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Cargo Operating Manual KLine Steam LNG PDF

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100% found this document useful (1 vote)

1K views323 pages

Cargo Operating Manual KLine Steam LNG PDF

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Debashish Priyanka Sinha

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TANGGUH PALUNG Cargo Operating Manual

Issue and Update Control................................................................................... 4 Part 3 Integrated Automation System (IAS) 4.7.3 Forced Boil-off Mist Separator............................................. 4 - 58
Introduction......................................................................................................... 8 3.1 IAS for General ................................................................................ 3 - 4 4.8 Custody Transfer System................................................................. 4 - 62
Cargo Machinery Symbols and Colour Scheme .............................................. 9 3.2 DEO Open Supervisory Station (DOSS) ........................................... 3 -4 4.8.1 Custody Transfer System ...................................................... 4 - 62
Abbreviations .................................................................................................... 10 3.3 DOHS (DEO Open History Station) .................................................. 3 -9 4.8.2 Float Level Gauge ................................................................ 4 - 68
IGC Code ........................................................................................................... 12 3.4 DOGS (DEO Open Gateway Station)................................................ 3 -9 4.8.3 Trim - List indicator.............................................................. 4 - 72
Enclosed Space .................................................................................................. 14 3.5 TSS (Thin Client Supervisory Sever) ................................................ 3 -9 4.9 Nitrogen Production System............................................................ 4 - 74
3.6 DOPC ІІ (DEO Process Controller ІІ) ............................................... 3 -9 4.10 Inert Gas and Dry Air System ....................................................... 4 - 78
3.7 Alarm Management ......................................................................... 3 -10 4.11 Gas Detection System.................................................................... 4 - 85
Part 1 : Design Concept of the Vessel 3.7.1 Classification of Alarm ......................................................... 3 -10 4.12 Valve Remote Control ................................................................... 4 - 88
1.1 Principal Particulars ........................................................................... 1 - 1 3.7.2 Alarm Acceptance Procedure ................................................ 3 -10 4.12.1 Cargo Valve Remote Control System ................................. 4 - 88

SAMSUNG
1.1.1 Principal Particulars of the Ship.............................................. 1 - 1 3.8 Alarm Printout ..................................................................................3 -11 4.12.2 Ballast and F.O. Valve Remote Control System ................. 4 - 90
1.1.2 Principal Particulars of Cargo Machinery ............................... 1 - 2 3.9 Fast Alarm Function .........................................................................3 -11 4.13 Emergency Shutdown System ....................................................... 4 - 94
1.1.3 Maker List ............................................................................... 1 - 4 3.10 Data Logging ..................................................................................3 -11 4.14 Ship Shore Communication System .............................................. 4 - 98
1.1.4 General Arrangement .............................................................. 1 - 6 3.11 Extension Alarm and Engineer’s Alarm......................................... 3 -12 4.14.1 Ship Shore Link .................................................................. 4 - 98
1.1.5 Tanks and Capacity Plan ......................................................... 1 - 7 3.11.1 Extension Alarm ................................................................. 3 -13 4.14.2 Mooring Load Monitoring System ................................... 4 - 101
1.2 Classification, Rules and Regulations ................................................ 1 - 9 4.15 Relief Systems ............................................................................. 4 - 102
1.3 Design Concept of the Cargo System .............................................. 1 - 12 Illustration 4.15.1 Cargo Tank Relief Valves ................................................. 4 - 102
1.3.1 Cargo Containment System Principle ................................... 1 - 12 3.1a IAS Overview (System Configuration)............................................ 3 -1 4.15.2 IBS & IS Relief Valves ..................................................... 4 - 103
1.3.2 Membrane Cargo Containment ............................................. 1 - 20 3.1b IAS Overview (System Connection) ............................................... 3 -2 4.15.3 Cargo Tank and Insulation Space Relief Valves Operating
1.3.3 Deterioration or Failure......................................................... 1 - 21 3.1c IAS Overview (Power Supply Concept) .......................................... 3 -3 Principle ...................................................................................... 4 - 104
1.4 Hazardous Areas and Gas Dangerous Zone ..................................... 1 - 24 3.2a Display Layout................................................................................. 3 -5 4.15.4 Pipe Relief Valves............................................................. 4 - 106
3.2b Keyboard ......................................................................................... 3 -5
Illustration 3.6a DOPC Control Module (DOCM)..................................................... 3 -9 Illustration
1.3a Cargo Tank Lining Reinforcement ................................................. 1 - 11 3.7a Alarm Acceptance Procedure ......................................................... 3 -10 4.1a Cargo Piping System ....................................................................... 4 - 1
1.3.1b Cargo Tank General .................................................................... 1 - 15 3.8a Alarm Printer Configuration ...........................................................3 -11 4.1b Cargo Tank Arrangement................................................................. 4 - 3

K-LINE
1.3.2a Construction of Containment System.......................................... 1 - 16 3.8b Example of Alarm Printout .............................................................3 -11 4.3.1a Main Cargo Pump ......................................................................... 4 - 9
1.3.2b Construction of Containment System – Flat Area....................... 1 - 17 3.9a Example of Alarm Printout .............................................................3 -11 4.3.1b Characteristic Curve of Cargo Pumps ........................................ 4 - 11
1.3.2c Construction of Containment System – Corner Part 1 ................ 1 - 18 3.11a Extension Alarm and Engineer Call System ................................ 3 -12 4.3.1c Cargo Pump Start / Stop Sequence ............................................. 4 - 13
1.3.2d Construction of Containment System – Corner Part 2 ................ 1 - 19 3.11.1a Layout of Group Alarm Indication ............................................ 3 -14 4.3.2a Stripping / Spray Pump ............................................................... 4 - 15
1.3.3a Temperature and Steel Grades ..................................................... 1 - 22 3.11.1b Alarm Annunciation Sequence for Machinery System ............. 3 -15 4.3.2b Characteristic Curve of Stripping/Spray Pumps ......................... 4 - 17
1.4a Hazardous Areas and Gas Dangerous Zone ................................... 1 - 23 3.11.1c Alarm Annunciation Sequence for Cargo System ..................... 3 -15 4.3.3a Fuel Gas Pump............................................................................ 4 - 21
1.4b Hazardous Areas and Gas Dangerous Zone Plan ........................... 1 - 24 3.11.1d Alarm Annunciation Sequence for Navigation System ............. 3 -16 4.3.3b Characteristic Curve of Fuel Gas Pumps .................................... 4 - 23
4.3.4a Emergency Cargo Pump ............................................................. 4 - 25
4.3.4b Characteristic Curve of Emergency Cargo Pump ....................... 4 - 25
Part 2 : Properties of Gases 4.4.1a HD Compressor .......................................................................... 4 - 27
Part 4 : Cargo System
2.1 Characteristics of LNG ...................................................................... 2 - 3 4.4.1b HD Compressor Performance Curve .......................................... 4 - 29
4.1 Design Concept.................................................................................. 4 - 2
2.1.1 Physical Properties and Composition of LNG ........................ 2 - 3 4.4.2a LD Compressor........................................................................... 4 - 33
4.1.1 Cargo Piping ...........................................................................4 - 2
2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures .... 2 - 5 4.4.2b LD Compressor Performance Curve .......................................... 4 - 35
4.1.2 Material and specification of pipes and fittings ......................4 - 5
2.1.3 Supplementary Characteristics of LNG .................................. 2 - 6 4.5a Boil-off / Warm-up Heaters ........................................................... 4 - 39
4.2 Cargo Valve Check List ..................................................................... 4 - 7
2.1.4 Avoidance of Cold Shock to Metal ......................................... 2 - 7 4.6a LNG Vaporiser ............................................................................... 4 - 45
4.3 Cargo Pumps.................................................................................... 4 - 10
2.2 Properties of Nitrogen and Inert Gas ................................................. 2 - 8 4.7.1a Forcing Vaporiser........................................................................ 4 - 49
4.3.1 Main Cargo Pumps ...............................................................4 - 10
4.7.2a NBO Mist Separator ................................................................... 4 - 53
4.3.2 Stripping/Spray Pumps .........................................................4 - 16
Illustration 4.7.3a FBO Mist Separator .................................................................... 4 - 57
4.3.3 Fuel Gas Pump......................................................................4 - 22
2.1.1a Density Ratio Methane/Ambient Air Versus Temperature ............ 2 - 1 4.8.1a Custody Transfer System ............................................................ 4 - 61
4.3.4 Emergency Cargo Pump .......................................................4 - 26
2.1.1b Phase Diagram: Nitrogen-Methane ............................................... 2 - 1 4.8.1b Liquefied Gas Gauge .................................................................. 4 - 63
4.4 Cargo Compressors .......................................................................... 4 - 28
2.1.1b Boiling Point of Methane with Pressure ....................................... 2 - 4 4.8.1c Temperature Sensor .................................................................... 4 - 63
4.4.1 HD Compressors...................................................................4 - 28
2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures .......... 2 - 5 4.8.2a Float Level Gauge System .......................................................... 4 - 67
4.4.2. LD Compressors ..................................................................4 - 34
2.1.3a Structural Steel Ductile to Brittle Transition Curve ...................... 2 - 7 4.8.2b Float Level Gauge ...................................................................... 4 - 70
4.5 Boil-off / Warm-up Heaters ............................................................. 4 - 40
4.8.2c Float Level Gauge ...................................................................... 4 - 70
4.6 LNG Vaporiser ................................................................................. 4 - 46
4.9a Nitrogen Generator ........................................................................ 4 - 73
4.7 Forcing Vaporiser and Mist Separator ............................................. 4 - 50
4.10a Inert Gas and Dry Air System ...................................................... 4 - 77
4.7.1 Forcing Vaporiser..................................................................4 - 50
4.10b Inert Gas and Dry Air System ..................................................... 4 - 79
4.7.2 Natural Boil-off Mist Separator ............................................4 - 54

IMO No. 9355379 1 Index / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.11a Gas Detection System .................................................................. 4 - 83 Part 6 : Cargo Operations 6.5.5a Ballasting .................................................................................... 6 - 49
4.11b Gas Detection System .................................................................. 4 - 84 6.1 Post Dry Dock Operation................................................................... 6 - 4 6.6.1a Stripping ..................................................................................... 6 - 51
4.12.1a Cargo Valve Hydraulic Lines .................................................... 4 - 87 6.1.1. Procedure for Normal Insulation Space Inerting ................... 6 - 4 6.6.2a Tank Warm Up with Venting -1st................................................ 6 - 53
4.12.3a Ballast Valve Hydraulic Lines ................................................... 4 - 89 6.1.2 Drying Cargo Tanks ................................................................ 6 - 6 6.6.2b Tank Warm Up with Venting -2nd .............................................. 6 - 55
4.13a Emergency Shutdown System ...................................................... 4 - 93 6.1.3 Inerting Cargo Tanks............................................................. 6 - 10 6.6.2c Tank Warm Up with Gas Burning ............................................... 6 - 57
4.13b ESDS Pneumatic System ............................................................. 4 - 95 6.1.4 Gassing-up Cargo Tanks ....................................................... 6 - 12 6.6.3a Gas Freeing at Sea or to Shore ................................................... 6 - 59
4.14a Ship-Shore Link ........................................................................... 4 - 97 6.1.5 Cooling Down Cargo Tanks.................................................. 6 - 18 6.6.3b Gas Freeing through GCU .......................................................... 6 - 61
4.15.1a Cargo Tank Relief Valves ........................................................ 4 - 102 6.2 Ballast Voyage ................................................................................. 6 - 20 6.6.4a Aeration ...................................................................................... 6 - 63
4.15.2a IBS & IS Relief Valves............................................................ 4 - 103 6.2.1 Cooling Down Tanks Prior to Arrival ................................... 6 - 22
4.15.4a Pipe Relief Valves (REC131-S1(E)) ....................................... 4 - 106 6.3 Loading ............................................................................................ 6 - 25

SAMSUNG
4.15.4b Pipe Relief Valves (REC131-S1(N)) ....................................... 4 - 106 6.3.1 Preparations for Loading ...................................................... 6 - 25 Part 7 : Emergency Procedures
6.3.2 Cargo Lines Cool Down ....................................................... 6 - 28 7.1 Vapour Leakage ................................................................................. 7 - 2
6.3.3 To Load Cargo with Vapour Return to Shore ........................ 6 - 30 7.2 Liquid Leakage .................................................................................. 7 - 4
Part 5 : Cargo Auxiliary and Deck Equipment 6.3.4 De-Ballasting ........................................................................ 6 - 34 7.3 Water Leakage to Barrier Space ........................................................ 7 - 6
5.1 Temperature Monitoring System ....................................................... 5 - 3 6.4 Loaded Voyage with Boil-Off Gas Burning..................................... 6 - 36 7.4 Fire and Emergency Breakaway ........................................................ 7 - 7
5.2 Insulation Space Nitrogen Control System ....................................... 5 - 6 6.4.1 Gas Burning Overview ......................................................... 6 - 36 7.5 Emergency Cargo Pump Installation ............................................... 7 - 10
5.3 Cofferdam Glycol Heating System.................................................. 5 - 10 6.4.2 Gas Burning with Forcing Vaporiser .................................... 6 - 38 7.6 One Tank Operation ........................................................................ 7 - 14
5.3.1 Glycol Water Heater ............................................................. 5 - 10 6.5 Discharging ...................................................................................... 6 - 40 7.6.1 Warm Up (No.3 Cargo Tank)................................................ 7 - 14
5.3.2 Cofferdam Heating System .................................................. 5 - 12 6.5.1 Preparations for Discharging ................................................ 6 - 40 7.6.2 Inerting (Gas freeing) (No.3 Cargo Tank) ............................ 7 - 16
5.3.3 Hull Ventilation .................................................................... 5 - 16 6.5.2 Liquid Line Cool Down before Discharging ........................ 6 - 44 7.6.3 Aeration (No.3 Cargo Tank) ................................................. 7 - 18
5.4 Cargo Machinery F.W. Cooling System .......................................... 5 - 18 6.5.3 Arm Cool Down before Discharging .................................... 6 - 46 7.6.4 Drying and Inerting (No.3 Cargo Tank) ............................... 7 - 20
5.5 Ballast System ................................................................................. 5 - 20 6.5.4 Discharging with Vapour Return from Shore........................ 6 - 48 7.6.5 Gassing-Up (No.3 Cargo Tank) ............................................ 7 - 24
5.5.1 Ballast Piping System .......................................................... 5 - 20 6.5.5 Ballasting .............................................................................. 6 - 50 7.6.6 Cool Down (No.3 Cargo Tank)............................................. 7 - 26
5.5.2 Ballast Exchange System ..................................................... 5 - 22 6.6 Pre-Dry Dock Operations ................................................................ 6 - 52 7.7 Ship to Ship Transfer ....................................................................... 7 - 27
5.6 Loading Computer........................................................................... 5 - 23 6.6.1 Stripping and Line Draining ................................................. 6 - 52 7.8 Jettisoning of Cargo......................................................................... 7 - 29

K-LINE
5.6.1 ON-Line and OFF-Line Mode ............................................. 5 - 23 6.6.2 Tank Warm Up ...................................................................... 6 - 54
5.6.2 Software Configuration ........................................................ 5 - 23 6.6.3 Gas Freeing ........................................................................... 6 - 60 Illustration
5.6.3 Explanation of the Ship Manager Screen ............................. 5 - 25 6.6.4 Aeration ................................................................................ 6 - 64 7.1a Insulation Space Nitrogen Control System ...................................... 7 - 1
5.6.4 Operation Explanation ......................................................... 5 - 26 7.1b I.B.S. and I.S. Piping Arrangement on Liquid Dome ...................... 7 - 2
5.7 Bilge System for Cargo Compressor Room .................................... 5 - 28 Illustration 7.2a LNG Drain from Inter Barrier Space ............................................... 7 - 3
5.8 Control and Instrument Air System ................................................. 5 - 29 6.1.1a I.B.S. and I.S. Piping Arrangement on Liquid Dome.................... 6 - 1 7.3a Water Drain from Insulation Space.................................................. 7 - 5
5.9 Compressed Air System .................................................................. 5 - 31 6.1.1b IBS and IS Piping Arrangement on Gas Line ............................... 6 - 2 7.3b Water Drain From Insulation Space ................................................ 7 - 6
5.10 Emergency Air System .................................................................. 5 - 32 6.1.1c Insulation Space Inerting .............................................................. 6 - 3 7.5aEmergency Cargo Pump Installation ................................................ 7 - 9
6.1.2a Drying Cargo Tanks (Bottom Filling) ........................................... 6 - 5 7.6.1a Warm Up (No.3 Cargo Tank) ...................................................... 7 - 13
Illustration 6.1.2b Drying Cargo Tanks (Top Filling) ................................................ 6 - 7 7.6.2a Inerting (Gas Freeing) (No.3 tank) ............................................. 7 - 15
5.1a Temperature Sensors in Cofferdams, Trunk Deck and Duct Keel ... 5 - 1 6.1.3a Inerting Cargo Tanks ..................................................................... 6 - 9 7.6.3a Aeration (No.3 Cargo Tank) ....................................................... 7 - 17
5.1b Temperature Sensors on Secondary Barrier..................................... 5 - 2 6.1.4a Gassing-up Cargo Tanks (Stage-1).............................................. 6 - 11 7.6.4a Drying (No.3 Cargo Tank) .......................................................... 7 - 19
5.1c Cargo Tank Temperature.................................................................. 5 - 3 6.1.4b Gassing-up Cargo Tanks (Stage-2) ............................................. 6 - 13 7.6.4b Inerting (No.3 Cargo Tank) ........................................................ 7 - 21
5.2a Insulation Space Nitrogen Control System ...................................... 5 - 5 6.1.4c Gassing-up through GCU ........................................................... 6 - 15 7.6.5a Gassing-Up (No.3 Cargo Tank) .................................................. 7 - 23
5.2b Barrier Space N2 Pressurization Control ......................................... 5 - 7 6.1.5a Cooling Down Cargo Tanks ........................................................ 6 - 17 7.6.6a Cool Down (No.3 Cargo Tank) ................................................... 7 - 25
5.3.1a Glycol Water Heater ..................................................................... 5 - 9 6.2.1a Cooling Down Tanks Prior to Arrival ......................................... 6 - 21
5.3.2a Cofferdam Glycol Heating System ............................................. 5 - 11 6.3a Cool down & Loading Sequence ................................................... 6 - 24
5.3.3a Hull Ventilation........................................................................... 5 - 15 6.3.2a Cargo Lines Cool Down ............................................................. 6 - 27 Part 8 : Fire Fighting System
5.4a Auxiliary Fresh Water Cooling System ......................................... 5 - 17 6.3.3a Loading with Vapour Return to Shore ........................................ 6 - 29 8.1 Fire and Deck Wash System ............................................................. 8 - 2
5.5a Ballast System ............................................................................... 5 - 19 6.3.4a De-Ballasting .............................................................................. 6 - 33 8.2 Water Spray System .......................................................................... 8 - 6
5.5.2c Sequence of Ballast Exchange .................................................... 5 - 21 6.4.1a Gas Firing ................................................................................... 6 - 35 8.3 Dry Powder System .......................................................................... 8 - 8
5.7a Bilge System for Cargo Compressor Room................................... 5 - 27 6.4.2a Gas Burning with Forcing Vaporiser........................................... 6 - 37 8.4 CO2 System ..................................................................................... 8 - 12
5.8a Control and Instrument Air System A............................................ 5 - 29 6.5a LNG Discharging Operation Sequence .......................................... 6 - 39 8.5 Fire Detection System ..................................................................... 8 - 18
5.8b Control and Instrument Air System B ........................................... 5 - 30 6.5.1a Inerting Manifold Connections ................................................... 6 - 41 8.6 Emergency Escape from E/R .......................................................... 8 - 21
5.9a Compressed Air System................................................................. 5 - 31 6.5.2a Liquid Line Cool Down before Discharging............................... 6 - 43
5.10a Emergency Air System ................................................................ 5 - 32 6.5.3a Arm Cool Down before Discharging .......................................... 6 - 45
6.5.4a Discharging with Gas Return from Shore ................................... 6 - 47

