 1 DRAIN VALVE ASTM 316L 3/4" BSP13 2 GASKET TAPE NEOPRENE 20 X 7 mm14 1 GASKET NEOPRENE DN 500, 3mm DIN 250115 1 GASKET NEOPRENE DN 300, 3mm DIN 250116 2 GASKET NEOPRENE DN 80, 3mm DIN 250117 12 HEX.BOLT W/NUT K 4.6 M20 X 65 mm HOT DIP GALV.18 28 HEX.BOLT W/NUT K 4.6 M20 X 75 mm HOT DIP GALV.19 20 HEX.BOLT W/NUT K 4.6 M24 X 65 mm HOT DIP GALV.20 8 HEX.BOLT K 4.6 M16 X 45 mm HOT DIP GALV.21 8 HEX.BOLT W/NUT K 4.6 M16 X 70 mm HOT DIP GALV.22 4 HEX.BOLT W/WASHER ASTM 316 M12 X 25 mm23 4 HEX.BOLT W/NUT K 4.6 M16 X 45 mm (for forwarding)24 1 GASKET NEOPRENE DN 40, t=3mm DIN 2501252627 1 HEATING COIL W/CLAMP 3-ST-3674 ASTM 316 L28 3 PLUG BRASS 1/2" BSP

DATE: 21.10.2004 Page 1 of 1 T:\15041\DWS

P/V BREAKER PARTS LIST - DRAWING NO.: 15041-608-003PMP ORDER NO -15041/42/43/44 CLIENT : S.N.C. SIGN.: JSSYSTEM: P/V BREAKER, 3750 m3/h PROJECT: HULL NO.: 568/69/70/71 0

POS.NO QTY DESCRIPTION REF.DRWG.NO MATERIAL DIMENSION COMMENTS1 1 BOTTOM SECTION SS 4002 1 TOP SECTION SS 4003 1 WATER LEVEL GLAS L = 1000 mm4 2 PLUG BRASS 2" BSP5 1 GASKET TAPE NEOPRENE 20 X 7 mm6 20 HEX.BOLT w/NUT HOT DIP GALV. M20 X 70 mm7 4 HEX.BOLT w/NUT HOT DIP GALV. M16 X 40 mm8 1 SIGN ASTM 316 L 170X170X1,5

DATE: 21.10.2004 Page 1 of 1 T:\15041 [File]

APPENDIX A B L O W E R M AK E R R E COM M EN D AT I O N S

Unloading and Handling Precautions are taken in our works when packing and unloading to ensure safe arrival of blower equipment on site. Careless handling during transit, when unloading and when erecting, can result in serious damage, and every reasonable care must be taken during these operations. NOTE! FLEBU AS A SUPPLIER OF THESE SMALL AND SELF-CONTAINED BLOWER UNITS, STATES THAT THE UNITS MUST ALWAYS BE LIFTED USING THE LIFTING POINTS PROVIDED AND INDICATED WITH MARKER.

Storage The blower should be stored in a clean dry atmosphere free from vibration. It is recommended that the blower shaft be given an occasional (weekly) rotation to prevent brinelling of the bearing races.

Installation of the Centrifugal Blowers Before installation, check that there is no transport damage to blower or other supplied equipment. Install the blower on a flat level surface. The blower must be placed on a solid foundation to carry the total weight of the blower. (Check that the ship’s deck has sufficient stiffness). Assemble anti-vibration mountings under the blower foundation. Ensure that all anti-vibration mountings are correctly adjusted. Check that the blower is completely level. Check that no foreign objects remain in the blower housing. Check that the clearance between impeller and inlet is correct. Drainpipes must have sufficient natural slope. Fixed cable trays must not be tied up between blower, walls, deck floor, etc. Blowers connected to ducts are required to have a flexible connection assembled to inlet and outlet blowers. Blower’s inlet/outlet shall not have any duct loading. Ducts must be supported from the ceiling or additional structure around the blower. Intervals of greasing must be in accordance with the motor’s maintenance. Blowers with free inlet shall have a minimum distance from inlet to wall = 1 x D (inlet diameter). Mounting of bend sections directly forehand of blower inlet without the correct distance between bend and blower will reduce the effect of the supplied blower. Airflow will then be reduced.

Anti-Vibration Mountings Wherever anti-vibration mountings are fitted, it is very important that the blower is isolated from surrounding ductwork by means of flexible connections on both inlet and outlet.