IMO No. 9355379 2 Index / Issue 1

SAMSUNG
8.5a Fire Detection and Alarm System .................................................. 8 - 17
8.5b Fire Detection and Alarm System Loop ........................................ 8 - 19
8.6a Emergency Escape from Engine Room ......................................... 8 - 21

K-LINE
IMO No. 9355379 3 Index / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Issue and Update Control
Item Issue 1 Issue 2 Issue 3
This manual was produced by: Part 2 : Properties of Gases
2.1 Characteristics of LNG Feb. 2009
PENTATECH CO., LTD. 2.1.1 Physical Properties and Composition of LNG Feb. 2009
For any new issue or update contact: 2.1.2 Flammability of Methane, Oxygen and Nitrogen Feb. 2009
Mixtures
6F, Marine Venture Center Korea Maritime University 2.1.3 Supplementary Characteristics of LNG Feb. 2009
1, Dongsam-Dong, Yeongdo-Gu, Busan, Korea 2.1.4 Avoidance of Cold Shock to Metal Feb. 2009

SAMSUNG
2.2 Properties of Nitrogen and Inert Gas Feb. 2009
E-Mail: [email protected]
Illustration
1. Modification/Correction Records 2.1.1a Density Ratio Methane/Ambient Air Versus Feb. 2009
Temperature
Item Issue 1 Issue 2 Issue 3 2.1.1b Phase Diagram: Nitrogen-Methane Feb. 2009
Issue and Update Control Feb. 2009 2.1.1b Boiling Point of Methane with Pressure Feb. 2009
Introduction Feb. 2009 2.1.2a Flammability of Methane, Oxygen and Nitrogen Feb. 2009
Cargo Machinery Symbols and Colour Scheme Feb. 2009 Mixtures
Abbreviations Feb. 2009 2.1.3a Structural Steel Ductile to Brittle Transition Curve Feb. 2009
IGC Code Feb. 2009
Enclosed Space Feb. 2009
Part 3 Integrated Automation System (IAS)
3.1 IAS for General Feb. 2009
Part 1 : Design Concept of the Vessel 3.2 DEO Open Supervisory Station (DOSS) Feb. 2009

K-LINE
1.1 Principal Particulars Feb. 2009 3.3 DOHS (DEO Open History Station) Feb. 2009
1.1.1 Principal Particulars of the Ship Feb. 2009 3.4 DOGS (DEO Open Gateway Station) Feb. 2009
1.1.2 Principal Particulars of Cargo Machinery Feb. 2009 3.5 TSS (Thin Client Supervisory Sever) Feb. 2009
1.1.3 Maker List Feb. 2009 3.6 DOPC ІІ (DEO Process Controller ІІ) Feb. 2009
1.1.4 General Arrangement Feb. 2009 3.7 Alarm Management Feb. 2009
1.1.5 Tanks and Capacity Plan Feb. 2009 3.7.1 Classification of Alarm Feb. 2009
1.2 Classification, Rules and Regulations Feb. 2009 3.7.2 Alarm Acceptance Procedure Feb. 2009
1.3 Design Concept of the Cargo System Feb. 2009 3.8 Alarm Printout Feb. 2009
1.3.1 Cargo Containment System Principle Feb. 2009 3.9 Fast Alarm Function Feb. 2009
1.3.2 Membrane Cargo Containment Feb. 2009 3.10 Data Logging Feb. 2009
1.3.3 Deterioration or Failure Feb. 2009 3.11 Extension Alarm and Engineer’s Alarm Feb. 2009
1.4 Hazardous Areas and Gas Dangerous Zone Feb. 2009 3.11.1 Extension Alarm Feb. 2009

Illustration Illustration
1.3a Cargo Tank Lining Reinforcement Feb. 2009 3.1a IAS Overview (System Configuration) Feb. 2009
1.3.1b Cargo Tank General Feb. 2009 3.1b IAS Overview (System Connection) Feb. 2009
1.3.2a Construction of Containment System Feb. 2009 3.1c IAS Overview (Power Supply Concept) Feb. 2009
1.3.2b Construction of Containment System – Flat Area Feb. 2009 3.2a Display Layout Feb. 2009
1.3.2c Construction of Containment System – Corner Part 1 Feb. 2009 3.2b Keyboard Feb. 2009
1.3.2d Construction of Containment System – Corner Part 2 Feb. 2009 3.6a DOPC Control Module (DOCM) Feb. 2009
1.3.3a Temperature and Steel Grades Feb. 2009 3.7a Alarm Acceptance Procedure Feb. 2009
1.4a Hazardous Areas and Gas Dangerous Zone Feb. 2009 3.8a Alarm Printer Configuration Feb. 2009
1.4b Hazardous Areas and Gas Dangerous Zone Plan Feb. 2009 3.8b Example of Alarm Printout Feb. 2009
3.9a Example of Alarm Printout Feb. 2009

IMO No. 9355379 4 Issue and Update Control / Issue 1

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3

Part 4 : Cargo System 4.3.2a Stripping / Spray Pump Feb. 2009
4.1 Design Concept Feb. 2009 4.3.2b Characteristic Curve of Stripping/Spray Pumps Feb. 2009
4.1.1 Cargo Piping Feb. 2009 4.3.3a Fuel Gas Pump Feb. 2009
4.1.2 Material and specification of pipes and fittings Feb. 2009 4.3.3b Characteristic Curve of Fuel Gas Pumps Feb. 2009
4.2 Cargo Valve Check List Feb. 2009 4.3.4a Emergency Cargo Pump Feb. 2009
4.3 Cargo Pumps Feb. 2009 4.3.4b Characteristic Curve of Emergency Cargo Pump Feb. 2009
4.3.1 Main Cargo Pumps Feb. 2009 4.4.1a HD Compressor Feb. 2009

SAMSUNG
4.3.2 Stripping/Spray Pumps Feb. 2009 4.4.1b HD Compressor Performance Curve Feb. 2009
4.3.3 Fuel Gas Pump Feb. 2009 4.4.2a LD Compressor Feb. 2009
4.3.4 Emergency Cargo Pump Feb. 2009 4.4.2b LD Compressor Performance Curve Feb. 2009
4.4 Cargo Compressors Feb. 2009 4.5a Boil-off / Warm-up Heaters Feb. 2009
4.4.1 HD Compressors Feb. 2009 4.6a LNG Vaporiser Feb. 2009
4.4.2. LD Compressors Feb. 2009 4.7.1a Forcing Vaporiser Feb. 2009
4.5 Boil-off / Warm-up Heaters Feb. 2009 4.7.2a NBO Mist Separator Feb. 2009
4.6 LNG Vaporiser Feb. 2009 4.7.3a FBO Mist Separator Feb. 2009
4.7 Forcing Vaporiser and Mist Separator Feb. 2009 4.8.1a Custody Transfer System Feb. 2009
4.7.1 Forcing Vaporiser Feb. 2009 4.8.1b Liquefied Gas Gauge Feb. 2009
4.7.2 Natural Boil-off Mist Separator Feb. 2009 4.8.1c Temperature Sensor Feb. 2009
4.7.3 Forced Boil-off Mist Separator Feb. 2009 4.8.2a Float Level Gauge System Feb. 2009
4.8 Custody Transfer System Feb. 2009 4.8.2b Float Level Gauge Feb. 2009
4.8.1 Custody Transfer System Feb. 2009 4.8.2c Float Level Gauge Feb. 2009
4.8.2 Float Level Gauge Feb. 2009 4.9a Nitrogen Generator Feb. 2009

K-LINE
4.8.3 Trim - List indicator Feb. 2009 4.10a Inert Gas and Dry Air System Feb. 2009
4.9 Nitrogen Production System Feb. 2009 4.10b Inert Gas and Dry Air System Feb. 2009
4.10 Inert Gas and Dry Air System Feb. 2009 4.11a Gas Detection System Feb. 2009
4.11 Gas Detection System Feb. 2009 4.11b Gas Detection System Feb. 2009
4.12 Valve Remote Control Feb. 2009 4.12.1a Cargo Valve Hydraulic Lines Feb. 2009
4.12.1 Cargo Valve Remote Control System Feb. 2009 4.12.3a Ballast Valve Hydraulic Lines Feb. 2009
4.12.2 Ballast and F.O. Valve Remote Control System Feb. 2009 4.13a Emergency Shutdown System Feb. 2009
4.13 Emergency Shutdown System Feb. 2009 4.13b ESDS Pneumatic System Feb. 2009
4.14 Ship Shore Communication System Feb. 2009 4.14a Ship-Shore Link Feb. 2009
4.14.1 Ship Shore Link Feb. 2009 4.15.1a Cargo Tank Relief Valves Feb. 2009
4.14.2 Mooring Load Monitoring System Feb. 2009 4.15.2a IBS & IS Relief Valves Feb. 2009
4.15 Relief Systems Feb. 2009 4.15.4a Pipe Relief Valves (REC131-S1(E)) Feb. 2009
4.15.1 Cargo Tank Relief Valves Feb. 2009 4.15.4b Pipe Relief Valves (REC131-S1(N)) Feb. 2009
4.15.2 IBS & IS Relief Valves Feb. 2009
4.15.3 Cargo Tank and Insulation Space Relief Valves Feb. 2009
Operating Principle Part 5 : Cargo Auxiliary and Deck Equipment
4.15.4 Pipe Relief Valves Feb. 2009 5.1 Temperature Monitoring System Feb. 2009
5.2 Insulation Space Nitrogen Control System Feb. 2009
Illustration 5.3 Cofferdam Glycol Heating System Feb. 2009
4.1a Cargo Piping System Feb. 2009 5.3.1 Glycol Water Heater Feb. 2009
4.1b Cargo Tank Arrangement Feb. 2009 5.3.2 Cofferdam Heating System Feb. 2009
4.3.1a Main Cargo Pump Feb. 2009 5.3.3 Hull Ventilation Feb. 2009
4.3.1b Characteristic Curve of Cargo Pumps Feb. 2009 5.4 Cargo Machinery F.W. Cooling System Feb. 2009
4.3.1c Cargo Pump Start / Stop Sequence Feb. 2009 5.5 Ballast System Feb. 2009

IMO No. 9355379 5 Issue and Update Control / Issue 1

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3

5.5.2c Sequence of Ballast Exchange Feb. 2009 6.1.1c Insulation Space Inerting Feb. 2009
5.7a Bilge System for Cargo Compressor Room Feb. 2009 6.1.2a Drying Cargo Tanks (Bottom Filling) Feb. 2009
5.8a Control and Instrument Air System A Feb. 2009 6.1.2b Drying Cargo Tanks (Top Filling) Feb. 2009
5.8b Control and Instrument Air System B Feb. 2009 6.1.3a Inerting Cargo Tanks Feb. 2009
5.9a Compressed Air System Feb. 2009 6.1.4a Gassing-up Cargo Tanks (Stage-1) Feb. 2009
5.10a Emergency Air System Feb. 2009 6.1.4b Gassing-up Cargo Tanks (Stage-2) Feb. 2009
6.1.4c Gassing-up through GCU Feb. 2009

SAMSUNG
6.1.5a Cooling Down Cargo Tanks Feb. 2009
Part 6 : Cargo Operations 6.2.1a Cooling Down Tanks Prior to Arrival Feb. 2009
6.1 Post Dry Dock Operation Feb. 2009 6.3a Cool down & Loading Sequence Feb. 2009
6.1.1. Procedure for Normal Insulation Space Inerting Feb. 2009 6.3.2a Cargo Lines Cool Down Feb. 2009
6.1.2 Drying Cargo Tanks Feb. 2009 6.3.3a Loading with Vapour Return to Shore Feb. 2009
6.1.3 Inerting Cargo Tanks Feb. 2009 6.3.4a De-Ballasting Feb. 2009
6.1.4 Gassing-up Cargo Tanks Feb. 2009 6.4.1a Gas Firing Feb. 2009
6.1.5 Cooling Down Cargo Tanks Feb. 2009 6.4.2a Gas Burning with Forcing Vaporiser Feb. 2009
6.2 Ballast Voyage Feb. 2009 6.5a LNG Discharging Operation Sequence Feb. 2009
6.2.1 Cooling Down Tanks Prior to Arrival Feb. 2009 6.5.1a Inerting Manifold Connections Feb. 2009
6.3 Loading Feb. 2009 6.5.2a Liquid Line Cool Down before Discharging Feb. 2009
6.3.1 Preparations for Loading Feb. 2009 6.5.3a Arm Cool Down before Discharging Feb. 2009
6.3.2 Cargo Lines Cool Down Feb. 2009 6.5.4a Discharging with Gas Return from Shore Feb. 2009
6.3.3 To Load Cargo with Vapour Return to Shore Feb. 2009 6.5.5a Ballasting Feb. 2009
6.3.4 De-Ballasting Feb. 2009 6.6.1a Stripping Feb. 2009

K-LINE
6.4 Loaded Voyage with Boil-Off Gas Burning Feb. 2009 6.6.2a Tank Warm Up with Venting -1st Feb. 2009
6.4.1 Gas Burning Overview Feb. 2009 6.6.2b Tank Warm Up with Venting -2nd Feb. 2009
6.4.2 Gas Burning with Forcing Vaporiser Feb. 2009 6.6.2c Tank Warm Up with Gas Burning Feb. 2009
6.5 Discharging Feb. 2009 6.6.3a Gas Freeing at Sea or to Shore Feb. 2009
6.5.1 Preparations for Discharging Feb. 2009 6.6.3b Gas Freeing through GCU Feb. 2009
6.5.2 Liquid Line Cool Down before Discharging Feb. 2009 6.6.4a Aeration Feb. 2009
6.5.3 Arm Cool Down before Discharging Feb. 2009
6.5.4 Discharging with Vapour Return from Shore Feb. 2009
6.5.5 Ballasting Feb. 2009 Part 7 : Emergency Procedures
6.6 Pre-Dry Dock Operations Feb. 2009 7.1 Vapour Leakage Feb. 2009
6.6.1 Stripping and Line Draining Feb. 2009 7.2 Liquid Leakage Feb. 2009
6.6.2 Tank Warm Up Feb. 2009 7.3 Water Leakage to Barrier Space Feb. 2009
6.6.3 Gas Freeing Feb. 2009 7.4 Fire and Emergency Breakaway Feb. 2009
6.6.4 Aeration Feb. 2009 7.5 Emergency Cargo Pump Installation Feb. 2009
5.5.2c Sequence of Ballast Exchange Feb. 2009 7.6 One Tank Operation Feb. 2009
5.7a Bilge System for Cargo Compressor Room Feb. 2009 7.6.1 Warm Up (No.3 Cargo Tank) Feb. 2009
5.8a Control and Instrument Air System A Feb. 2009 7.6.2 Inerting (Gas freeing) (No.3 Cargo Tank) Feb. 2009
5.8b Control and Instrument Air System B Feb. 2009 7.6.3 Aeration (No.3 Cargo Tank) Feb. 2009
5.9a Compressed Air System Feb. 2009 7.6.4 Drying and Inerting (No.3 Cargo Tank) Feb. 2009
5.10a Emergency Air System Feb. 2009 7.6.5 Gassing-Up (No.3 Cargo Tank) Feb. 2009
7.6.6 Cool Down (No.3 Cargo Tank) Feb. 2009
Illustration 7.7 Ship to Ship Transfer Feb. 2009
6.1.1a I.B.S. and I.S. Piping Arrangement on Liquid Dome Feb. 2009 7.8 Jettisoning of Cargo Feb. 2009
6.1.1b IBS and IS Piping Arrangement on Gas Line Feb. 2009 Feb. 2009

IMO No. 9355379 6 Issue and Update Control / Issue 1

Item Issue 1 Issue 2 Issue 3

Illustration
7.1a Insulation Space Nitrogen Control System Feb. 2009
7.1b I.B.S. and I.S. Piping Arrangement on Liquid Dome Feb. 2009
7.2a LNG Drain from Inter Barrier Space Feb. 2009
7.3a Water Drain from Insulation Space Feb. 2009
7.3b Water Drain From Insulation Space Feb. 2009
7.5aEmergency Cargo Pump Installation Feb. 2009

SAMSUNG
7.6.1a Warm Up (No.3 Cargo Tank) Feb. 2009
7.6.2a Inerting (Gas Freeing) (No.3 tank) Feb. 2009
7.6.3a Aeration (No.3 Cargo Tank) Feb. 2009
7.6.4a Drying (No.3 Cargo Tank) Feb. 2009
7.6.4b Inerting (No.3 Cargo Tank) Feb. 2009
7.6.5a Gassing-Up (No.3 Cargo Tank) Feb. 2009
7.6.6a Cool Down (No.3 Cargo Tank) Feb. 2009

Part 8 : Fire Fighting System

8.1 Fire and Deck Wash System Feb. 2009
8.2 Water Spray System Feb. 2009
8.3 Dry Powder System Feb. 2009
8.4 CO2 System Feb. 2009
8.5 Fire Detection System Feb. 2009

K-LINE
8.6 Emergency Escape from E/R Feb. 2009

Illustration
8.1a Fire and Deck Wash System - 1 Feb. 2009
8.1b Fire and Deck Wash System – 2 Feb. 2009
8.2a Water Spray System Feb. 2009
8.3a Dry Powder System Feb. 2009
8.3b Dry Powder System Feb. 2009
8.4a CO2 System Feb. 2009
8.4b CO2 System - Cargo Area Feb. 2009
8.4c CO2 System - Engine Area Feb. 2009
8.4d CO2 System - Local Area Feb. 2009
8.5a Fire Detection and Alarm System Feb. 2009
8.5b Fire Detection and Alarm System Loop Feb. 2009
8.6a Emergency Escape from Engine Room Feb. 2009

IMO No. 9355379 7 Issue and Update Control / Issue 1

Although the ship is supplied with Shipbuilder’s plans and manufacturer’s All illustrations are referred to in the text and are located either within or above the
instruction books, there is no single handbook which gives guidance on operating text where sufficiently small, so that both the text and illustration are accessible
complete systems. when the manual is laid face up. When text concerning an illustration covers
several pages, the illustration is duplicated above each page of text.
The purpose of this manual is to fill some of the gaps and to provide the ship’s
officers with additional information not otherwise available on board. It is intended Where flows are detailed in an illustration these are shown in colour. A key of all
to be used in conjunction with the other plans and instruction books already on colours and line styles used in an illustration is provided on the illustration.
board and in no way replaces or supersedes them. Details of colour coding used in the illustrations are given in the colour scheme.

SAMSUNG
In addition to containing detailed information on the machinery and related
systems, the machinery manual provided by each vendor contains safety Symbols given in the manual adhere to international standards and keys to the
procedures and procedures to be observed in emergencies and after accidents. symbols used throughout the manual are given on the following pages.

In many cases the best operating practice can only be learnt by experience. 5. Notices
Where the information in this manual is found to be inadequate or incorrect, details
should be sent to Hull Piping Design Team of SAMSUNG so that revisions may be The following notices occur throughout this manual:
made to manuals of other ships of the same class.
WARNING
3. Safe Operation Warnings are given to draw reader’s attention to operations where danger to life
or limb may occur.
The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping and are CAUTION
detailed in the various manuals available onboard. However, records show that Cautions are given to draw reader’s attention to operations where danger to
even experienced operators sometimes neglect safety precautions through over equipment or limb may occur.
familiarity and the following basic rules must be remembered at all times.
NOTE

K-LINE
1) Never continue to operate any machine or equipment which appears to be Notes are given to draw reader’s attention to points of interest or to supply
potentially unsafe or dangerous and always report such a condition supplementary information.
immediately.
2) Make a point of testing all safety equipment and devices regularly.
3) Never ignore any unusual or suspicious circumstances, no matter how
trivial. Small symptoms often appear before a major failure occurs.
4) Never underestimate the fire hazard of petroleum products, whether fuel oil
or cargo vapour.
5) Never start a machine remotely from the control room without checking
visually if the machine is able to operate satisfactorily.

In the design of equipment and machinery, devices are included to ensure that as
far as possible in the event of a fault occurring, whether on the part of the
equipment or the operator, the equipment concerned will cease to function without
danger to personnel or damage to the machine. If these safety devices are neglected,
the operation of any machine is potentially dangerous.

IMO No. 9355379 8 Introduction / Issue 1

DIV Symbol Description DIV Symbol Description DIV Symbol Description DIV Symbol Description Colour Scheme
Dresser Type Expansion Joint Seal Pot Storm Valve without Handle Hand Operated Cargo Liquid Line
Expansion Joint

General Valve & Cock

Sleeve Type Expansion Joint Acummulator 2-Way Cock (S-type) Remote Control
Cargo Vapour Line
Flexible Hose Joint Vacuum Breaker 3-Way Cock (L-type / T-type) Spring
Cargo Spray Line
S (R) Bellows Type Expantion Joint Sounding Head with Cap / 2-Way Ball Valve Float
SUS (Rubber) Filling Cap

SAMSUNG
Sounding Head with Self-Closing 3-Way Ball Valve Nitrogen Line

Operating Device
Rubber Compensator Device (L-type / T-type) Weight

Sounding Head with Plug Soil Valve

Expansion Bend Pipe
(Deck Flush Type) (3-Way, Rotary Disc) Hydraulic Operated Inert Gas Line
Blind (Blank) Flange Temperature Cap Foot Valve Intermediate Position Control Compressed Air Line
Spectacle Flange Fitting Air Vent Pipe Surface Valve Pneumatic Diaphragm Actuator
( : Open, : Shut)
Steam Line
Orifice Air Vent Pipe with Flame Screen Back Flow Preventer Pneumatic Piston Actuator

Float Type Air Vent Pipe Head Pressure Regulating Valve M

Steam Drain Line
Suction Bellmouth Electric Motor Driven
without Flame Screen (Spring Loaded)

Discharge / Drain
Float Type Air Vent Pipe Head
Flow Rate Regulating Valve A Air Motor Driven Fresh Water Line

Special Valve
with Flame Screen
Self Closing Valve
Scupper for General Oil Tray Coaming
(Globe / Angle)
Solenoid Actuator Sea Water (Including Fire Main) Line
Scupper with Rose Plate Remote Operated Em'cy
Air Horn Deck Stand (Reach Rod)
Shut-off Valve (Globe / Angle) Light Fuel Oil (D.O., Gas Oil) Line
Scupper for Coaming HB Fire Hose Box Safety / Relief Valve
Deck Stand (Hydraulic)

K-LINE
(Globe / Angle)
P1 P2
Lub. Oil & Hydraulic Oil Line
Hopper without Cover HR Fire Hose Reel Pressure Reducing Valve Centrifugal Type Pump

FB Foam Box Potary (Gear, Screw, Mono) Glycol Water Line

Hopper without Hinged Cover Ball Float Valve
Type Pump
Fitting

Hose Coupling Manual Adjusting Globe Valve Bilge, Sewage & Soil Line
Rose Box Hand Pump
(Cone Disc Type)

Pump
A
Stop Valve (Globe / Angle) Air Motor Valve Reciprocating Type Pump
Mud Box Sludge & Waste Oil Line
M M
Simplex Strainer Gate Valve Electric Motor Valve Eductor (Ejector)
Starting, Control & Service Air Line
Duplex Strainer with Butterfly Valve Thermostatic Temp.
Change Over Cock Regulating Valve Diaphram Pump
General Valve & Cock

Pneumatic Cylinder Rotary Disc Fuel Gas (B.O.G.) in Engine Room

Y-type Strainer Hydr. Operated Butterfly Vlave Flow Meter
Type 3-Way Temp. Control Valve
Disc Type Steam Trap with Screw Down Non Reutrn Valve
Solenoid Valve Observation Glass Acetylene Line
Strainer & Drain Plug (Globe / Angle)
Disc Type Steam Trap & Stop V/V Lift Check Non Reutrn Valve
(Steam Trap Unit : Jokwang Type) (Globe / Angle)
Pneumatic Piston Valve Float Type Level Gauge Oxygen Line

Gauge
Pneumatic Diaphragm Control
Float Type Steam Trap Swing Check Valve Sight Glass
Valve CO2 Line
Pneumatic Diaphragm Control
Air Filter Regulator Hose Valve (Globe / Angle) Valve With Hand Wheel Boss
Boiler Chemical Dosing Line
Globe Valve Installed to
Air & Gas Trap 3-way Valve Boss with Plug / Drain Plug
Reversible Flow Direction

Auto Deaerating Valve Storm Valve with Handle WS WS Water Seal Globe / Gate Valve Manometer

IMO No. 9355379 9 Symbols and Colour Scheme / Issue 1

CP CONTROL PANEL FWE FINISHED WITH ENGINE

Abbreviations
CSBD CARGO SWITCH BOARD GCU GAS COMBUSTION UNIT

CSW COOLING SEA WATER GEN GENERATOR

A AMPERE
GMS GAS MANAGEMENT SYSTEM
CTS CUSTODY TRANSFER SYSTEM
ABNOR ABNORMAL G/S GENERAL SERVICE
CUR CURRENT
ABS ABSOLUTE GW GLYCOL WATER
CYL CYLINDER H HIGH/HOUR
ACB AIR CIRCUIT BREAKER
DB DISTRIBUTION BOARD HD HIGH DUTY
ACCOM ACCOMMODATION
D/B DOUBLE BOTTOM/ HFO HEAVY FUEL OIL
ACT ACTIVATE
HH HIGH-HIGH

SAMSUNG
DEL DELIVERY
AFT AFTER
DET DETECTOR/DETECTION HLA HIGH LEVEL ALARM
AHD AHEAD
DFE DUAL FUEL ENGINE HP HIGH PRESSURE
AI ANALOG INTPUT
DGV DIFFUSER GUIDE VANES HSC HIGH SEA CHEST
ALM ALARM HR HOUR
D/G DIESEL GENERATOR
AM APPLICATION MODULE HTR HEATER
DI DIGITAL INPUT
ANG ANGLE HYD HYDRAULIC
DIFF DIFFERENTIAL I INDICATOR
AO ANALOG OUTPUT
DISCH DISCHARGE IAS INTEGRATED AUTOMATION SYSTEM
APPROX APPROXIMATELY
DK DECK IG INERT GAS
APT AFT PEAK TANK
DO DIESEL OIL/DIGITAL OUTPUT IGG INERT GAS GENERATOR
AST ASTERN
DP DIFFERENTIAL PRESSURE IGV INLET GUIDE VANE
ATM ATMOSPHERE IN INLET
DV DRAIN VALVE
ATOM ATOMISING IND INDICATION
DW DISTILLED WATER/DRINKING WATER
AUTO AUTOMATIC INH INHIBIT

K-LINE
DRV DRIVE, DRIVING
AUX AUXILIARY IR INFRA-RED
EGE EXHAUST GAS ECONOMIZER ISO ISOLATING
BA BALLAST
EER ELECTRIC EQUIPMENT ROOM L LOW/LEVEL/LITER
BATT BATTERY
BHD BULKHEAD ELEC ELECTRIC LCV LEVEL CONTROL VALVE

BNR BURNER ELEV ELEVATOR LD LOW DUTY

BO/WU BOIL OFF / WARM-UP LDO LIGHT DIESEL OIL

EMCY EMERGENCY
BOG BOIL-OFF GAS LIQ LIQUID
ENG ENGINE
BOR BOIL OFF RATE LL LOW-LOW
E/R ENGINE ROOM
BRG BEARING LLA LOW LEVEL ALARM/LOW-LOW ALARM
ESB EMERGENCY SWITCHBOARD LNG LIQUEFIED NATURAL GAS
BW BILGE WELL
BZ BUZZER ECR ENGINE CONTROL ROOM LO LUBRICATION OIL
C CENTRE ESD EMERGENCY SHUT DOWN LP LOW PRESSURE
CAS CASCADE ESDS EMERGENCY SHUT DOWN SYSTEM LS LEVEL SWITCH
CAB CABINET LSC LOW SEA CHEST
EXH EXHAUST
CCR CARGO CONTROL ROOM LWR LOWER
EXP EXPANSION
C/D COFFERDAM M MACHINERY/METER
EXT EXTENSION
MAN MANUAL
CENT CENTRAL FCV FLOW CONTROL VALVE
MDO MARINE DIESEL OIL
CFW COOLING FRESH WATER FDF FORCED DRAFT FAN
MGPS MARINE GROWTH PREVENTING SYSTEM
CIRC CIRCULATING FDS FUNCTIONAL DESIGN SPECIFICATION
MID MIDDLE
CLR COOLER FG FUEL GAS
MSB MAIN SWITCHBOARD
FM FROM
CO2 CARBON DIOXIDE MSBR MAIN SWITCHBOARD ROOM
FO FUEL OIL
COMPANDER COMPRESSOR / EXPANDER UNIT MTH METERS IN HEIGHT
FPT FORE PEAK TANK
COMP COMPRESSOR MTR MOTOR
FW FRESH WATER
MV MAGNETIC VALVE
COND CONDENSATE/CONDENSER FWC FEED WATER CONTROLER
N2 NITROGEN
CONT CONTROL FWD FORWARD
NAV NAVIGATION

IMO No. 9355379 10 Abbreviations / Issue 1

NBO NATURAL BOIL-OFF S/G STEERING GEAR WO WASTE OIL

NOR NORMAL SOL SOLENOID WS WORKSHOP
NPSH NET POSITIVE SUCTION HEAD
SP SET POINT WU WARM UP
O2 OXYGEN SPR SPRAY X CROSS/TRANSMITTER
OMD OIL MIST DETECTOR ST START
OVBD OVERBOARD S/T STERN TUBE
OVFL OVERFLOW STBD STARBOARD
OVLD OVERLOAD STC STEAM TEMPERATURE CONTROL
OVRD OVERRIDE

SAMSUNG
STM STEAM
P PRESSURE/PORT STOR STORAGE
PB PUSH BUTTON STR STARTER/STRAINER/STRAIGHT
PCV PRESSURE CONTROL VALVE SUC SUCTION
PD PIPE DUCT SUP SUPPLY
PFD PROCESS FLOW DIAGRAM SV SOLENOID VALVE
PI PRESSURE INDICATOR SVB SOLENOID VALVE BOX
PMS POWER MANAGEMENT SYSTEM SW SEA WATER/SWITCH
POS POSITION SWBD SWITCHBOARD
P/P PUMP SYN SYNCHRONIZE
PRESS PRESSURE SYS SYSTEM
PRI PRIMARY/PRIMING TC TURBOCHARGER/THERMOCOUPLE
PROV PROVISION TCV TEMPERATURE CONTROL VALVE

K-LINE
PSV PRESSURE SAFETY VALVE TD TIME DELAY
PSU POWER SUPPLY UNIT TEMP TEMPERATURE
PURI PURIFIER THR THRUSTER
PV PROCESS VALUE TI TEMPERATURE INDICATOR
PWR POWER TK TANK
PX PRESSURE TRANSMITTER TPS TANK PROTECTION SYSTEM
R REDUNDANT TX TEMPERATURE TRANSMITTER
RECIRC RECIRCULATING UPP UPPER
REG REGULATOR UPS UNINTERRUPTED POWER SUPPLY
REV REVERSE V VOLTAGE/VALVE
RM ROOM VAP VAPOUR
RPM REVOLUTIONS PER MINUTE VDU VISUAL DISPLAY UNIT
RTN RETURN VDV VARIABLE DIFFUSER VANE
S SECONDARY/STARBOARD VFD VARIABLE FREQUENCY DRIVE
SAL SALINITY VIB VIBRATION
SB SOOT BLOWER VISC VISCOSITY
SC SEA CHEST VL VERY LOW
SCD SYSTEM CONTROL DIAGRAM VRC VALVE REMOTE CONTROL
SEC SECOND V/V VALVE
SEL SELECT WTR WATER
SEP SEPARATOR W/H WHEELHOUSE
SEQ SEQUENCE WHC WHEELHOUSE CONSOLE
SER SERVICE WIND WINDING
SETT SETTLING

IMO No. 9355379 11 Abbreviations / Issue 1

IGC Code

IGC CODE 2006 Corresponded part IGC CODE 2006 Corresponded part

Chapter 1 : General 5.4 (94/96 Amend) : Piping fabrication and joining details

1.1 (94/96 Amend) : Application 1.2 / 1.3.1 5.5 (IGC 83/90 Amend) : testing of piping

1.2 (IGC 83/90 Amend) : Hazards 2.1 5.6 (00 Amend) : Cargo system valving requirements

1.3 (06 Amend) : Definitions 5.7 (00 Amend) : Ship's cargo hoses

1.4 (IGC 83/90 Amend) : Equivalents 5.8 (IGC 83/90 Amend) : Cargo transfer methods

1.5 (IGC 83/90 Amend) : Surveys and certification 1.2 5.9 (IGC 83/90 Amend) : Vapour return connections

SAMSUNG
Chapter 2 : Ship Survival Capability and Location of Cargo Tanks Chapter 6 : Materials of Construction

2.1 (IGC 83/90 Amend) : General 1.3 6.1 (IGC 83/90 Amend) : General

2.2 (IGC 83/90 Amend) : Freeboard and intact stability 6.2 (92 Amend) : Material requirements

2.3 (94/96 Amend) : Flooding assumptions 1.1.5 6.3 (92 Amend) : Welding and non-destructive testing

2.4 (IGC 83/90 Amend) : Conditions of loading 1.1.6

2.5 (IGC 83/90 Amend) : Damage assumptions 1.1.5 / 1.3 Chapter 7 : Cargo Pressure/Temperature Control

2.6 (IGC 83/90 Amend) : Location of cargo tanks 7.1 (IGC 83/90 Amend) : General

2.7 (92 Amend) : Flooding assumptions 7.2 (IGC 83/90 Amend) : Refrigeration systems 1.3 / 4.2
2.8 (IGC 83/90 Amend) : Standard of damage
2.9 (92 Amend) : Survival requirements Chapter 8 : Cargo Tank Vent Systems
8.1 (IGC 83/90 Amend) : General

Chapter 3 : Ship Arrangements 8.2 (00 Amend) : Pressure relief systems 4.15
3.1 (IGC 83/90 Amend) : Segregation of the cargo area 1.1.5 8.3 (92 Amend) : Additional pressure relieving system for liquid level control
4.15

K-LINE
3.2 (92 Amend) : Accommodation, service and machinery spaces and control stations 8.4 (IGC 83/90 Amend) : Vacuum protection systems

3.3 (06 Amend) : Cargo pump rooms and cargo compressor rooms 8.5 (92 Amend) : Size of valves 4.15
3.4 (IGC 83/90 Amend) : Cargo control rooms
3.5 (IGC 83/90 Amend) : Access to spaces in the cargo area Chapter 9 : Environmental Control

3.6 (04 Amend) : Air-locks 9.1 (IGC 83/90 Amend) : Environmental control within cargo tanks and
cargo piping systems 6.1.3 /6.6.3
3.7 (00 Amend) : Bilge, ballast and fuel oil arrangements
9.2 (IGC 83/90 Amend) : Environmental control within the hold spaces
3.8 (94/96 Amend) : Bow or stern loading and unloading arrangements 6.1.1 / 5.2
(cargo containment systems other than type C independent tanks)
9.3 (IGC 83/90 Amend) : Environmental control of spaces surrounding
Chapter 4 : Cargo Containment
type C independent tanks
4.1 (IGC 83/90 Amend) : General
9.4 (IGC 83/90 Amend) : Inerting 4.9 / 4.10 / 6.1.3 / 6.6.3
4.2 (94/96 Amend) : Definitions 1.3.1
9.5 (00 Amend) : Inert gas production on board 4.9 / 4.10
4.3 (92 Amend) : Design loads 1.3
Chapter 10 : Electrical Installations
4.4 (92 Amend) : Structural analysis 1.3
4.5 (IGC 83/90 Amend) : Allowable stresses and corrosion allowances 1.3
10.1 (04 Amend) : General 1.4
4.6 (IGC 83/90 Amend) : Supports 1.3
10.2 (04 Amend) : Types of equipment 1.4
4.7 (92 Amend) : Secondary barrier 1.3
4.8 (00 Amend) : Insulation 1.3
Chapter 11 : Fire Protection and Fire Extinction
4.9 (92 Amend) : Materials 1.3
11.1 (06 Amend) : Fire safety requirements
4.10 (00 Amend) : Construction and testing
11.2 (06 Amend) : Fire water main equipment 8.1
4.11 (94/96 Amend) : Stress relieving for type C independent tanks
11.3 (92 Amend) : Water spray system 8.2
4.12 (IGC 83/90 Amend) : Guidance formulae for acceleration components
11.4 (IGC 83/90 Amend) : Dry chemical powder fire extinguishing systems 8.3 / 8.4
4.13 (IGC 83/90 Amend) : Stress categories
11.5 (06 Amend) : Cargo compressor and pump rooms 8.4
11.6 (06 Amend) : Fire-fighter’s outfits
Chapter 5 : Process Pressure Vessels and Liquid, Vapour, and Pressure Piping Systems
5.1 (IGC 83/90 Amend) : General
Chapter 12 : Mechanical Ventilation in Cargo Area
5.2 (94/96 Amend) : Cargo and process piping
Introductory Paragraph (06 Amend) :
5.3 (IGC 83/90 Amend) : Type tests on piping components

IMO No. 9355379 12 IGC Code / Issue 1

IGC CODE 2006 Corresponded part IGC CODE 2006 Corresponded part
12.1 (IGC 83/90 Amend) : Spaces required to be entered during normal cargo handling operations 17.16 (92 Amend) : Ethylene oxide
12.2 (IGC 83/90 Amend) : Spaces not normally entered 17.17 (IGC 83/90 Amend) : Isopropylamine, monoethylamine
17.18 (IGC 83/90 Amend) : Methyl acetylene-propadiene mixtures
Chapter 13 : Instrumentation (Gauging, Gas Detection) 17.19 (IGC 83/90 Amend) : Nitrogen
13.1 (IGC 83/90 Amend) : General 17.20 (94/96 Amend) : Propylene oxide and mixtures of ethylene oxide propylene
13.2 (IGC 83/90 Amend) : Level indicators for cargo tanks 4.8 17.21 (IGC 83/90 Amend) : Vinyl chloride
13.3 (00 Amend) : Overflow control