In case of a V-belt driven blower unit, the blower and motor must be mounted on a combination base plate to enable anti-vibration mounts to be used. For installation and setting details, see manufacturer’s leaflet.

Start-Up On initial start-up, proceed as follows: Check that there is no debris in the blower casing. Rotate impeller by hand to check if it rotates freely. Check that all holding down bolts are tight. Close dampers and inlet control. Check driving unit for correct rotation. Start up Open dampers when the blower is at operating speed.

Marine Blowers (Inert Gas) It is very important that the blower is isolated from the surrounding duct work by means of flexible connections on both inlet and outlet flange to avoid placing any weight on the blower components. Upon installation near a ship’s engine room, there is a risk of brinelling during stand down periods. We therefore recommend that the shaft is given an occasional (weekly) rotation during these periods.

APPENDIX B

APPENDIX C

APPENDIX D

abc KEYSTONE VALVE SPECIFICATION

T:\15041\CUSTOMER CORR\APPROVAL DRAWINGS\VALVES.DOC

VALVE POS. NO. SIZE ACTUATOR ELECTRIC LIMIT

SWITCH

SOLENOID VALVE

POSITIONER MANUAL OVERIDE

MANUAL GEAR

STROKE LIMITER

DRAWING APPROX. TOT. WEIGHT EACH UNIT

XV 1.42 A/B 2 250 79E-065 LP X E-4062-4 ~ 40

PCV 1.48 1 150 796-024 EaziCal E-4066-31 ~ 20

PCV 3.45 1 200 79E-036 EaziCal X E-4042-41 ~ 30

FCV-3.42 1 125 79E-012 EaziCal E-4066-31 ~ 15

XV-3.47 1 80 79E-012S(FO) E-4122-3 ~ 10

HCV 2.40 1 200 Gear WMK009 E-4050-3 ~ 27

XV-2.41 1 200 79E-024 LP X E-4122-5 ~ 37

XV-2.91 1 350 79E-065 LP X WMK E-4001-11 ~ 90

NV-2.90 1 350 Datasheet ~ 55 ALL VALVES KEYSTONE FIG 14 (ISO) BRZ TRIM 133. (except XV -291/NV-2.90) RESISTANT SEATED BUTTERFLY VALVES WITH CAST IRON BODY, AL BRONZE DISC, SOS 304 STEM, BUNA N-SEAT. VALVE FLANGE STANDARD DIN PN10. VALVES WITH 220V SOLENOID VALVE NOTE: ITEM PCV-1.48, 15-3 psi (closed-open) ITEM PCV-3.45, 3-15 psi (closed-open) ITEM FCV-3.42, 3-15 psi (closed-open) ITEM XV-3.47,2.41 Spring return to open. ITEM XV-2.91 FIG. TYCO PARASEAL SHIPSIDE VALVE – G.L. CERTIFICATE ITEM NV-2.90 FIG. TYCO MODEL C TRIM 177

SUPPLY

OUT 2 OUT 1

SUPPLY

OUT 2 OUT 1

360

650

500

1195

129514

13

6mm plastic tube

Condensate drainBitetype fitting for 835

El. supply

720325

960

BSP 11/4" EMH 18

300

1155

730

Cooling air outlet

204

208

Cooling air inlet

608

208

min 1000

Discharge air BSP 3/4" EMH 6 - 14

Center of gravity

50 50

Bottom view

600

6060

785150 25

min 830

Free space for maintenance

min 500

415 010-b415010

JHH30.08.2002 THE

GENERAL ARRANGEMENT

EMH6, EMH9, EMH14, EMH18EANA


8.2 ELECTRICAL / INSTRUMENT DOCUMENT LIST

DRAWING NO. TEXT

15041-605-001 P & ID Diagram 15041-605-002 P & ID Diagram Compressor 15041-615-001 Pneumatic Flow Diagram 15041-611-001 Electrical Block Diagram 15041-613-001 Electrical Single Line 15041-612-001 Interconnection Diagram 15041-611-002 Control Panel Configuration 15041-613-002 Power Diagram 15041-621-500 Panel 5.0 Front & Layout 15041-621-501 Panel 5.1 CCR Panel Layout 15041-621-502 Panel 5.2 Front & Comp. Layout 15041-621-504 Panel 5.4 Front & Comp. Layout 15041-621-506A Panel 5.6A Front & Comp. Layout 15041-621-506B Panel 5.6B Front & Comp. Layout 15041-608-519 Panel 5.19 Front & Comp. Layout 15041-621-522 Panel 5.22 Front & Comp. Layout 3-ST-9988 Temperature Element TE 3.37 3-ST-9582 Deck Pressure Transmitter PT-2.47 3-ST-5435 Temperature Indicator TI-2.41 3-ST-4951 Test Valve 3-ST-4894 Level Switch LSL-4.30 TT/210,4-309946, 4-306671