SAMSUNG
13.4 (IGC 83/90 Amend) : Pressure gauges 4.8 Chapter 18 : Operating Requirements
13.5 (IGC 83/90 Amend) : Temperature indicating devices 5.1 18.1 (92 Amend) : Cargo information 2.1
13.6 (94/96 Amend) : Gas detection requirements 4.11 18.2 (92 Amend) : Compatibility
18.3 (00 Amend) : Personnel training
Chapter 14 : Personnel Protection 18.4 (IGC 83/90 Amend) : Entry into spaces
14.1 (IGC 83/90 Amend) : Protective equipment 18.5 (IGC 83/90 Amend) : Carriage of cargo at low temperature 6.1.5
14.2 (92 Amend) : Safety equipment 18.6 (IGC 83/90 Amend) : Protective equipment
14.3 (00 Amend) : First aid equipment 18.7 (IGC 83/90 Amend) : Systems and controls 4.12
14.4 (94/96 Amend) : Personal protection requirements for individual products 18.8 (IGC 83/90 Amend) : Cargo transfer operations 6.2 / 6.4
18.9 (00 Amend) : Additional operation requirements
Chapter 15 : Filling Limits for Cargo Tanks
15.1 (94/96 Amend) : General 1.3 / 1.1.6 Chapter 19 : Summary of Minimum Requirements
15.2 (94/96 Amend) : Information to be provided to the master Summary of minimum requirements (06 amend) :
15.3 (94/96 Amend) : (Chapter 15 applies to all ships regardless of the date of Appendix (certificate)

K-LINE
construction.) -Appendix (certificate) : model form of international certificate of fitness
For the carriage of liquefied gases in bulk
Chapter 16 : Use of Cargo as Fuel -Attachment 1 : to the international certificate of fitness for the carriage
16.1 (92 Amend) : General 6.3 Of liquefied gases in bulk
16.2 (92 Amend) : Arrangement of machinery spaces of category A -Attachment 2 : to the international certificate of fitness for the carriage
16.3 (92 Amend) : Gas fuel supply 6.3 Of liquefied gases in bulk
16.4 (92 Amend) : Gas make-up plant and related storage tanks
16.5 (94/96 Amend) : General
16.6 (92 Amend) : Special requirements for gas fired internal combustion engines
and gas-fired turbines

Chapter 17 : Special Requirements

17.1 (92 Amend) : General
17.2 (92 Amend) : Materials of construction
17.3 (92 Amend) : Independent tanks
17.4 (IGC 83/90 Amend) : Refrigeration systems
17.5 (IGC 83/90 Amend) : Deck cargo piping
17.6 (IGC 83/90 Amend) : Exclusion of air from vapour spaces
17.7 (IGC 83/90 Amend) : Moisture control
17.8 (IGC 83/90 Amend) : Inhibition
17.9 (IGC 83/90 Amend) : Permanently installed toxic gas detectors
17.10 (IGC 83/90 Amend) : Flame screen on vent outlets
17.11 (IGC 83/90 Amend) : Maximum allowable quantity of cargo per tank
17.12 (IGC 83/90 Amend) : Submerged electric cargo pumps
17.13 (92 Amend) : Ammonia
17.14 (92 Amend) : Chlorine
17.15 (IGC 83/90 Amend) : Diethyl etyer vinyl ethyl ether

IMO No. 9355379 13 IGC Code / Issue 1

Enclosed Space 3. Entry into Enclosed Spaces y if a toxic gas may be present, the appropriate toxic gas
detector should be used.
1. Introduction 1) General
It is vital that the correct instruments are used: a combustible gas
When it is intended that personnel should enter or work in an enclosed space, No one should enter an enclosed space which is known or suspected to
indicator will not measure an oxygen deficiency, the presence of
great care should be taken to create and maintain safe working conditions, even contain cargo vapour, or in which the atmosphere may be deficient in
toxic gas or the presence of flammable vapour in inert gas. It is also
if the duration of the work is to be short. The hazards and precautions associated oxygen, unless it is essential. The master or responsible officer should
essential to ensure that readings are taken at several levels, bearing
with entering or working in enclosed spaces are outlined. ensure that the space is sufficiently ventilated and that company procedures
covering entry permit requirements or check lists are correctly observed. In in mind that vapours which are heavier than air will be found at the
particular it is critical to ensure that: bottom of any space; the air at this point should be sampled if the

SAMSUNG
2. Atmosphere in Enclosed Spaces
suspected vapour has a relative vapour density greater than that of
When an enclosed space is left closed and unventilated for any length of time, y the level of oxygen and contaminants are continuously air (see data sheets). Similarly, the top of a space will have to be
the internal atmosphere may become unsafe either because it contains less than checked, and are within safe limits; or sampled if the suspected vapour has a relative density less than that
21% oxygen, or because it contains contaminants, or both. The oxygen content y suitable breathing apparatus and life-saving equipment is of air. Vapour will also tend to remain where the ventilating airflow
may be reduced by the presence of inert gas or by the process of rusting, which worn, including a life-line if practicable. is least effective. Ventilation should be stopped about 10 minutes
absorbs oxygen from the air. Cargo vapour is the most common contaminant, before tests are made and not restarted until the tests are completed.
although fumes from other sources (e.g. stores) may present a hazard. In either case it should be confirmed that: Sampling the atmosphere may require the use of breathing apparatus.
A number of samples may have to be taken before the air in the
Cargo vapour or inert gas should always be anticipated in cargo tanks and hold whole space can be judged safe.
y the space is ventilated while personnel remain inside:
or interbarrier spaces. Leakage should be suspected in the case of enclosed
y a rescue plan has been drawn up;
spaces separated by a single gas-tight bulkhead from cargo tanks and hold or
y an experienced crew member is standing by at the entrance; It is essential that all gas testing equipment used is of an approved
interbarrier spaces. Similarly, leakage should be suspected in the case of any
y a reliable system of communication has been established type. It must be correctly maintained and, where appropriate,
space containing cargo or inert gas equipment (e.g. compressor rooms and
and is understood both by those entering and by the crew frequently check-tested against standard samples. Gas testing should
control rooms with direct connections to the cargo systems).
member standing by at the entrance; be done by personnel familiar with the use of the equipment and

K-LINE
The concentration of oxygen in fresh air is approximately 21%. An atmosphere y a rescue team is readily available with escape equipment, sufficiently knowledgeable to understand the results obtained.
with a lower oxygen concentration can be breathed for some minutes before the breathing apparatus and resuscitation equipment placed near
effects become apparent. If the oxygen supply to the brain is depleted the victim the entrance. Chemical absorption indicators with the appropriate detector tube
will feel dizzy and have a headache before losing consciousness. This is can be used for measuring oxygen content but the reading may be
particularly dangerous because he may not recognize that he is in danger or be The emergency plan should clearly set out how to raise the alarm less accurate if other chemical vapours are present. An indicator
capable of finding his way out of the space. He therefore becomes a risk to and summon assistance. Access to the space concerned, deployment which may be reliable for measuring oxygen content in a space after
himself and others. There is a danger of permanent brain damage after only four thorough ventilation may not be suitable for checking the oxygen
of reserve equipment and communication between the emergency
minutes in a very oxygen-deficient space. A successful rescue depends upon the content in a space after thorough ventilation may not be suitable for
party and command centre should also be arranged.
victim being resuscitated in the shortest possible time. checking the oxygen content in a cargo vapour/air/inert gas mixture.
2) Testing Before Entry
If the space contains hydrocarbon vapour the victim may act as though drunk,
If the atmosphere in the space has been found safe for entry, the
and behave aggressively. His judgement may be impaired and he may not
Before the space is entered it should be thoroughly ventilated. The precautions in paragraph 6.3.1 should also be rigorously observed.
recognize the danger before losing consciousness.
time necessary to ensure thorough ventilation depends upon the size
It is therefore vital that nobody ever enters an enclosed space without breathing of the space, the capacity of the system used, the level of Even after a space has been made gas-free and found to contain a
apparatus until is has been confirmed that the atmosphere is safe and will remain contamination and the efficiency of the ventilation system. respirable atmosphere, local pockets of gas should always be
so. As a general rule, enclosed spaces should not be entered unless it is suspected. Hence a person moving around to different areas of a
absolutely necessary. If entry is essential the precautions set out below should be Once the space has been ventilated, the atmosphere should be tank or compartment, or descending to the lower part after work in
followed. checked as follows: the upper part, should remain alert to the possible need for further
tests to be made. Generation of vapour should always be considered
Suitable notices should be prominently displayed to inform personnel. y the oxygen content should be sampled with a suitable and possible even after loose scale has been removed.
Instructions should be given detailing the precautions to be taken when entering
reliable detector: 21% oxygen is required for entry;
tanks or other enclosed spaces, and listing any restrictions placed upon the
y if a flammable cargo vapour may be present, a combustible
permitted work.
gas indicator should also be used: a content of not more than
1% LFL is require for entry;

IMO No.9355379 14 Enclosed Space / Issue 1

Ventilation should be continued and the atmosphere monitored at 4. Ventilation of Spaces

regular intervals while personnel are inside the space. If they begin
to feel dizzy or unwell they should leave the space at once. Care Ventilation equipment should be carefully maintained. The ventilation
should be taken when pipes or equipment in the space are opened precautions for various parts of the ship, which are additional to those in
up; if liquid or vapour escapes, the space should be evacuated and ‘3. Entry into Enclosed Spaces’, are discussed in the following paragraphs.
not re-entered until the atmosphere in the entire space has again been
found to be safe. Frequent gas tests should be made, appropriate to 1) Cargo System
the work in hand or to any change in conditions. In particular, tests
should be made before each daily resumption of work or after any Cargo tanks, cargo piping and cargo equipment will contain cargo vapour

SAMSUNG
unless they have been gas-freed, or inert gas unless they have been
interruption or break in the work. Tests should be so arranged that
ventilated.
readings representative of the condition of the entire space are
obtained. Other parts of the cargo system may contain inert gas. Care should be taken
to ensure that oxygen levels in the space are safe before personnel enter
3) Breathing Apparatus without breathing apparatus. The other precautions listed in Section 6.3
should also be observed.
Unless all the above precautions can be followed, spaces should only
be entered by personnel wearing breathing apparatus, and, if Cargo equipment may contain cargo vapour or inert gas. It is important to
practicable, a life-line. ensure that such equipment has been adequately ventilated before it is
opened up for maintenance.
Personnel using breathing apparatus, as well as their support teams,
should be thoroughly familiar with the equipment and with action to When ventilating membrane cargo systems, care should be taken to ensure
be taken in the event of an accident whilst using it. that manufacturers’ instructions on differential pressures are observed,
otherwise damage may occur.

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4) Rescue from Enclosed Spaces
2) Enclosed Spaces Separate from the Cargo System

It is imperative that regular drills and exercises in rescue from

No cofferdam, ballast tank, peak tank, fuel or lubricating oil tank, fresh
enclosed spaces are carried out and that every member of a rescue water tank, duct keel, void space, access trunk, or any other enclosed space
team knows what is expected of him. should be entered unless the precautions listed in Section 6.3 are strictly
observed.
When personnel are in need of rescue from an enclosed space, the
first action must be to raise the alarm. Rescue and resuscitation
equipment should already be positioned at the entrance. Although
speed is often vital in the interest of saving life, rescue operations
should not be attempted until the necessary assistance has been
obtained. There are many examples of lives having been lost through
hasty, ill-prepared rescue attempts.

Whenever it is suspected that an unsafe atmosphere has been a

contributory factor to an accident, breathing apparatus and, where
practicable, life-lines must be used by persons entering the space. A
code of signals should be agreed in advance.

The officer in charge of the rescue should remain outside the space,
where he can exercise the most effective control.

IMO No.9355379 15 Enclosed Space / Issue 1

SAMSUNG
1.3.2 Membrane Cargo Containment ............................................. 1 - 20
1.3.3 Deterioration or Failure......................................................... 1 - 21
1.4 Hazardous Areas and Gas Dangerous Zone ..................................... 1 - 24

Illustration
1.3a Cargo Tank Lining Reinforcement ................................................. 1 - 11
1.3.1b Cargo Tank General .................................................................... 1 - 15
1.3.2a Construction of Containment System.......................................... 1 - 16
1.3.2b Construction of Containment System – Flat Area....................... 1 - 17
1.3.2c Construction of Containment System – Corner Part 1 ................ 1 - 18
1.3.2d Construction of Containment System – Corner Part 2 ................ 1 - 19
1.3.3a Temperature and Steel Grades ..................................................... 1 - 22
1.4a Hazardous Areas and Gas Dangerous Zone ................................... 1 - 23
1.4b Hazardous Areas and Gas Dangerous Zone Plan ........................... 1 - 24

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Part 1
Design Concept of the Vessel
IMO No.9355379 Part 1 Design Concept of the Vessel / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Part 1 : Design Concept of the Vessel Electric Propulsion Motor Ballast Pump
Maker: ABB Industri AS Maker: Shinko pump
1.1 Principal Particulars Model: AMZ 1120MR08 LSF Model: GVD500-3M
Output: 12650KW Type: Vertical, Centrifugal, single stage
1.1.1 Principal Particulars of the Ship No. of set: 2 Capacity x Total head: 3000 m3/h x 30 m
Motor output & speed: 330 kW / 1200 RPM
Shipbuilder: Samsung Heavy Industries Co., Ltd. Diesel Generator Engine No. of sets: 3
Goeje Shipyard Maker: Wartsila Industri
Republic of Korea Model: 12V50DF x 3sets, 6L50DF x 1set Ballast Eductor

SAMSUNG
Yard Number: 1634 Output: 11400kW / 5700kW Maker: Ki-Won Ind.
Ship’s Name: LNG TANGGUH PALUNG Voltage: 6600V, 60Hz Driving pressure: 0.3 MPa
Delivered Date: 2009.03.02 Driving capacity: 1200 m3/h
Flag: PANAMA Emergency Generator Engine Suction head: -5m
Port of Registration: PANAMA Maker: Lindenberg-Anlazen GmbH Suction capacity: 300 m3/h
Call Sign: H9NH Model: MTU 16V 2000 P82 Discharge head: 11m
Inmarsat-C I.D.: 437076610 Generator output & speed: 850kW, 1800 RPM No. of sets: 2
437076611 No. of set: 1
Type of Cargo: LNG Bilge, Fire & G.S. Pump
Type of Ship: Segregated Ballast LNG Carrier Aux. Boiler Maker: Shinko pump
Stem: Bulbous Bow and Raked Stem Maker: KangRim Ind. Model: RVP200-2MS
Stern: Transom Model: MA0701P42 Type: Vertical, Centrifugal, 2-speed with
Navigation: Foreign going Steam Production: 5,000kg/h x 1.0MPa Self priming
No. of set: 2
Classification: American Bureau of Shipping Capacity x Total head: 245 m3/h x 35 m

K-LINE
+A1 E, Liquefied gas carrier, Ship type 2G (Membrane 150 m3/h x 120 m
Steering Gear
tank, Maximum pressure 25kPa(g) and Minimum Motor output & speed: 45 kW / 1200 RPM
Maker: Flutek-Kawasaki
temperature -163 °C, Specific Gravity 500 kg/m3), SH- Type: FE42-400-T050-45D/350
150 kW / 1800 RPM
DLA, SHCM, SFA(40), +AMS, +ACCU, UWILD, PMS Max. working pressure: 20.4MPa No. of sets: 2
including CMS, NIBS, ES. Safety valve set pressure: 25.5MPa
No. of set: 1 Em’cy Fire Pump
Length Overall: 285.101 m Maker: Shinko pump
Length Between Perpendiculars: 274.0 m Main Cooling Sea Water Pump Model: RVP160-2MS
Breadth Moulded: 43.4 m Maker: Shinko pump Type: Vertical, Centrifugal, Self priming
Depth Moulded: 26.0 m Model: RVD500MS (No.1) Capacity x Total head: 72 m3/h x 120 m
Draft Design: 11.5m RVD500M (No.2) Motor output & speed: 65kW / 1800 RPM
Scantling Draft: 12.5 m Type: Vertical, Centrifugal, Self priming No. of set: 1
Gross Tonnage: 97897 tones Capacity x Total head: 2480 m3/h x 20 m
Net Tonnage: 30877 tones Motor output & speed: 200 kW / 1200 RPM Water Spray Pump
Cargo Tank Capacity: 154852.0 m3 No. of sets : 2 Maker: Shinko pump
Cargo Tank Safety Valve: 25 kPa Model: GVD300-3M
Inter Barrier Space Safety Valve: 3 kPa Central Cooling F. W Pump Type: Horizontal, Centrifugal
Insulation Space Safety Valve: 3.5 kPa Maker: Shinko pump Capacity Total head: 700 m3/h x 90 m
Model: SVS400M Motor output & speed: 290 kW / 1800 RPM
Type: Vertical, Centrifugal, Self priming No. of set: 1
Capacity x Total head: 1300 m3/h x 25 m
Motor output & speed: 132 kW / 1200 RPM
No. of sets : 2

IMO No.9355379 1-1 Part 1 Design Concept of the Vessel / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
1.1.2 Principal Particulars of Cargo Machinery HD Compressor Forcing Vaporiser
Maker: Cryostar Maker: Cryostar
Main Cargo Pumps Model: CM 400/55 Model: 34-UT-25/21-3.6
Maker: Shinko Ind. Ltd. Type: Centrifugal. Single stage. Fixed speed Type: BEU
Type: SM350 with adjustable guide vanes. Capacity (Mass Flow): 5438 kg/h (design)
Capacity: Rated at 1,750m3/h at 155m Volume Flow: 32000 m3/h Volume (inlet /outlet): 12 / 641 m3/h (design)
Minimum flow : 700m3/h Inlet pressure : 103kPa Pressure (inlet /outlet): 800/ 650kPa(g)
Motor rating: 6600V, 570kW Outlet Pressure: 200kPa No. of set: 1
Motor speed: 1800 rpm Inlet Temperature: -140˚C

SAMSUNG
Starting method: Soft start No. of sets: 2 Glycol Water Pump
No. of sets: 8 (2 per cargo tank) Maker: Shinko Pump
LD Compressor Model: SVS100M
Spray/Stripping Pumps Maker: Cryostar Capacity: 30 m3/h x 30 MTH
Maker: Shinko Ind. Ltd Model: CM 2-200 Motor output & speed: 7.5 kW / 1800 RPM
Type: SM65 Type: Centrifugal. Two stage, dual speed with No. of Sets: 2
Capacity: Rated at 50m3/h at 145m variable diffusor vans
Motor rating: 440V, 30kW Volume Flow: 4350m3/h Glycol heater Steam System
Motor speed: 3600 rpm Inlet pressure : 103kPa Maker: DongHwa Entec
Starting method: Line starting Outlet Pressure: 650kPa Type: BEU
No. of sets: 4 (1 per cargo tank) Inlet Temperature: -120.0˚C Design temperature (Shell/Tube): 179˚C (inlet), 178˚C (outlet)/
No. of sets: 2 78˚C (inlet), 90˚C (outlet)
Fuel LNG Supply Pump Inlet pressure (Shell/Tube): 900 kPa/ 300kPa
Maker: Shinko Ind. Ltd Boil-off / Warm-up Heater No. of sets: 2

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Type: SM50-2 Maker: Cryostar
Capacity: Rated at 15m3/h at 215m Model: 65-UT-38/34-3.2 Nitrogen Generator
Motor rating: 440V, 18.5kW Type: BEU Maker: Air Products As
Motor speed: 3600 rpm Capacity: 21000 kg/h (design) Type: Membrane Separation of Nitrogen
Starting method: Line starting Steam consumption : 2491kg/h (design) from Air
No. of sets: State 1 each in cargo tanks 4 & 3 & 2 Heating : Steam at 900kPa(g)/ 174˚C Capacity: 2 X 120Nm3/h
No. of sets: 2 N2 purity (N2+Argon): 97%
Emergency Cargo Pumps Dew point: -70˚C or less
Maker: Shinko Ind. Ltd LNG Vaporiser Discharge Pressure: 1.0 MPa
Type: SM200 Maker: Cryostar Outlet temperature: 50˚C (Max)
Capacity: Rated at 550m3/h at 150m Model: 65-UT-38/34-5.6 No. of sets: 2
Motor rating: 440V, 200kW Type: BEU Buffer Tank: 24 m3 (1set)
Motor speed: 3600 rpm Capacity(Mass Flow): 11007 kg/h(vapour purge)
Starting method: Line starting 26119kg/h (LNG discharge)
No. of sets: 1 5438kg/h (Em’cy forcing)
20000 (inerting)
Volume (inlet /outlet): 25/9695m3/h (vapour purge)
58/10442m3/h (LNG discharge)
12/863m3/h (Em’cy forcing)
25/14310m3/h (inerting)
Pressure (inlet /outlet): 300/70kPa(g) (vapour purge)
300/70kPa(g) (LNG discharge)
800/650kPa(g) (Em’cy forcing)
300/20kPa(g)(inerting)
No. of set: 1

IMO No.9355379 1-2 Part 1 Design Concept of the Vessel / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Inert Gas Generator
Maker: SMIT Gas System
Type: Gln 14000-0.25BUFD
Capacity: 14000 m3/h
Discharge pressure: 25 kPa
Temperature: About 30˚C average
(max. 65˚C during switch-over of
dryer vessels)
Dew point after dryer: max. -45˚C

SAMSUNG
No. of set: 1

Pilot operated Safety Valve for Cargo Tank

Maker: Fukui Seisakusho co., Ltd.
Type & Size: PSL-MD13-131-NS1(B), 10”x 12”
Relieving capacity: 26050 Nm3/h
Relieving pressure: 0.1313 MPa(a)
Set pressure: 25 kPa(g)
Reseating pressure: 22kPa(g)
No. of sets: 8

Pilot operated Safety Valve for I.B.S

Maker: Fukui Seisakusho co., Ltd.
Type & Size: PSL-MD13-131-S1(B), 2”x 3”

K-LINE
Required capacity: 240 Nm3/h
Relieving capacity: 382 Nm3/h
Relieving pressure: 0.1049 MPa(a)
Set pressure: 3 kPa(g)
Reseating pressure: 1.8kPa(g)
No. of sets: 8

Pilot operated Safety Valve for I.S

Maker: Fukui Seisakusho co., Ltd.
Type & Size: PSL-MD13-131-S1(B), 2”x 3”
Required capacity: 170 Nm3/h
Relieving capacity: 544 Nm3/h
Relieving pressure: 0.1055 MPa(a)
Set pressure: 3.5 kPa(g)
Reseating pressure: 2.1 kPa(g)
No. of sets: 8

IMO No.9355379 1-3 Part 1 Design Concept of the Vessel / Issue 1

EQUIPMENT EQUIPMENT
NO. SPECIFICATION MODEL MAKER/SUPPLIER FAX/TEL DWG. No. NO. SPECIFICATION MODEL MAKER/SUPPLIER FAX/TEL DWG. No.
DRAWING NUMBER DRAWING NUMBER

1 CARGO SPRAY SUS NOZZLE 3/4 BD25 ILJIN AND CO., F)+82 51 463 5755 MF462.75 14 CARGO EXPANSION JOINTS N/A SFZ F)+33 4 7247 6204
NOZZLE LTD. KOREA T)+82 51 463 5752 EXPANSION T)+33 4 7247 6216

2 CARGO PUMP
3
1750m /h X 155 MLC (S.G 0.5) SM 350 SHINKO F)+81 82 508 1020 0351001.51. BELLOWS
VERTICAL,SUBMERGED, T)+81 82 508 1000 60 15 CRYOGENIC GRYOGENIC BUTTERFLY N/A KSB S.A - AMRI F)+33 553 924 920 0424270.61.30
SINGLE STAGE INTEGRATED

SAMSUNG
BUTTERFLY VALVE VALVES T)+ 33 553 924 965
ELEC. MOTOR
16 CARGO STRAINER CON TYPE N/A KOREA FILTER F)+82 55 367 0361 0434820.61.30
3 STRIPPING/SPRAY
3
50m /h X 145 MLC (S.G 0.5) SM 65 SHINKO F)+81 82 508 1020 0351001.51. T)+82 55 367 0360
PUMP VERTICAL,SUBMERGED, T)+81 82 508 1000 60
17 CRYO. CONTROL GLOBE, GLOBE WITH N/A DRESSER VALVE F)+33 2 3159 5960 0426140.61.30
SINGLE STAGE
VALVE (CARGO ROTATIONG PLUG DIVISION T)+33 2 3159 5959
INTEGRATED ELEC. MOTOR
PART)
4 EMERGENCY
3
550m /h X 150 MLC (S.G 0.5) SMR200 SHINKO F)+81 82 508 1020 0351001.51.
18 CRYO. AND NON- NEEDLE VALVE N/A BESTOBELL F)+44 114 224
CARGO PUMP VERTICAL,SUBMERGED T)+81 82 508 1000 60
CROO. NEEDLE VALVES LTD 4974
INTEGRATED ELEC. MOTOR
VALVE T)+44 114 224
5 FUEL GAS PUMP
3
15m /h X 215 MLC (S.G 0.5) SM50-2 SHINKO F)+81 82 508 1020 0351001.51.
0263
VERTICAL,SUBMERGED T)+81 82 508 1000 60
19 CARGO TANK PILOT OPERATED & SPRING N/A FUKUI F)+81 72 857 3764 0427160.61.30
INTEGRATED ELEC. MOTOR
SAFETY RELIEF LOADED TYPE T)+81 72 857 4521

VALVE
6 LOW DUTY CARGO HORIZONTAL, TWO STAGE, CM 2-200 CRYOSTAR- F)+33 389 70 2900 0351018.61.
20 CARGO LINE CONVENTIONAL TYPE N/A FUKUI F)+81 72 857 3764 0427160.61.30
COMPRESSOR CENTRIFUGAL FRANCE SA T)+33 389 70 2727 40
T)+81 72 857 4521

K-LINE
4600 M3/H FRANCE SAFETY RELIEF

7 MOTOR FOR LOW VARIABLE SPEED N/A NISHISHIBA F)+81 3 3454 6340 0351018.61. VALVE

DUTY CARGO 800/64KW 3580RPM T)+81 3 3454 6411 40 21 CRYOGENIC GLOBE, GATE, SDNR, CHECK N/A SNRI INDUSTRIAL F)+33 5 4531 1291
CARGO VALVES VALVES ETC. VALVES T)+33 5 4529 6000
COMP.
8 HIGH DUTY CARGO HORIZONTAL, SINGLE CM400/55 CRYOSTAR- F)+33 389 70 2900 0351018.61. 22 BALLAST HYD. OIL OPERATED N/A KSB-AMRI F)+33 553 924 920
STAGE, CENTRIFUGAL FRANCE SA T)+33 389 70 2727 40 BUTTERFLY BUTTERFLY VALVE T)+ 33 553 924 965
COMPRESSOR
32000 M3/H X 200 KPA FRANCE VALVES
9 MOTOR FOR HIGH SINGLE SPEED N/A NISHISHIBA F)+81 3 3454 6340 0351018.61. 23 INERT GAS 14000 M3/H AT 25 KPA GLN 14.000 SMIT F)+31 24 356 4995 0358001.21.40
DUTY CARGO 940KW 3580RPM T)+81 3 3454 6411 40 GENERATOR 0.25 BUFD T)+31 24 352 3100
COMP. SYSTEM
10 GAS HEATERS HORIZONTAL,SHELL & TUBE 65-UT-38/ CRYOSTAR- F)+33 389 70 2700 0351083.61. 24 NITROGEN MEMBRANE SEPARTION TYPE N/A AIR PRODUCTS F)+47 38 01 11 13 0358043.21.40
TYPE, 25002 KG/H 34-3.2 FRANCE SA T)+33 389 70 2727 40 GENERATOR 120 NM3/H X 2 SET AS T)+47 38 03 99 00
FRANCE SYSTEM
11 LNG VAPORIZER SHELL & TUBE TYPE 65-UT-38/ CRYOSTAR- F)+33 389 70 2700 0351083.61. INFRARED TYPE AND SD-805RID RIKEN KEIKI F)+82 51 518 7736 0872056.41.60
25 GAS DETECTION
HORIZONTAL, 24889 KG/H 34-5.6 FRANCE SA T)+33 389 70 2727 40 SAMPLING KOREA T)+46 51 518 3613
SYSTEM
FRANCE
26 DRAIN COOLER FREXH WATER COOLING N/A DONGHWA ENTEC F)+82 51 970 1031
12 FORCING SHELL & TUBE TYPE 34-UT-25/ CRYOSTAR- F)+33 389 70 2700 0351083.61.
FOR HEATER’S 8000 KG/H T)+82 51 970 1070
VAPORIZER HORIZONTAL, 5169 KG/H 21-3.6 FRANCE SA T)+33 389 70 2727 40
DRAIN
FRANCE
27 CUSTODY RADAR TYPE, ONE(1)/EACH N/A SAAB MARINE F)+46 31 25 3022 0872045.81.60
13 MIST SEPARATOR SHELL & TUBE TYPE VMS-10/10- CRYOSTAR- F)+33 389 70 2700 0351083.61.
TRANSFER CARGO TK. T)+46 31 337 0383
HORIZONTAL, 5169 KG/H 800 FRANCE SA T)+33 389 70 2727 40
FRANCE SYSTEM

IMO No.9355379 1-4 Part 1 Design Concept of the Vessel / Issue 1

EQUIPMENT
NO. SPECIFICATION MODEL MAKER/SUPPLIER FAX/TEL DWG. No.
DRAWING NUMBER

28 FLOAT LEVEL FLOAT TYPE, ONE(1)/EACH 3304 WHESSOE F)+44 1325 465 0872080.81.
GAUGING SYSTEM CARGO TK EUROPE 596 30

FOR T)+44 1325 350

666
29 VALVE REMOTE ELECTRO-HYDRAULIC TYPE N/A AMRI-SEIL F)+82 51 831 1863 0872070.61
CONTROL SYSTEM T)+82 51 831 1857 30

SAMSUNG
30 CO2 FIRE HIGH PRESSURE N/A UNITOR F)+82 51 728 7100 0453001.21.
EXTINGUISHING T)+82 51 728 4900 30

SYSTEM
31 BALLAST PUMP EL-MOTOR DRIVEN GVD500-3M SHINKO F)+81 508 1020 0664001.21.
VERT.CENTRIFUGAL T)+81 508 1000 45
3000 M3/H X 30 MTH
32 BALLAST SEA WATER DRIVEN BC/316 N/A KIWON F)+82 55 337 3305 0781025.21.
EDUCTOR NOZZLE 300 M3/H INDUSTRIAL CO. T)+82 55 337 3300 30

33 EMERGENCY VERTICAL, CENTRIFUGAL, RVP160- SHINKO F)+81 508 1020 0664001.21.

F.PUMP ELECTRIC MOTOR 2MS T)+81 508 1000 45
3
72 m /h x 120 m
34 JOCKEY PUMP HORIZONTAL CENTRIFUGAL SVQ50AM SHINKO F)+81 508 1020 0664001.21.
ELECTRIC MOTOR T)+81 508 1000 45
2 M3/H X 120 MTH

K-LINE
35 BILGE, FIRE & G.S. VERTICAL, CENTRIFUGAL, RVP200-MS SHINKO F)+81 508 1020 0664001.21.
PUMP ELECTRIC MOTOR T)+81 508 1000 45
3
245 m /h x 35 m
3
150 m /h x 120 m
36 WATER SPRAY VERTICAL, CENTRIFUGAL, GVD300-3M SHINKO F)+81 508 1020 0664001.21.
PUMP ELECTRIC MOTOR T)+81 508 1000 45
3
700m /h X 90m
37 DRY POWDER DRY CHEMICAL STORAGE N/A UNITOR F)+82 51 728 7100 0456001.61.
SYSTEM TANK TYPE T)+82 51 728 4900 60

38 REMOTE LEVEL & ELECTRO-PNEUMATIC TYPE N/A HANLA LEVEL F)+82 51 831 1850 0872040.41.
GAUGING SYSTEM T)+82 51 601 3000 30

39 GLYCOL WATER STEAM HEATER N/A SHINKO F)+81 508 1020 0676002.61.
HEATER T)+81 508 1000 40

40 GLYCOL W. CIRC 30 M3/H X 30 MTH N/A SHINKO F)+81 508 1020 0664001.21.
PUMP T)+81 508 1000 45

41 AUX. COOL FRESH VERTICAL CENTRIFUGAL SVS125-2M SHINKO F)+81 508 1020 0664001.21.
WATER P/P ELECTRIC MOTOR DRIVEN T)+81 508 1000 45

95 M3/H X 40 MTH

IMO No.9355379 1-5 Part 1 Design Concept of the Vessel / Issue 1

1.1.4 General Arrangement

SAMSUNG
K-LINE Length Overall:

Breadth Moulded:
Depth Moulded:
Draft Design:
Principal Dimensions

Length Between Perpendiculars:

285.101 m
274.0 m
43.4 m
26.0 m
11.5m
Scantling Draft: 12.5 m

IMO No.9355379 1-6 Part 1 Design Concept of the Vessel / Issue 1

Cargo Tanks Fresh Water Tanks S.G.=1.000

Capacities 98.5% FULL

Capacities 100% FULL
Location Location
Compartment Frame Volume Volume Max. MT of Max. MT of
L.C.G. From V.C.G. from Compartment Frame Volume Weight
Number 100% Full 98.5% Full 4
Inertia (m ) L.C.G. from V.C.G. from Inertia (m4)
A.P (m) B.L. (m) Number 100% Full 100% Full

SAMSUNG
3 3
(m ) (m ) A.P (m) B.L. (m)
(m3) (MT)

No. 1 Cargo Tank 115-124 20405.7 20099.6 221.467 17.673 83604

No. 2 Cargo Tank 100-114 44851.9 44179.1 181.313 16.369 213872 No.1 F.W.T (P) 9-17 231.4 231.4 10.634 17.541 215
No. 3 Cargo Tank 85-99 44862.7 44189.8 131.268 16.369 213923 No.1 F.W.T (S) 9-17 177.2 177.2 10.178 17.493 114
No. 4 Cargo Tank 70-84 44846.5 44173.8 81.222 16.369 213846 Distilled W.T (S) 13-17 54.3 54.3 12.123 17.698 14

Total 154966.8 152642.3 Total 462.8 462.8

Water Ballast Tanks S.G.=1.025 Gas Oil Tanks S.G.=0.900

Capacities 99% FULL Capacities 95% FULL

Location Max. MT

K-LINE
Location Max. MT
Compartment Frame Volume Weight L.C.G. of Inertia Compartment Frame Volume Volume Weight L.C.G. V.C.G. of Inertia
L.C.G. from
Number 100% Full 99% Full From Mid.
4
(m ) Number 100% Full 90% Full 90% Full from A.P from B.L. (m4)
A.P (m) 3 3
(m3) (MT) (m) (m ) (m ) (MT) (m) (m)

No.1 M.G.O. StorT.(C) 125-146 4425.2 3982.7 3584.4 245.13 12.791 4687
FWD W.B.T (P) 124-146 2019.1 2048.8 244.665 12.183 1431
No.2 M.G.O. Stor.T.(P) 44-69 806.9 726.2 653.6 43.731 20.681 136
FWD W.B.T (S) 124-146 2019.1 2048.8 244.665 12.183 1431
No.2 M.G.O. Stor.T.(S) 44-69 489.3 440.4 396.4 45.243 23.055 136
No. 1 W.B.T (P) 114-124 4889.0 4961.1 217.793 10.657 7657
M.G.O. Sett.T.(S) 52-60 158.8 142.9 128.6 44.800 17.313 44
No. 1 W.B.T (S) 114-124 4889.0 4961.1 217.793 10.657 7657
M.G.O. Serv.T.(S) 44-52 158.8 142.9 128.6 38.400 17.313 44
No. 2 W.B.T (P) 99-114 6079.2 6168.9 179.445 8.365 27067
No. 2 W.B.T (S) 99-114 6079.2 6168.9 179.445 8.365 27067
No. 3 W.B.T (P) 84-99 6224.7 6316.6 129.818 8.212 28376 Total 6039.1 5435.1 4891.6
No. 3 W.B.T (S) 84-99 6224.7 6316.6 129.818 8.212 28376
No. 4 F W.B.T (P) 77-84 2926.0 2969.2 93.029 8.222 13356
No. 4 F W.B.T (S) 77-84 2926.0 2969.2 93.029 8.222 13356
No. 4 A W.B.T (P) 69-77 3002.2 3046.4 68.661 8.760 12963
No. 4 A W.B.T (S) 69-77 3002.2 3046.4 68.661 8.760 12963
E/RM W.B.T (P) 44-69 1767.7 1793.7 46.126 13.997 502
E/RM W.B.T (S) 44-69 1780.3 1806.6 46.707 13.716 463

Total 53828.2 54622.2

IMO No.9355379 1-7 Part 1 Design Concept of the Vessel / Issue 1

Lubricating Oil Tanks S.G.=0.900 Void Space Tanks

Capacities 95% FULL Max. Location Capacities 100% FULL

Location Max. MT of
MT of Compartment Frame
Compartment Frame Volume Volume Weight L.C.G. V.C.G. Volume L.C.G. from V.C.G. from Inertia (m4)
Inertia Number
Number 100% 90% 90% Full from A.P from B.L. 100% (m3) A.P (m) B.L. (m)

SAMSUNG
3 3
(m4)
Full (m ) Full (m ) (MT) (m) (m)
FWD VOID (C) 158 - 177 1222.7 269.561 12.658 1394
NO.1 COFFERDAM (C) 124 - 125 1768.0 236.659 19.314 13363
R/G L.O. Stor T. (S) 24-26 11.3 10.17 9.15 20.000 16.591 1
NO.2 COFFERDAM (C) 114 - 115 2182.5 206.235 18.522 8623
G/E L.O. Sett. T.(S) 26-28 22.7 20.43 19.39 21.600 16.591 6
NO.3 COFFERDAM (C) 99 - 100 2961.8 156.290 17.144 13737
G/E L.O. Stor. T.FOR GAS(S) 28-34 85.1 76.59 68.93 24.800 16.591 33
NO.4 COFFERDAM (C) 84 - 85 2961.8 106.245 17.144 13737
G/E L.O. Stor. T.FOR MGO(S) 34-40 85.1 76.59 68.93 29.600 16.591 33
NO.5 COFFERDAM (C) 69 - 70 2434.2 56.445 17.232 11573
SIDE TRUNK (P) 69 - 125 4020.8 146.437 29.620 690
Total 204.1 183.7 165.32 SIDE TRUNK (S) 69 - 125 4020.8 146.437 29.620 690
COFFERDAM ABOVE ECR 52 - 69 608.1 48.998 25.267 22315
COFFERDAM IN E/R D/BTM 26 - 69 674.9 42.355 1.198 9089
NO.1 TRUNK (C) 115 - 124 1044.7 221.467 32.104 23449
NO.2 TRUNK (C) 110 - 114 1773.9 181.313 32.104 39817
Miscellaneous Tanks NO.3 TRUNK (C) 85 - 99 1773.9 131.268 32.104 39817