Compressor electrical drawings

Alarm List Cable List


ALARM ALARM MONITORING SENSOR ALARM IN PANEL SHUT- REMARKSITEM NO. SENSOR TYPE LOCATION OF SENSOR SETPOINT 5.0 5.1 5.4 5.2 DOWNPAL 1.43 Pressure transmitter Low pressure combustion air 400 mmWG X X SD-2 Alarm setting in PLC

Air supply line upstr. of main burnerTAH 1.47 Temp. switch High temp. cooling sea water 60°C X X SD-2

Upper end of combustion chamberBAL 1.50 Flame sensor Flame failure No flame X X X SD-3 Reset flame failure at Panel 5.2

Main burner and comb. chamberLAH 1.54 Level switch High level scrubber High level X X SD-1

Lower part of scrubberPAL 2.44 Pressure transmitter Low pressure cooling sea water 1.0 bar X X SD-2 Alarm setting in PLC

S.W. supply line to burner unitPAH 2.44 Pressure transmitter High pressure cooling sea water 2.5 bar X X SD-1 Alarm setting in PLC

S.W. supply line to burner unitTAH 3.37 Temp. Transmitter High temp. inert gas IGG 65°C X X SD-2 Alarm setting in PLC

Inert gas line after scrubberAAH 3.39 Oxygen analyser Oxygen content high 5.0% X X X Alarm setting at plc

Inert gas line after scrubber Change delivery to atm. at alarmPAL 7.90 Pressure transmitter Low pressure Pilot oil 1.0 bar X X Interlock with start sequence

From pilot pumpLAL-4.30 Level switch Low level deck seal Low level X X

Deck sealPAL 5.31 Pressure switch Low pressure control air 4.5 bar X X (X) SD-2 Control system failure in panel 5.4

Panel 5.2UA 5.32 Push-button Emergency stop Hand X X SD-1 Pull same button back to

Main panel 5.1/panel 5.4 operated normal position to resetJAL 5.34 Voltage relay Power failure No power X X (X) SD-2 Control system failure in panel 5.4

Panel 5.0PAH 6.32 Pressure transmitter High pressure deck 800 mmWG X X Alarm setting at plc

Deck linePAL 6.32 Pressure transmitter Low pressure deck 100 mmWG X X X Alarm setting at plc

Deck linePALL 6.33 Pressure transmitter Low-low pressure deck 50 mmWG X X Alarm setting at plc

Deck line Shut down cargo pump's by option





ALARM ALARM MONITORING SENSOR ALARM IN PANEL SHUT- REMARKSITEM NO. SENSOR TYPE LOCATION OF SENSOR SETPOINT 5.0 5.1 5.4 5.2 DOWN



XA1.05A Thermistor relay Blower motor A failure 130° C X X SD-2Motor winding / Power failure

XA 1.05B Thermistor relay Blower motor B failure 130° C X X SD-2Motor winding / Power failure

ZAL-1.53 Limit switch Door Combustion Chamber Open X X SD-1Generator

PAL 7.30 Pressure transmitter Low pressure fuel oil 1.0 bar X X SD-3Fuel line generator

XA-2 PLC Low Battery Votage Low batt. X X Change to new batteryPLC panel 5.0 Votage

XA-1 PLC Communication error X XPLC/panel 5.1


CABLE LISTINERT GAS SYSTEM IGG

PMP ORDER NO. : 15041 CLIENT :SANTIERUL NAVAL CONSTANTA DATE : 21-okt-04VOLTAGE: 24 V PROJECT: Hull 568/69/70/71 618-024.xls

CABLE NO: CABLE TYPE: AREA IN mm2 SUPPLYER FROM TOWC516 10 x 0.5 YARD SUPPLY Panel 5.0 Skips alarm&cargo control systemWC504 16 x 0.5 YARD SUPPLY Panel 5.0 5.4 ECR PanelWC501 12 x 0.5 YARD SUPPLY Panel 5.0 5.1CCR(BRIDGE) PanelWD501 8 x 0.5 YARD SUPPLY Panel 5.0 5.1CCR(BRIDGE) Panel