K-LINE
NO.4 TRUNK (C) 70 - 84 1773.9 81.222 32.104 39817
Location Capacities 100% FULL Max. PIPE DUCT (C) 69 - 130 3190.5 148.794 2.286 2296
Compartment Frame F.S.M. VOID SPACE (C) -6 - 17 1146.6 6.782 12.884 24954
Volume L.C.G. from V.C.G. from 4
Number (m )
100% (m3) A.P (m) B.L. (m)
Total 33559.1
No.1 MAIN G/E L.O.SUMP.T. (P) 24-38 24.2 24.830 10.045 56
No.2 MAIN G/E L.O.SUMP.T. (P) 24-38 23.9 24.789 10.045 39
No.3 MAIN G/E L.O.SUMP.T. (S) 24-38 26.6 24.824 10.045 70
No.4 MAIN G/E L.O.SUMP.T. (S) 24-35 16.7 23.512 10.045 30
M.G.O.OVERFLOW T. (S) 44-48 56.7 36.800 120507 22
PURI.SLUDGE T. (S) 33-44 10.6 30.800 10.081 4
BILGE HOLDING T. (P) 55-69 184.1 51.801 1.695 830
CLEAN DRAIN T. (P) 48-54 11.8 41.285 1.656 11
M.G.O.DRAIN T. (P) 59-64 16.0 49.200 1.600 13
SEP.BILGE OIL T. (C) 59-64 41.1 49.200 1.600 215
G/E L.O.HOLDING T. (C) 43-58 75.3 40.400 1.600 147
R/G L.O.SUMP T. (C) 33-37 11.2 28.000 1.700 12
S/T L.O.DRAIN T. (S) 30-32 2.8 24.800 1.700 1
COOL.F.W.DRAIN T. (C) 20-26 36.9 18.580 1.230 43
S/T C. W. T. (C) 9-20 109.4 12.947 3.377 21

Total 647.2

IMO No.9355379 1-8 Part 1 Design Concept of the Vessel / Issue 1

SAMSUNG
assembly resolution A328 (IX). Reid vapour pressure of 40 psi abs. to 25 psi abs. The change in the Reid vapour
2. Rules and Regulations pressure includes the ‘certain other substances’ referred to in para. 1.2 of the Code,
Since 1975 the MSC has approved four sets of amendments to the GC Code, but does not include any product in IMO’s Chemical Code except ethylene, which
Since the introduction of liquefied gas carriers into the shipping field, it was the latest in June 1993. is presently listed in the Code and the Chemical Code. The change in the Reid
recognised that there was a need for an international code for the carriage of vapour pressure was proposed by the U.S. delegation to the IMO but the change
liquefied gases in bulk. Gas Carriers built before 1977 (the Existing Ship Code) was not adopted, although there was apparently no objection to it. The change,
however, does not affect the list of regulated cargoes.
At the beginning of the 1970’s, the Marine Safety Committee (MSC) of the The regulations covering gas carriers built before 1977 are contained in the
International Maritime Organisation (IMO), known then as the International ‘Code for Existing Ships Carrying Liquefied Gases in Bulk’ first advertised The rate of air change between the air lock door is not specified in the Code (para
Consultative Maritime Organisation (ICMO), started work on a gas carrier code under assembly resolution A 329 (IX). Its content is similar to the GC code, 3.6.1) but is proposed at 12 changes per hour.
with the participation of the major country delegations representing gas carrier though less extensive.
owners, the International Association of Classification Societies, the United States Chapter 4 of the Code includes a provision for the evaluation of the insulation and
Coast Guard and several other international associations. The existing ship code was completed in 1976 and remains as an IMO hull steel assuming, for the purpose of design calculations, that the cargo tanks are
recommendation for all gas carriers in this fleet of ships. at the design temperature and the ambient outside air and sea design temperatures

K-LINE
The result of this work was the ‘Code for the Construction and Equipment of Ships as follows:
Carrying Liquefied Gases in Bulk’ introduced under assembly resolution A328 The IGC code requires that a certificate (International Certificate of Fitness for
(IX) in November 1975. the Carriage of Liquefied Gases in Bulk) must be issued to all new gas carriers. General Worldwide
The certificate should comply to a pro-forma, as set out in ‘Model Form’
This was the first code developed by the IMO having direct applicability to gas attached as an appendix to the code and should be available on board all new y Still air: +5°C (41°F)
carriers. gas carriers. y Sea water: 0°C (32°F)

The intention was to provide ‘a standard for the safe bulk carriage of liquefied The basic philosophy behind the code is summarised in the International Code Chapter 4 also provides that each administration may set higher or lower ambient
gases (and certain other substances) by sea by prescribing design and for the Construction and Equipment of ships Carrying Liquefied Gases in Bulk design temperatures. This document proposed the following temperatures:
constructional features of ships and their equipment, so as to minimise risks to which is readily available on board in the ship’s library.
ships, their crew and the environment’. Any Waters in the World, Except Alaskan Waters
Preamble
The GC code has been adopted by most countries interested by the transport of y Air (at 5 knots): -18°C (0°F)
liquefied gases by sea, as well as all classification societies, and is now part of Most of the provisions in the IMO code are covered by the Classification y Still sea water: 0°C (32°F)
SOLAS. Society’s rules and regulations, however, attention must be drawn to the fact
that it contains requirements that are not within the scope of classification as Alaskan Waters
The USCG have added some extra requirements to the GC code for ships trading defined in the society’s rules, for example, chapter II Ship Survival Capability,
in the USA’s waters. chapter XIV Personnel Protection and chapter XVII Operating Requirements. y Air (at 5 knots): -29°C (–20°F)
y Still sea water: - 2°C (28°F)
The applicability of the code is as follows : However, where the societies are authorised to issue the International
Certificate of Fitness, these requirements, together with any amendments or
Gas carriers built after June 1986 (the IGC code) interpretations adopted by the appropriate national authority, will be applied
The code which applies to new gas carriers (built after June 1986) is the where applicable.
‘International Code for the Construction and Equipment of Ships carrying
Liquefied Gases in Bulk’ known as the IGC code.

IMO No.9355379 1-9 Part 1 Design Concept of the Vessel / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
The proposed regulations specify enhanced grades of steel for crack arresting or agreed between the owner and the builder, but awaiting ratification, No.92 and 133.
purposes in the deck stringer, sheer strake and bilge strake. The minimum enactment or implementation at the time of signing of the contract
acceptable grade for the deck stringer and the sheer strake is Grade E or an shall be applied. m) ILO Guide to Safety and Health in Dock Work, 1977 and 1979
equivalent steel that is specially approved by the Commandant (G-MMT). The
minimum acceptable grades for the bilge strake are Grade D, or Grade E or an a) Maritime Rules and Regulations of Korea, Indonesia, Malaysia, n) SOLAS 1994 Chapter V, Emergency Towing Arrangements for
equivalent steel that is specially approved by the Commandant (G-MMT). Oman, Australia, Japan and Qatar for entry into those ports. Tankers.

The Code allows pressure and temperature control of cargoes by venting cargo b) International Convention on Loadlines, 1966, amendments 1971, o) ICS guide to helicopter / ship operations.
vapours to the atmosphere when the vessel is at sea and in port if accepted by the 975, 1979 and 1983 and Protocol of 1988 as amended by p) OCIMF Recommendations on Equipment for the Towing of Disabled

SAMSUNG
receiving administration. It is proposed to prohibit normal venting of cargo into the Resolution A513(XIII) / A514(XIII). Tankers, September 1981.
atmosphere in many ports.
c) International Convention for the Safety of Life at Sea, 1974 with q) OCIMF Standardisation of Manifold for Refrigerated Liquefied Gas
The Code requires the cargo system to be designed to withstand the full vapour Protocol of 1978 and Amendments of 1981, 1983, 1989, 1990, Carriers (LNG).
pressure of the cargo under conditions of the upper ambient design temperature, or 1991, 1992 and 1994 and 1998. GMDSS amendments including
have other means to maintain the cargo tank pressure below the maximum International Code for the Construction and Equipment of Ships r) OCIMF Guidelines and Recommendations for the Safe Mooring of
allowable relief valve setting (MARVS) of the tank. These regulations propose that Carrying Liquefied Gases in Bulk (IGC-code) (herein called Large Ship’s at Piers and Sea Islands (except special conditions of
when the cargo carried is a liquefied gas, the cargo tank pressure must be ‘SOLAS’). the intended terminal).
maintained below the design vapour pressure indefinitely, the pressure on the LNG
tank would be maintained below the design pressure for a period of not less than d) International Convention for the Prevention of Pollution from s) OCIMF Ship to Ship Transfer Guide (Liquefied Gases) 1995.
21 days. Cargo tank pressure may be maintained below the design pressure by Ships, 1973 (Annex I, IV &V), as modified by the Protocol 1978
several methods including refrigeration systems, burning boil-off in waste heat or relating thereto (herein called ‘MARPOL 73/78’) and amendment t) SIGTTO Recommendations for Emergency Shut Down Systems
catalytic furnaces, using boil-off as fuel, or a combination of these methods. Using 1987, 1989, 1991 and 1992. 1997
the boil-off as a fuel for propulsion is limited to a vessel carrying LNG.

K-LINE
e) Convention on the International Regulations for Preventing u) SIGTTO Recommendations for the Installation of Cargo Strainers.
The proposed regulations also include the following: Collisions at Sea, 1972 with Amendments of 1981, 1987 and
1989 as amended by resolution A493(XII) and A494(XII). v) IMO Resolution A708(17) Navigation Bridge Visibility and Function.
1. Transfer requirements for vinyl chloride.
f) f) International Convention on Tonnage Measurement of Ships, w) International Electro-technical Commission (IEC).
2. Loading requirements for methyl acetylene propadiene mixture. 1969, as amended by IMO Resolution A493(XII) and A494(XII).
x) IMO Publication No.978 Performance Standards for Navigational
3. Additional operating requirements. g) International Telecommunication convention, 1973 with annex Equipment (1988 edition).
and revisions 1974, 1982 and 1983/87.
4. Requirements for inspection or re-inspection of US flag vessels at y) ISO 8309-1991 Refrigeration Light Hydrocarbon Fluids.
intervals that are the same as for vessels inspected under Sub-chapter D. h) IMO Resolution A343(IX) Recommendation on method of Measurement of liquid levels in tanks containing liquefied gases
Inspection for certification would be required every 2 years and re- measuring noise levels at listening posts. electric capacitance gauges.
inspection would be required between the 10th and 14th month following
the issue of a Certificate of Inspection. i) IMO Resolution A468(XII) Code on Noise Levels Onboard Ships. z) IMO Resolution A601(15) Provision and display of manoeuvring
information on board ships.
5. Requirements for the initial and periodic inspections and tests of the j) USGG for foreign flag vessels operating in the navigable waters
cargo containment system, cargo and process piping, and hull heating and of the United States except Alaskan waters (CFR Title 33-
cold spots. Navigation and Navigable Waters, Part 155, 156, 159 and 164 and
CFR Title 46-Shipping, Part 154) and Public Law 95-474, 1978
The proposed Coast Guard regulations and the Classification Society’s ‘Port and Tanker Safety Act 1979’.
rules have cross references showing the corresponding IMO code
numbers to allow identification of the required paragraph. k) ISO draft proposal No.6954 ‘Guidelines for Overall Evaluation of
Vibration in Merchant Ships, 1984’.
The latest version of the following regulations and recommendations
incorporating all subsequent additions and amendments currently in force, l) ILO convention concerning crew accommodation on board ships,

IMO No.9355379 1 - 10 Part 1 Design Concept of the Vessel / Issue 1

Void Area

SAMSUNG
Cofferdam

Membrane Sheet
Primary Barrier

K-LINE
Secondary Barrier

Ballast

Primary Insulation
Void

Cofferdam Secondary Insulation

Ballast Tank
Duct Keel

Duct Keel Triplex

IMO No.9355379 1 - 11 Part 1 Design Concept of the Vessel / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
1.3 Design Concept of the Cargo System The cargo handling piping system shall consist basically of fore and aft LNG 3. Ambient pressure conditions
liquid and vapour headers connected to their respective crossover and branch
General Description lines leading to each cargo tank. z Atmospheric pressure range :95 to 104kPa Absolute

The cargo containment, cargo handling, control and measuring systems are designed, The shore connections with two (2) liquid crossovers with Y piece and one (1) 4. Design pressure of cargo tank
constructed and equipped to transport liquefied natural gas (hereinafter called LNG) vapour crossover are provided, and the lines are arranged to allow for easy
in four (4) membrane cargo tanks at about -163˚C and at the absolute pressure of access for operation.
Pressure range -1kPa to 25 kPa Gauge
106 kPa.
The cargo pumps and stripping/spray pumps are of the electric motor-driven, Normal operating pressure 106 kPa Absolute (4.7 kPa G)

SAMSUNG
The cargo containment system is of the membrane type in accordance with the submerged type, and are installed in each cargo tank. Also fuel LNG supply
patent and design of the GTT MARK-Ⅲ and the requirements of the Class and the pumps are of the electric motor-driven, submerged type, and are installed in 5. Cargo composition
regulatory bodies concerned. cargo tank.(except No.1 cargo tank)
The makeup of the LNG to be handled as loaded is expected to be within the
The thickness of insulation is determined to limit the boil-off rate to less than 0.15% High duty and low duty compressors (hereinafter called H/D compressor and following range.
per day of methane during loaded voyages with tanks initially to 98.5% of their total L/D compressor), boil-off/warming up heaters, LNG vaporiser and forcing
capacity. vaporiser are installed in the cargo machinery room.
Composition Bonny Standard

The top part of tanks is chamfered athwartships by 45˚ to limit the effect of liquid An oil fired inert-gas generator unit is installed in a separate compartment within Methane (mol %) CH4 90.4 89.63
motion. The bottom part is similarly chamfered to enable tanks to follow the lines of the engine room to supply the inert-gas and dry air necessary to prepare the cargo Ethane (mol %) C2H6 5.2 6.32
the ship. tanks operation, or for inspection and repair.
Propane (mol %) n-C3H8 2.8 2.16
The vessel is designed to allow any one of the cargo tanks to be emptied, warmed- Two nitrogen generators are installed in the engine room to supply the N2 gas Butane (mol %) n-C4H10 1.5 1.20
up, inerted, aerated and made safe for access with the remaining tanks filled - within necessary to fill and make up the insulated spaces and purge the pipes, etc.

K-LINE
Iso-Butane (mol %) i-C4H10 0.00 0.00
the range acceptable to GTT and while maintaining a permanent gas fuel capability
from the remaining cargo tanks. A cargo machinery room and an electric motor room are provided on the trunk Pentane (mol %) n-C5H12 0.02 0.00
deck.
Iso-Pentane (mol %) i-C5H12 0.00 0.00
Each tank is fitted with a rectangular insulated liquid dome (about 4.9 x 4.5 meters)
situated at its after end. During loading the cargo vapour is returned to shore. Nitrogen (mol %) N2 0.07 0.69

Average Molecular Weight 17.88 18.12

This dome is used as a common access for the cargo handling equipment into the 1.3.1 Cargo Containment System Principle
tank and also for various instrumentation and control lines, and as a means for Boiling Point at Atmospheric Pressure -160.8℃ -160.9°C
personnel access into the tank. The cargo containment, cargo systems and ship’s hull structures are designed on Density (kg/m )
3
453 459.4
the following bases.
Higher Specific Energy (kJ/kg) 54.414 54,090
Each tank is also fitted with a gas line at the middle of cargo tank top.
1. Cargo
The domes are properly insulated inside to reduce thermal heat flow and provide
Heat value (Average)
feed-through for cargo pipes, electric power, instrumentation and for other necessary - Density, cargo LNG: 470kg/m³ for general design of the ship, 500 kg/m³
installations. for hull scantlings, cargo containment system and cargo pumps. HHV 53.8 MJ/kg
- Density, pure methane: 425 kg/m³ LHV 49.2 MJ/kg
A material-passing hole and a personnel access are provided on the liquid dome, - Minimum design temperature: -163˚C
from which a frame leads to the bottom of the tank between the six (6) intermediate
platform levels with a slightly inclined ladder and one (1) vertical ladder on the 2. Ambient temperature conditions NOTE
upper part. Standard Composition is used for designing equipment. The equipment shall
work with any composition complying with the range shown in the above
Sea water temperature Max. +33˚C, min. 0˚C table.
Each cargo tank is provided with a vent mast.
Air temperature (for cargo containment system
Max. +50˚C, min. -18˚C
& contiguous hull structure)

Air temperature for other systems Min. -10˚C

IMO No.9355379 1 - 12 Part 1 Design Concept of the Vessel / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
6. Boil-off rate 7. Design and calculation 8. Construction of the Insulation and Barriers

After delivery of the vessel, the Builder shall calculate the actual BOG rate in the Cargo Tank Pressure Stainless Steel Sheets
specified condition and its result is to be calibrated in order to meet the design
condition. The result of BOR calculated is submitted to the Ship-owner under the The design normal absolute operation pressure of cargo tanks during a laden The specified material for construction of the membrane primary barrier is supplied
shipbuilding contract. voyage is 106 kPa Absolute. The normal laden voyage operating pressure range by manufacturers and approved by GTT.
is adjustable between 105 and 120 kPa Absolute.
The maximum boil-off rate of the cargo during a loaded voyage (tanks to be full but - Type of steel : Nickel-Chromium stainless steel with very low carbon content,
cargo piping to be empty) is less than 0.15% per day of the cargo volume at the fully During a ballast voyage, the operating gauge pressure of cargo tanks are - Nominal thickness : 1.2 mm

SAMSUNG
loaded condition (98.5% of their total capacity) under the following conditions. maintained within the normal operating pressure range between 7 kPa G and 19 - Chemical composition ( for reference )
kPa G. C ≤ 0.030%, S ≤ 0.020%, P ≤ 0.040%, Cr = 17% to 20%,
Ni = 9% to 12%, Si ≤ 1%, Mn ≤ 2%, Cu ≤ 1%
Temperature +45˚C
The maximum pressure of gas in the tank is 25 kPa MARVS (Maximum - Corresponds approximately to AISI 304L.
Sea water temperature +32˚C Allowable Relief Valve Setting) above atmospheric pressure.
Cofferdam temperature +5˚C Rigid Polyurethane Foam
The minimum permissible pressure (vacuum condition) is 1 kPa below
Other compartments no heating atmospheric pressure. The specified material for the thermal insulation of the tank is supplied by
Temperature of cargo -161.5˚C manufacturers and approved by GTT.
Insulated Spaces
Cargo Pure methane - Density : 120 kg/m³
Cargo tank pressure 106kPa Absolute There are two (2) different spaces located between the primary barrier and the - Closed cells : > 94%
inner hull. - Fibreglass content : 10 %
Sea condition calm - Thermal conductivity at +24˚ : < 0.025 kcal/hr.m˚C

K-LINE
Cargo tank surface condition 100% wetted - The inter-barrier space (I.B.S) between the primary and the secondary - Water absorption : 1.3% volume
barrier.
- The insulation space (I.S) between the secondary barrier and inner hull. Secondary Barrier “TRIPLEX”
NOTE
The natural boil-off rate of 0.15% per day is achieved without the use of
The two (2) spaces are maintained in a dry and inert condition using nitrogen gas. Triplex for construction of the membrane secondary barrier is supplied by
vacuum conditions in the insulation space.
manufacturers and approved by GTT.
The pressure in these spaces is regulated at a pressure slightly above atmospheric
The properties of pure methane at -161.5˚C used in the calculations are:
pressure in order to prevent any air ingress. Aluminium foil

Specific gravity 425 kg/m³ For the I.B.S the pressure is maintained between 0.5 kPa and 1.0 kPa above - Chemical composition ( for reference )
Latent Heat 511 KJ/kg atmospheric pressure. AL ≥ 99.2%, Fe ≤ 0.6%, Si ≤ 0.25%, Cu ≤ 0.05%, Zn≤ 0.03%,
Mn ≤ 0.03
Differential pressure between I.B.S & I.S is 0.2 kPa and 0.7 kPa. - Physical characteristics : Thickness : 0.7mm, Weight : 190 g/m²
Metered under a constant pressure of 106kPa Absolute in the cargo tanks (steady
- Ultimate tensile strength ≥ 60 kg/mm
state established for 48 hours at least)
LNG Filling Limit - Elongation at break ≥ 10 %

Checked from readings made at sea in fine weather (Beaufort 5) during a voyage in
Cargo tanks are said to be full when they are filled to within 98.5% of their total Glasscloth
the loaded condition, after the ship has been loaded and upon arrival in harbour
capacity. Filling ratios higher than 98% are applied subject to approval by the
before unloading takes place.
statutory body and Classification Society concerned. - Warp contexture ≥ 10 per 25 mm
- Weft contexture ≥ 10 per 25 mm
No liquid pumping is done using the forcing vaporiser and sprayer during the
Sailing at sea with filling ratios between 10% of the tank length and 70% of the - Weight : 330 g/m² about
voyage.
tank height is prohibited unless otherwise specified in accordance with the Class.

The average of corrected calculated rates from the readings made during at least
fifteen (15) voyages in the loaded condition, excluding the first voyage on entering
service.

IMO No.9355379 1 - 13 Part 1 Design Concept of the Vessel / Issue 1

The specified material for the prefabrication of the insulating panels are supplied by Loading bearing mastic is used for the supporting of insulating panels.
manufacturers and approved by GTT. Product with two components: resin + hardener
Mixing and application with automatic machine
12mm plywood Volume mass of mixture: 1.5
The 12mm plywood is used at the verso face in the fabrication of the insulating
panels and top bridge pads: Polyurethane glue

SAMSUNG
- Wood species : Birch Polyurethane glue is used for the prefabrication of the insulation panels.
- Nominal thickness : 12mm Product with two components: resin + hardener
- Number of plies : 9 plies alternate crossing at 90˚ Application by spraying system or automatic machine
- Appearance : ISO 2426 Class Ⅱ Volume mass of mixture: 1.3

- Compressive strength : 50 kg/cm² at proportional limit and perpendicularly to

the fibres.
- Ultimate bending strength : 30MPa for directions parallel and perpendicular
to face grain.

9mm plywood
The 9 mm plywood is used for the fabrication of the insulating panels

- Wood species : BirchNominal thickness : 9mm

K-LINE
- Number of plies : 7 plies alternate crossing at 90˚
- Appearance : ISO 2426 ClassⅡ
- Ultimate tensile strength : 600 kg/cm² parallel to face grain
400 kg/cm² perpendicular to face grain
- Tensile strength perpendicular to the bonding plane : 2MPa
- Shearing strength under tension : 3.5MPa

92 mm plywood
The 92mm plywood is made by the bonding of several plywood panels of 15mm
nominal thickness. This plywood is used for the fabrication of hardwood keys.

Adhesive Products

Three (3) different kinds of adhesive product are supplied by manufacturers and
approved by GTT.

- Epoxy glue.
- Load bearing epoxy mastic,
- Polyurethane glue.

Epoxy glue

Epoxy glue is used for assembling the insulating elements

Product with two components: resin + hardener
Volumetric mass of mixture: 1.3

IMO No.9355379 1 - 14 Part 1 Design Concept of the Vessel / Issue 1

SAMSUNG
K-LINE
IMO No.9355379 1 - 15 Part 1 Design Concept of the Vessel / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 1.3.2a Construction of Containment System

Angle Piece

Membrane Sheet

SAMSUNG Flat Joint (Glass Wool)

Plugs
Top Bridge Pad

Second ary Barrier Joint

Flat Joint (Glass Wool)

K-LINE
Anchoring Strip
Flat Panel

Stud

Corner Panel

Load Bearing Mastic

Retainer Stud
Levelling W edge Inner Hull

IMO No.9355379 1 - 16 Part 1 Design Concept of the Vessel / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 1.3.2b Construction of Containment System – Flat Area
Fitting Components
for Flat Panel

Cylindrical plug
Top bridge pad

SAMSUNG
Stud
Nut HM 10
Washer LL 10

Level wedge
Secondary
barrier joint
Cylindrical plug

Flat panel

K-LINE
Anchoring strip

Secondary
barrier (Triplex)

Flat joint

IMO No.9355379 1 - 17 Part 1 Design Concept of the Vessel / Issue 1

Sandwich Panel B

Note : X : Resin rope thickness 12.5mm

Actual dimensions of inner hull are S: Secondary Insulation 170 mm
A : Bonding with PU GLUE
compensated by tolerance ±40 P : Primary Insulation 100mm B B

B : Bonding with EPOXY GLUE Secondary barrier

curve joint

S+P

SAMSUNG
S P Top plywood Th. 9mm
Insulating foam Glass wool
X Secondary barrier

Back Plywood A
Flat panel

Th. 9mm
A
A

Large corrugation profile for B/A B/C D/A D/C A

Insulating foam

525 Back plywood Th. 9mm

Flat Panel Plywood Th. 12mm
Junction band
75 ±40

510 ±40 1020

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Transverse Bulkhead
525

340 ±40 340 340 340 340

210 210 75 ±40

90 40 55 Longitudinal bulkhead 30

S+P+210+210 = 690
70

(X+S+P)/ta n(90˚/2)+210+210+40 = 742.5

120 880 140

IMO No.9355379 1 - 18 Part 1 Design Concept of the Vessel / Issue 1

X : Resin rope thickness 12.5 mm B

S: Secondary Insulation 170 mm Sandwich Panel
P : Primary Insulation 100 mm
B B
A : Bonding with PU GLUE
Note : Secondary barrier

SAMSUNG
B : Bonding with EPOXY GLUE
curve joint
Actual dimensions of inner hull
+40
are compensated by tolerance
-20
A
Top plywood
Th. 9mm
A Secondary barrier
A
Insulating foam

Corner 3 Corner 3 BIS

Plywood Th. 12mm Top plywood A
A
Back plywood A Th. 9mm
Th. 9mm
P
P
S+

P
P
A

S+
Insulating foam
A
S

A
Back plywood

S
Th. 9mm

48
Junction band

0.
8
X

X
396
0.

Flat Panel
8

396
Flat Panel
381 +40
-20

24
0.
381 +40

4
-20

211 +40
E-

-20 340 340

K-LINE
G

211 +40
-H

E-
340 340
-K

-20

G
151 170

-H
-K
151 170
45 +40
-20
Fl 45 +40
at -20
P an
el
45
+4 0
0
-2

45
+4 0
0
-2
321
39
6

321

39
6
70
40
A-C 70 55
15 55
15 70 F-J
20 20
70 40
(S+P)/Tan(135˚/2)+151+170 = 432.8 (S+P)/Tan(135˚/2)+321 = 432.8

(X+S+P)/Tan(135˚/2)+321+15 = 453.1 (X+S+P)/Tan(135˚/2)+321+15 = 453.1

IMO No.9355379 1 - 19 Part 1 Design Concept of the Vessel / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
1.3.2 Membrane Cargo Containment The backing plywood of insulation panels are intended to be bonded on the double The welding of the primary barrier is made using Tungsten-electrode Inert Gas
hull. (hereinafter called “TIG”) automatic welding or manual welding processes without
Tank construction filler metal in general to keep the liquid tightness of the primary barrier.
The upper face plywood of insulation panels are used to fit stainless steel strips for Welding procedures are approved by the GTT and the Class.
1. General description the membrane fastening and also to support the membrane.
Welders and operators for the welding machines are certified on the basis of
The following components of the MARK-III containment system are applied as Two and Three-way corner panels: approved qualification procedures.
follows:
The corner panels include reinforcing components for anchoring of the membrane All welds are subjected to qualification tests for authorization and supervision by

SAMSUNG
z The 1.2mm thick stainless steel primary barrier, whose main feature in the corners of the tank and are; the GTT during the actual construction work.
consists of an orthogonal system of corrugations which compensate for
thermal contraction and mechanical ship’s deflections. z Hardwood keys, made of thick plywood. 2. Main work procedure
z Heavy corner pieces, made of stainless steel (SUS340L) similar to the
z The insulation, which consists mainly of rigid polyurethane foam with membrane material. Main procedure of the cargo containment works are carried out as follows.
reinforcing glass fibre in between two (2) plywood sheets. The insulation
transmits cargo pressure to the internal structure of the vessel. 2) Prefabricated membrane sheets 1) Hold preparation

z The secondary barrier, which is laminated composite material, and which The membrane is made of 1.2mm thickness stainless steel sheets. Hold measurement is performed in order to determine the actual dimensions
is made of two (2) glass cloths (for the resistance) with an aluminum foil and the insulation positioning in the hold. Then tracing/marking of the
(hereinafter called “Triplex”) in between, for tightness. The secondary The corrugations make a regular orthogonal pattern having a nominal pitch of positions for the stud bolt axes are done.
barrier, whose purpose is to contain LNG in case of any accidental 340mm in both directions. But the dimensions of corrugations are not similar in the
leakage through the primary barrier, is inserted in the insulating structure. longitudinal and transverse direction, i.e. slightly smaller corrugations are provided 2) Installation of the mechanical attachment
as below.

K-LINE
The containment system is made of prefabricated elements which are assembled in Welding of the studs for the panels and corner panels are done.
the hold. z Large corrugations (LC) are displayed in the longitudinal direction of the Welding of retainers for corner panels are performed at the block-
membrane sheet. construction stages as their position is perfectly determined with respect to the
These elements are mainly: z Small corrugations (SC) are displayed in the transverse direction. edge of the tank.

z The prefabricated insulating panels (flat and corner panels) The prefabrication (forming of the corrugations) is made in a workshop with 3) Setting of the leveling wedges
z The membrane sheets (flat sheets and angle pieces) specific tools and standard equipment such as presses.
Leveling wedges are fitted in order to compensate for double hull deformation
The assembling is performed by bonding and mechanical fastening (for the A folding process which was developed by GTT is used in order to avoid any and to minimize the quantities of load-bearing mastic used.
insulating panels) and by welding (for the membrane). permanent deformation of the membrane and ensure the regular nominal thickness.
4) Insulating panels installation
2. Manufacture Standard membrane sheets are of 3060 x 1020mm in dimensions.
The cargo hold will be cleaned and all traces of rust, grease or pollution will
1) Prefabricated insulating panels Angle pieces are provided for the tank corners to insure the continuity of the be removed from the inner hull surface before commencing insulation
corrugations. Typical angles are of 90˚ and 135˚. installation.
Only manufacturers with service experience and approved by GTT are used for the
fabrication of the components of the containment system. Insulation and membrane erection Fitting of insulation panels to cargo holds are done by means of special
handling and securing legs and tools and also special care are taken to protect
The insulating panels shall have a thickness of 270mm. 1. General the panels from damage.

Standard flat panels: Insulation manuals and check sheets for the components, approved by the GTT, the Load bearing mastic application and corner panel installation are done.
class and Buyer, are used at every stage of installation work and the results are Bonding and putting the flat wall panels at their locations are done.
The different components (reinforced PU foam (R-PUF), plywood and Secondary recorded. The panels are kept in place with the studs.
barrier) are bonded together in a workshop with a polyurethane adhesive.

IMO No.9355379 1 - 20 Part 1 Design Concept of the Vessel / Issue 1

The gap between panels are filled with glass wool. The insulation system is designed to maintain the boil-off losses from the cargo at If a cold spot is detected either by the inner hull temperature measurement system
Cylindrical plugs are inserted to cover the studs. an acceptable level and to protect the inner hull steel from the effect of excessively or by visual inspection, the extent and location of the ice formation should be
low temperature. If the insulation efficiency should deteriorate for any reason, the recorded. Small local cold spots are not critical and, provided a close watch and
6) Bonding of the secondary barrier joints. effect may be a lowering of the inner hull steel temperature resulting in a cold spot record are kept as a check against further deterioration and spreading of the ice
and an increase in boil-off from the affected tank. Increased boil-off gas may be formation, no further action is required. If the cold spot is extensive, or tending to
The completion of the secondary barrier is performed by bonding under vented to the atmosphere via No.1 vent mast. The inner hull steel temperature must, spread rapidly, salt water spraying should be carried out.
pressure and with epoxy adhesive, flat Triplex scabs over the joints between however, be maintained within acceptable limits to prevent possible brittle fracture.

SAMSUNG
flat wall panels and curved Triplex slabs between corner panels. Hot melt glue CAUTION
is considered based on recommendation by GTT. Thermocouples are distributed over the surface of the inner hull but, unless a cold In the unlikely event that this remedy is insufficient and it is considered unsafe
spot occurs immediately adjacent to a sensor, these can only serve as a general to delay discharge of cargo until arrival at the discharge port, the final recourse
The tightness of the cover joints are checked by visual inspection and local indication of steel temperature. To date, the only reliable way of detecting cold will be to jettison the cargo via a spool piece fitted at the cargo liquid manifold,
vacuum box test. spots is by frequent visual inspections of the ballast spaces on the loaded voyage. using a single main cargo pump. This course of action should only be considered
after full consultation with Owners, Charterers and the relevant National
7) Installation of the top bridge pads. The grade of steel required for the inner hull of the vessel is governed by the Authorities.
minimum temperature this steel will reach at minimum ambient temperature,
Top bridge pads are installed between flat panels and also between two (2) assuming that the primary barrier has failed, if the LNG is in contact with the
adjacent corner panels which are fitted during bonding in the erection work secondary membrane.
stage in the cargo tanks.
For the contiguous hull, environmental conditions are issued from the USCG rules.
8) Tracing - Air temperature = -18°C
- Sea water temperature = 0°C

K-LINE
Tracing and membrane sheet positioning are done. - Wind speed = 5 knots
- LNG in contact with the secondary barrier.
9) Installation of membrane sheets
For the outer hull, conditions are based on IGC
Installation of the membrane sheets and temporary fixing by clamps are done. - Air temperature = 5°C
- Sea water temperature = 0°C
- Maximum fitting gap permissible is 0.3 mm. - No wind
- LNG in contact with the secondary barrier
10) Tack welding The minimum temperature of the inner steel will be about -26°C.
For these conditions Classification Societies require a steel grade distribution as
Tack welding of the edge of membrane sheets onto the anchoring pieces shown in Illustration 1.3.3a, where the tank top and top longitudinal chamfer are in
and/or on the overlapped membrane sheet already in place are done. grade ‘E’ steel and the remaining longitudinal steelwork grade ‘DH’ both grades
having a minimum operating temperature of -30°C. The transverse watertight
11) Continuous welding operation bulkheads between cargo tanks are of steel grade ‘A’ with a glycol water heating
system.
Continuous welding operation is achieved in order to ensure tightness of the
primary barrier. This welding operation is performed either manually or In addition to the failure of the membrane, local cold spots can occur due to failure
automatically. of the insulation.

Simultaneously, angle pieces are put in place and welded as for the Whilst the inner hull steel quality has been chosen to withstand the minimum
membrane sheets. temperature likely to occur in service, prolonged operation at steel temperatures
below 0°C will cause ice build-up on the plating, which in turn will cause a further
lowering of steel temperature due to the insulating effect of the ice.
To avoid this, glycol heating coils are fitted in the cofferdam spaces, of sufficient
capacity to maintain the inner hull steel temperature at 0°C under the worst

IMO No.9355379 1 - 21 Part 1 Design Concept of the Vessel / Issue 1

+20.4 -19.4
LNG On Secondary Barrier Grade A Steel Grade Selection LNG On Secondary Barrier Grade A Steel Grade Selection

SAMSUNG
-22.8 Grade E Grade A -20.8 Grade E Grade A
Insulation Thickness Insulation Thickness
Grade E Secondary = 170 mm Grade E
-27.1 Secondary = 170 mm Grade E -23.3 Grade E
Grade E + Primary = 100 mm Grade E
+ Primary = 100 mm
270 mm Grade A
270 mm
-21.5 Grade E Grade E -22.5 Grade E Grade A
-20 Grade E
+5 +5

-25.9 0 0
-16.9
LNG Cargo Grade E -15.9 LNG Cargo Grade E
Temperature = -163℃ Temperature = -163℃
Dimensioning case for Grade E Dimensioning case for Grade E
Grade A -16 heating system and Grade A
heating system and
full redundancy full redundancy
-15.8 ie 2 x 100% capacity -14
ie 2 x 100% capacity
-60.8 Grade E -53 Grade E
-19.1

-64.0 -55

K-LINE
Grade D Grade D
Grade A Grade A
-5.2 Grade E Grade E
-3
-6.9
Grade B -4.0
Grade B
Grade B
0
0 Grade B
-1.6 Grade B -9 Grade B
-3.3 Grade B Grade A -1.9 Grade B Grade A
Grade D
Grade A Grade D
0 Grade A

℃ Air Temperature Inside Compartment

℃ Inner Hull Steel Plating Temperature

Double Hull & Compartment Temperatures Double Hull & Compartment Temperatures
& Steel Grade Selection in way of Tanks No. 2, 3, 4 & Steel Grade Selection in way of Tank No. 1

IMO No.9355379 1 - 22 Part 1 Design Concept of the Vessel / Issue 1

SAMSUNG
K-LINE
IMO No.9355379 1 - 23 Part 1 Design Concept of the Vessel / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
1.4 Hazardous Areas and Gas Dangerous Zone Illustration 1.4b Hazardous Areas and Gas Dangerous Zone Plan 5. A space separated from a hold space described in 4.
1) By a single gastight steel boundary.
Under the IMO code for the Construction and Equipment of Ships Carrying Gases
in Bulk, the following are regarded as hazardous areas: 6. A cargo pump room and cargo compressor room;

Gas dangerous spaces or zones are zones on the open deck within 3.0 m of any 7. A zone on the open, or semi-enclosed space on the open deck, within 3m of
cargo tank outlet, gas or vapour outlet, cargo pipe flange, cargo valve and any cargo tank outlet, gas or vapour outlet, cargo pipe flange or cargo valve or
entrances and ventilation openings to the cargo compressor house. They also of entrances and ventilation opening to cargo pump rooms and cargo
include the open deck over the cargo area and 3 m forward and aft of the cargo area compressor room;

SAMSUNG
on the open deck up to a height of 2.4 m above the weather deck, and a zone within
2.4 m of the outer space of the cargo containment system where such spaces are 8. The open deck over the cargo area and 3m forward and aft of the cargo area on
exposed to the weather. the open deck up to a height of 2.4m above the weather deck;

The entire cargo piping system and cargo tanks are also considered gas dangerous. 9. A zone within 2.4m of the outer surface of a cargo containment system where
such surface is exposed to the weather;
In addition to the above zones, the Code defines other gas-dangerous spaces.
10. An enclosed or semi-enclosed space in which pipes containing products are
The area around the air-swept trunk, in which the gas fuel line to the engine room located. A space which contains gas detection equipment complying with
is situated, is not considered a gas dangerous zone under the above Code. 13.6.5 and a space utilizing boil-off gas as fuel and complying with chapter 16
(Use of cargo as fuel) are not considered gas dangerous spaces in this context;
All electrical equipment used in these zones, whether a fixed installation or
portable, is certified ‘safe type equipment’. This includes intrinsically safe 11. A compartment for cargo hoses; or
electrical equipment, flame-proof type equipment and pressurised enclosure type

K-LINE
equipment. Exceptions to this requirement apply when the zones have been 12. An enclosed or semi-enclosed space having a direct opening into any gas
certified gas-free, e.g. during refit. dangerous space or zone;

Cargo tank vent system (IGC Code - 8.2.10)

NOTE
1. The plan shows the gas dangerous spaces and gas dangerous zones in order to MIDSHIP 1. Cargo tank pressure relief valve vent exits should be arranged at a distance at
guide the detail design of “ELE. EQUIPMENT ARR’T ON DECK” least equal to B or 25m whichever is less from the nearest air intake or opening
2. Intended cargo : I. GENERAL NOTE (IGC CODE) to accommodation spaces, service spaces and control stations, or other gas safe
Liquefied Natural Gas (LNG temp. : -163˚C, Range of Densities: from spaces.
470kg/m3) Gas dangerous space or zone (IGC Code - 1.3.17)
3. Classification : American Bureau of Shipping 2. All other vent exits connected to the cargo containment system should be
+A1 E, Liquefied gas carrier, Ship type 2G (Membrane tank, Maximum 1. A space in the cargo area which is not arranged or equipped in an approved arranged at a distance of at least 10m from the nearest air intake or opening to
pressure 25kPa(g) and Minimum temperature -163 °C, Specific Gravity 500 manner to ensure that its atmosphere is at all times maintained in a gas safe accommodation spaces, services spaces and control station, or other gas safe
kg/m3), SH-DLA, SHCM, SFA(40), +AMS, +ACCU, UWILD, PMS including condition; spaces.
CMS, NIBS, ES.
2. An enclosed space outside the cargo area through which any piping containing Mechanical ventilation in the cargo area (IGC CODE 12.1.6)
liquid or gaseous products passes, or within which such piping terminates,
unless approved arrangements are installed to prevent any escape of product Ventilation exhaust ducts from gas dangerous spaces should discharge upwards
vapour into the atmosphere of that space; in locations at least 10m in the horizontal direction from ventilation intakes and
opening to accommodation spaces, service spaces and control stations and other
3. A cargo containment system and cargo piping; gas safe spaces.