WC502/1 44 x 0.75 YARD SUPPLY Panel 5.0 Panel 5.2WC502/2 36 x 0.75 YARD SUPPLY Panel 5.0 Panel 5.2WC748 4 x 0.75 AIR PRODUCTS Panel 5.2 Limit switch, ZS7.48WC148 6 x 0.75 YARD SUPPLY Panel 5.2 Limit switch, ZS-PY 1.48

WC142A 4 x 0.75 YARD SUPPLY Panel 5.2 Limit switch, ZS 1.42AWC142B 4 x 0.75 YARD SUPPLY Panel 5.2 Limit switch, ZS 1.42BWC241 4 x 0.75 YARD SUPPLY Panel 5.2 Limit switch, ZS 2.41WC291 4 x 0.75 YARD SUPPLY Panel 5.2 Limit switch, ZS 2.91WC342 6 x 0.75 YARD SUPPLY Panel 5.2 Limit switch, ZS,PY 3.42WC345 6 x 0.75 YARD SUPPLY Panel 5.2 Limit switch, ZS,PY 3.45WC153 4 x 0.75 AIR PRODUCTS Panel 5.2 Limit switch, ZSL 1.53WC154 2 x 0.75 AIR PRODUCTS Panel 5.2 Level switch, LSH 1.54WC740 4 x 0.75 AIR PRODUCTS Panel 5.2 Frequency converter SC-7.40WC244 2 x 0.75 AIR PRODUCTS Panel 5.2 PT-2.44WC730 2 x 0.75 AIR PRODUCTS Panel 5.2 PT-7.30WC790 2 x 0.75 AIR PRODUCTS Panel 5.2 PT-7.90WC3.55 2 x 0.75 AIR PRODUCTS Panel 5.2 PT-3.55WC143 2 x 0.75 AIR PRODUCTS Panel 5.2 PT-1.43WC339 2 x 0.75 AIR PRODUCTS Panel 5.2 AT-3.39WC247 2 x 0.75 YARD SUPPLY Panel 5.2 PT-2.47WC337 4 x 0.75 YARD SUPPLY Panel 5.2 TE-3.37WC342 2 x 0,75 AIR PRODUCTS Panel 5.0 FT-3.42WC147 4 x 0,75 AIR PRODUCTS Panel 5.0 TE-1.47

WC506A 4 x 0,75 YARD SUPPLY Panel 5.0 Panel 5.6A

T:\15041\Documents\Doc\618-024 Page 1 of 2



CABLE NO: CABLE TYPE: AREA IN mm2 SUPPLYER FROM TOWC105A 2 x 0,75 YARD SUPPLY Panel 5.6A Thermistor motor blower 5.6AWC506B 4 x 0,75 YARD SUPPLY Panel 5.0 Panel 5.6BWC105B 2 x 0,75 YARD SUPPLY Panel 5.6B Thermistor motor blower 5.6BWC991 6 x 0,75 YARD SUPPLY Panel 5.0 Starter Inert gas compressor K-9.91

WC510A 2 x 0,75 YARD SUPPLY Panel 5.0 Panel 5.10A Deck seal pumpAWC510B 2 x 0,75 YARD SUPPLY Panel 5.0 Panel 5.10B Deck seal pumpBWC508A 2 x 0,75 YARD SUPPLY Panel 5.0 Starter Scrubber pump 5.8AWC508B 2 x 0,75 YARD SUPPLY Panel 5.0 Starter ST.BY Pump (FIRE PUMP)

WC519 INTRINSIC SAFE 4 x 0.75 YARD SUPPLY Panel 5.0 JB5.19WC430/1 INTRINSIC SAFE 2 x 0.75 YARD SUPPLY Panel 5.0 Deck water seal level LSL 4.30

* Special attention should be given to the limiting parameters below when selecting the interconnection cables from panel 5.0 (safe area) to hazardous area

Gas group IIB Capacitance 0,36 µF (max) Inductance 16,5 mH (max) or L/R ratio 236 µH/W Gas group IIC Capacitance 0,08 µF (max) Inductance 4,1 mH (max) or L/R ratio 58 µH/W




CABLE NO: CABLE TYPE: AREA IN mm2 SUPPLYER FROM TOWB001 2 x 2,5 YARD SUPPLY 220V Power supply Panel 5.0WB002 2 x 2,5 YARD SUPPLY 220V Aux. supply Panel 5.0WB501 2 x 1,5 YARD SUPPLY Panel 5.0 Panel 5.1WB502 2 x 2,5 YARD SUPPLY Panel 5.0 Panel 5.2WB506A 4 x 1,5 YARD SUPPLY Panel 5.0 Panel 5.6AWB105A 2 x 1,5 YARD SUPPLY Panel 5.6A Heater Motor blower 1.05AWB506B 4 x 1,5 YARD SUPPLY Panel 5.0 Panel 5.6BWB56A/1 4 x 1,5 YARD SUPPLY Panel 5.6A Power management system (OPTION)WB56B/1 4 x 1,5 YARD SUPPLY Panel 5.6B Power management system (OPTION)WB105B 2 x 1,5 YARD SUPPLY Panel 5.6B Heater Motor blower 1.05BWB510A 4 x 1,5 YARD SUPPLY Panel 5.0 Panel 5.10A Starter deck seal pumpAWB510B 4 x 1,5 YARD SUPPLY Panel 5.0 Panel 5.10B Starter deck seal pumpBWB508A 4 x 1,5 YARD SUPPLY Panel 5.0 5.8A Starter Scrubber pumpWB508B 4 x 1,5 YARD SUPPLY Panel 5.0 5.8B Starter Stand-by pump 1WB757 2 x 1,5 AIR PRODUCTS Panel 5.2 Solenoid valve, XV 7.57WB747 2 x 1,5 AIR PRODUCTS Panel 5.2 Solenoid valve, XV 7.47WB748 2 x 1,5 YARD SUPPLY Panel 5.2 Solenoid valve, XV 7.48WB142A 2 x 1,5 YARD SUPPLY Panel 5.2 Solenoid valve, XV 1.42AWB142B 2 x 1,5 YARD SUPPLY Panel 5.2 Solenoid valve, XV 1.42BWB241 2 x 1,5 YARD SUPPLY Panel 5.2 Solenoid valve, XV 2.41WB291 2 x 1,5 YARD SUPPLY Panel 5.2 Solenoid valve, XV 2.91WB150A 2 x 1,5 AIR PRODUCTS Panel 5.2 Flame sensor BE-150AWB150B 2 x 1,5 AIR PRODUCTS Panel 5.2 Flame sensor BE-150B




CABLE NO: CABLE TYPE: AREA IN mm2 SUPPLYER FROM TOWB155 2 x 1,5 AIR PRODUCTS Panel 5.2 Solenoid valve, XV 1.55WB758 2 x 1,5 AIR PRODUCTS Panel 5.2 Solenoid valve, XV 7.58WB522/1 6 x 1,5 YARD SUPPLY Panel 5.2 Panel 5.22WB522/2 2 x 1,5 YARD SUPPLY Panel 5.2 Panel 5.22WB143 2 x 1,5 AIR PRODUCTS Panel 5.2 PSLL-1.43



PMP ORDER NO. : 14998 CLIENT : DSME DATE : 21-okt-04VOLTAGE: 440 V PROJECT: Hull 5254 618-440.xls

CABLE NO: CABLE TYPE: AREA IN mm2 SUPPLYER FROM TOWA506A YARD SUPPLY 440V Main Switchboard Panel 5.6A, Starter blower AWA105A YARD SUPPLY Panel 5.6A, Starter blower A Motor blower AWA105B YARD SUPPLY Panel 5.6B, Starter blower B Motor blower BWA506B YARD SUPPLY 440V Main Switchboard Panel 5.6B, Starter blower B

WA508A/1 YARD SUPPLY 440V Main Switchboard Starter panel scrubber pumpWA508A/2 YARD SUPPLY Starter panel scrubber pump Motor scrubber pumpWA508B/1 YARD SUPPLY 440V Main Switchboard Starter panel Stand-By Pump1WA508B/2 YARD SUPPLY Starter panel Stand-By pump Motor Stand-By pump 1

WA502 YARD SUPPLY 440V Main Switchboard panel 5.2WA704 YARD SUPPLY panel 5.2 Pilot fuel pumpWA702 YARD SUPPLY panel 5.2 Main fuel pump

WA740/1 AIR PRODUCTS panel 5.2 Frequency controllerWA740/2 AIR PRODUCTS panel 5.2 Frequency controller

WA510A/1 YARD SUPPLY 440V Main Switchboard Starter panel 5.10AWA510A/2 YARD SUPPLY Starter panel 5.10A Deck seal pump A Motor Deck seal pumpAWA510B/1 YARD SUPPLY 440V Main Switchboard Starter panel 5.10BWA510B/2 YARD SUPPLY Starter panel 5.10A Motor Deck seal pumpB