4. 1) A hold space where cargo is carried in a cargo containment system requiring

a secondary barrier;
2) A hold space where cargo is carried in a cargo containment system not
requiring a secondary barrier;

IMO No.9355379 1 - 24 Part 1 Design Concept of the Vessel / Issue 1

Illustration
2.1.1a Density Ratio Methane/Ambient Air Versus Temperature ............ 2 - 1

SAMSUNG
2.1.1b Phase Diagram: Nitrogen-Methane ............................................... 2 - 1
2.1.1b Boiling Point of Methane with Pressure ....................................... 2 - 4
2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures .......... 2 - 5
2.1.3a Structural Steel Ductile to Brittle Transition Curve ...................... 2 - 7

K-LINE
Part 2
Properties of Gases
IMO No. 9355379 Part 2 Properties of Gases / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 2.1.1a Density Ratio Methane/Ambient Air Versus Temperature Illustration 2.1.1b Phase Diagram: Nitrogen-Methane

SAMSUNG
+20

0
Lighter than air
- 20

- 40

Methane vapour - 60
temperature
- 80

K-LINE
-100
-112.5
-120
Heavier than air
-140

-160

1.5 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5

Density of Methane Vapour

Ratio =
Density of Air

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

IMO No. 9355379 2–1 Part 2 Properties of Gases / Issue 1

Physical Properties of LNG Properties of Methane

Methane Ethane Propane Butane Pentane Nitrogen

Boiling point at 1 bar absolute -161.5°C
CH4 C2H6 C3H8 C4H10 C5H12 N2
3
Liquid density at boiling point 426.0 kg/m
Molecular Weight - 16.042 30.068 44.094 58.120 72.150 28.016
Vapour SG at 15°C and 1 bar absolute (0.1MPa(A)) 0.554
Boiling Point at 1 bar absolute °C -161.5 -88.6 -42.5 -5 36.1 -196°C
Gas volume/liquid volume ratio at -161.5°C at 1 bar

SAMSUNG
3 619
Liquid Density at Boiling Point kg/m 426.0 544.1 580.7 601.8 610.2 808.6 absolute (0.1MPa(A))

Vapour SG at 15°C and 1 bar absolute (0.1MPa(A)) - 0.554 1.046 1.540 2.07 2.49 0.97 Flammable limits in air by volume 5.3 to 14%
Gas volume/liquid volume Ratio at Boiling Point and 1
- 619 413 311 311 205 649 Auto-ignition temperature 595°C’
bar absolute
Non- Higher Specific Energy (Gross Heating Value) at 15°C 555.kJ/kg
Flammable Limits in air by Volume % 5.3 to 14 3 to 12.5 2.1 to 9.5 2 to 9.5 3 to 12.4
flammable
Auto-Ignition Temperature °C 595 510 468 365/500 - - Critical Temperature -82.5°C

Gross Heating Value Normal: kJ/kg 55,559 51,916 50,367 49,530 49,069 - Critical pressure 4.3 MPa(A)
at 15°C Iso : 49,404 48,944
Vaporisation Heat at Boiling Point kJ/kg 510.4 489.9 426.2 385.2 357.5 199.3

Composition of LNG

K-LINE
Methane Nitrogen
Ethane (mol %) Propane (mol %) Butane (mol %) Pentane (mol %) Density (kg/m3)
(mol %) (mol %)
CH4 C2H6 n-C3H8 n-C4H10 n-C5H12 N2
Arun 89.33 7.14 2.22 1.17 0.01 0.08 N/A
Arzew 87.4 8.6 2.4 0.05 0.02 0.35 466
Bintulu 91.23 4.3 2.95 1.4 0 0.12 457
Bonny 90.4 5.2 2.8 1.5 0.02 0.07 453
Badak 91.09 5.51 2.48 0.88 0 0.03 N/A
Das Island 84.83 13.39 1.34 0.28 0 0.17 465
Egypt 96.1 2.9 0.57 0.40 0.006 0.01 435
Equitorial Guinea 92.1 3.9 0.03 0 0.01 0 443
Kenai 99.8 0.1 0 0.1 0 0.1 421
Lumut 89.4 6.3 2.8 1.3 0.05 0.05 463
Marsa el Braga 70 15 10 3.5 0.6 0.9 531
Point Fortin 96.2 6.43.267 0.42 0.07 0.01 0.008 433
Ras Laffan 90.1 5.646.47 2.27 0.6 0.03 0.25 457
Skikda 91.5 7.335.64 1.5 0.5 0.01 0.85 451
Withnell 89.02 7.33 2.56 1.03 0 0.06 460

IMO No. 9355379 2–2 Part 2 Properties of Gases / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Part 2 : Properties of Gases The boil-off vapour from LNG is lighter than air at vapour temperatures above -
112.5°C or higher, depending on the LNG’s composition (See Illustration 2.2.1a),
2.1 Characteristics of LNG therefore, when vapour is vented into the atmosphere it will tend to rise above the
vent outlet and be rapidly dispersed. When cold vapour is mixed with ambient air,
2.1.1 Physical Properties and Composition of LNG the vapour-air mixture will appear as a readily visible white cloud due to the
condensation of the moisture in the air. It is normally safe to assume that the
Natural gas is a mixture of hydrocarbons with nitrogen, which, when liquefied, flammable range of the vapour-air mixture does not extend significantly beyond
form a clear colourless and odourless liquid. LNG is usually transported and stored the perimeter of the white cloud.
at a temperature very close to its boiling point at atmospheric pressure

SAMSUNG
(approximately -160°C). The auto-ignition temperature of methane, i.e. the lowest temperature to which the
gas needs to be heated to cause self-sustained combustion without ignition by a
The actual LNG composition of each loading terminal will vary depending on its spark or flame, is 595°C.
source and on the liquefaction process, but the main constituent will always be
methane. Other constituents will be small percentages of heavier hydrocarbons Variation in Boiling Point of Methane with Pressure
such as ethane, propane, butane, pentane and possibly a small percentage of (See Illustration 2.1.1c)
nitrogen.
The boiling point of methane increases with pressure. This variation is shown in
A typical composition of LNG is given in Table 2, and the physical properties of the diagram for pure methane over the normal range of pressures on board the
the major constituent gases are given in Table 1. vessel. The presence of the heavier components in LNG increases the boiling point
of the cargo for a given pressure.
For most engineering calculations (e.g. piping pressure losses), it can be assumed
that the physical properties of pure methane represent those of LNG. For custody The relationship between the boiling point and the pressure of LNG will
transfer purposes, however, when accurate calculation of the heating value and approximately follow a line parallel to that shown for 100% methane.

K-LINE
density is required, the specific properties based on actual component analysis
must be used.

During a normal sea voyage, heat is transferred to the LNG cargo through the
cargo tank insulation, causing vaporisation (boil-off) of part of the cargo.

The composition of the LNG is changed by this boil-off because the lighter
components, having lower boiling points at atmospheric pressure, vaporise first.
Therefore the discharged LNG has a lower percentage content of nitrogen and
methane than the LNG as loaded, and slightly higher percentages of ethane,
propane and butane, due to methane and nitrogen boiling off in preference to the
heavier gases.

The flammability range of methane in air (21% oxygen) is approximately 5.3 to

14% (by volume). To reduce this range, the air is displaced by inert gas until the
oxygen content is reduced to 2% prior to gassing up after dry docking. In theory,
an explosion cannot occur if the O2 content of the mixture is below 13% regardless
of the percentage of methane, but for practical safety reasons purging is continued
until the O2 content is below 2%. This safety aspect is explained in detail later in
this section.

IMO No. 9355379 2–3 Part 2 Properties of Gases / Issue 1

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

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30

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

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6

4
Butadrene
1.3
3
N. Butane

1
0.9
0.8
0.7

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

TEMPERATURE( 0 C)

IMO No. 9355379 2–4 Part 2 Properties of Gases / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 2.1.2a Flammability of Methane, Oxygen and Nitrogen Mixtures 2.1.2 Flammability of Methane, Oxygen and Nitrogen Mixtures

The ship must be operated in such a way that a flammable mixture of methane and
Area EDFE air is avoided at all times. The relationship between gas/air composition and
B
21 flammable flammability for all possible mixtures of methane, air and nitrogen is shown in the
E diagram (See Illustration 2.1.2.a).
20
Caution The vertical axis A-B represents oxygen-nitrogen mixtures with no methane present,
19 ranging from 0% oxygen (100% nitrogen) at point A, to 21% oxygen (79%
F This diagram assumes complete mixing
18 nitrogen) at point B. The latter point represents the composition of atmospheric air.

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which, in practice, may not occur.
17 The horizontal axis A-C represents methane-nitrogen mixtures with no oxygen
Y present, ranging from 0% methane (100% nitrogen) at point A, to 100% methane
16 (0% nitrogen) at point C.
M
15 Any single point in the diagram within the triangle ABC represents a mixture of all
N Mixtures of air and methane three components, methane, oxygen and nitrogen, each present in a specific
14
G X cannot be produced above proportion of the total volume. The proportions of the three components represented
13 line BEFC by a single point can be read off the diagram.
D For example, at point D:
12
y Methane: 6.0% (read on axis A-C)
11
% y Oxygen: 12.2% (read on axis A-B)
10 y Nitrogen: 81.8% (remainder)
O 9

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The diagram consists of three major sectors:
x
y 8
1) The Flammable Zone Area EDF: Any mixture the composition of which is
g 7 represented by a point that lies within this area is flammable.
e
n 6 2) Area HDFC: Any mixture the composition of which is represented by a
point that lies within this area is capable of forming a flammable mixture
5
when mixed with air, but contains too much methane to ignite.
4 Area HDFC
capable of forming flammable 3) Area ABEDH: Any mixture the composition of which is represented by a
3 mixtures with air, but containing point that lies within this area is not capable of forming a flammable
too much methane to explode mixture when mixed with air.
2
1 Using the Diagram

Z C Assume that point Y on the oxygen-nitrogen axis is joined by a straight line to point
A 0 10 H 20 30 40 50 60 70 80 90 100 Z on the methane-nitrogen axis. If an oxygen-nitrogen mixture of composition Y is
mixed with a methane-nitrogen mixture of composition Z, the composition of the
Methane %
resulting mixture will, at all times, be represented by point X, which will move from
Area ABEDH Y to Z as increasing quantities of mixture Z are added.
not capable of forming
flammable mixture NOTE
with air In this example point X, representing changing composition, passes through the
flammable zone EDF, that is, when the methane content of the mixture is
between 5.5% at point M, and 9.0% at point N.

IMO No. 9355379 2–5 Part 2 Properties of Gases / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Applying this to the process of inerting a cargo tank prior to cool down, assume that 2.1.3 Supplementary Characteristics of LNG 3. Cryogenic Temperatures
the tank is initially full of air at point B. Nitrogen is added until the oxygen content
is reduced to 13% at point G. The addition of methane will cause the mixture 1. When spilled on Water Contact with LNG or with materials chilled to its temperature of about -160°C will
composition to change along the line GDC which, it will be noted, does not pass damage living tissue.
through the flammable zone, but is tangential to it at point D. If the oxygen content 1) Boiling of LNG is rapid, owing to the large temperature difference Most metals lose their ductility at these temperatures; LNG may cause the brittle
is reduced further, before the addition of methane, to any point between 0% and between the product and water. fracture of many materials. In case of LNG spillage on the ship’s deck, the high
13%, that is, between point A and G, the change in composition with the addition of thermal stresses generated from the restricted possibilities of contraction of the
methane will not pass through the flammable zone. 2) LNG continuously spreads over an indefinitely large area, resulting in a plating will result in fracture of the steel. The Illustrations 1.3.3a and 2.1.3a show a
magnification of its rate of evaporation until vaporisation is complete. typical ship section with the minimum acceptable temperatures of the steel grades
Theoretically therefore, it is only necessary to add nitrogen to air when inerting until selected for the various parts of the structure.

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the oxygen content is reduced to 13%. However the oxygen content is reduced to 3) No coherent ice layer forms on the water.
2% during inerting because, in practice, complete mixing of air and nitrogen may 4. Behaviour of LNG in the Cargo Tanks
not occur. 4) Under particular circumstances, with a methane concentration below
40%, flameless explosions are possible when the LNG strikes the water. When loaded in the cargo tanks the pressure of the vapour phase is maintained as
When a tank full of methane gas is to be inerted with nitrogen prior to aeration, a These result from an interfacial phenomenon in which LNG becomes substantially constant, slightly above atmospheric pressure.
similar procedure is followed. Assume that nitrogen is added to the tank containing locally superheated at a maximum limit until a rapid boiling occurs.
methane at point C until the methane content is reduced to about 14% at point H. As However, commercial LNG is far richer in methane than 40% and The external heat passing through the tank insulation generates convection currents
air is added, the mixture composition will change along line HDB, which, as before, would require lengthy storage before ageing to that concentration. within the bulk cargo; heated LNG rises to the surface and boils.
is tangential at D to the flammable zone, but does not pass through it. For the same
reasons as when inerting from a tank containing air, when inerting a tank full of 5) The flammable cloud of LNG and air may extend for large distances The heat necessary for the vaporisation of LNG comes from the outer environment
methane it is necessary to go well below the theoretical figure to a methane content downwind (only methane when warmer than -112.5°C is lighter than of the cargo tanks leaking through the cargo tank insulation. As long as the
of 2% because complete mixing of methane and nitrogen may not occur in practice. air) because of the absence of topographic features which normally generated vapour is continuously removed by maintaining the pressure as
promote turbulent mixing. substantially constant, the LNG remains at its boiling temperature.
The procedures for avoiding flammable mixtures in cargo tanks and piping are
summarised as follows: 2. Vapour Clouds If the vapour pressure is reduced by removing more vapour than is generated, the

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LNG temperature will decrease. In order to make up the equilibrium pressure
1) Tanks and piping containing air are to be inerted with nitrogen or inert gas 1) If there is no immediate ignition of an LNG spill, a vapour cloud may corresponding to its temperature, the vaporisation of LNG is accelerated because of
before admitting methane at ambient temperature until all sampling points form. The vapour cloud is long, thin, cigar shaped and, under certain an increased heat leak into the cargo tanks.
indicate 2.0% vol. or less oxygen content and the dew point less than -40°C. meteorological conditions, may travel a considerable distance before its
concentration falls below the lower flammable limit. This concentration If the vapour pressure is increased by removing less vapour than is generated, the
2) Tanks and piping containing methane are to be inerted with nitrogen or is important, for the cloud could ignite and burn with the flame LNG temperature will increase. In order to reduce the pressure to a level
inert gas before admitting air until all sampling points indicate 2.0% vol travelling back towards the originating pool. The cold vapour is denser corresponding to the equilibrium with its temperature, the vaporisation of LNG is
methane and the dew point less than -40°C. than air and thus, at least initially, hugs the surface. Weather conditions slowed down and the heat transfer from LNG to vapour is reduced.
largely determine the cloud dilution rate, with a thermal inversion
It should be noted that some portable instruments for measuring methane content are greatly lengthening the distance travelled before the cloud becomes LNG is a mixture of several components with different physical properties and in
based on oxidising the sample over a heated platinum wire and measuring the non-flammable. particular with different vaporisation rate; the more volatile fraction of the cargo
increased temperature from this combustion. This type of analyser will not work vaporises at a greater rate than the less volatile fraction. The vapour generated by
with methane-nitrogen mixtures that do not contain oxygen. For this reason, special 2) The major danger from an LNG vapour cloud occurs when it is ignited. the boiling of the LNG contains a higher concentration of the more volatile fraction
portable instruments of the infrared type have been developed and supplied to the The heat from such a fire is a major problem. A deflagration (simple than the LNG.
ship for this purpose. burning) is probably fatal to those within the cloud and outside
buildings but is not a major threat to those beyond the cloud, although The properties of the LNG, i.e. the boiling point, density and heating value, have a
there will be burns from thermal radiations. tendency to increase during the voyage.

IMO No. 9355379 2–6 Part 2 Properties of Gases / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
2.1.4 Avoidance of Cold Shock to Metal
In the event of a spillage or leakage, water spray should be directed at the
Structural steels suffer brittle fracture at low temperatures. Such failures can be spillage to disperse and evaporate the liquid and to protect the steelwork. The
catastrophic because, in brittle steel, little energy is required to propagate a fracture leak must be stopped and cargo operations suspended if necessary.
once it has been initiated. Conversely, in a tough material the energy necessary to
propagate a crack will be insufficient to sustain it when it runs into a sufficiently In the event of a major leakage or spillage, cargo operations must be stopped
tough material. immediately, the general alarm sounded and the emergency deck water spray
system put into operation.
Plain carbon structural steels have a brittle to ductile behaviour transition which
occurs generally in the range of -50°C to +30°C. This, unfortunately, precludes their Illustration 2.1.3a Structural Steel Ductile to Brittle Transition Curve

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use as LNG materials (carriage temperature -162°C). The effect is usually
monitored by measuring the energy absorbed in breaking a notched bar and a
transition curve, as shown in Illustration 2.1.4a, which is typical for plain carbon
steels. Brittle Fracture transition Ductile
fracture range (mixed fracture fracture
For this reason, materials which do not show such sharp transition from ductile to appearance)
brittle fracture as the temperature is lowered, have found obvious application for use Notched
in cryogenic situations in general and particularly in liquid methane carriers; for bar test
example, Invar (36% nickel-iron alloy), austenitic stainless steel, 9% nickel steel Energy
and some aluminum alloys such as 5083 alloy. absorbed
All of these materials behave in a ductile manner at -162°C, so that the chance of an
unstable brittle fracture propagating, even if the materials were overloaded, is
negligible.
For a typical mild steel:
T1 might be -30°C
In order to avoid brittle fracture occurring, measures must be taken to ensure that T2 might be +15°C

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LNG and liquid nitrogen do not come into contact with the steel structure of the Although this depends
vessel. In addition, various equipment is provided to deal with any leakages that on composition, heat
may occur. treatment etc. the curve
can shift to left or right.
The manifold areas are equipped with a stainless steel drip tray which collects any
spillage and drains it overboard. The ship, in way of the manifolds, is provided with
a water curtain that is supplied by the deck fire main. The fire main must always be
pressurised and the manifold water curtain in operation when undertaking any cargo
operation. In addition, fire hoses must be laid out at each liquid dome to deal with
any small leakages that may develop at valves and flanges. Permanent drip trays are
fitted underneath the items most likely to cause problems and portable drip trays are
provided for any other needs.
T1 T2
During any type of cargo transfer and particularly whilst loading and discharging,
constant patrolling must be conducted on deck to ensure that no leakages have Temperature
developed.

IMO No. 9355379 2–7 Part 2 Properties of Gases / Issue 1

1. Nitrogen Inert gas is used to reduce the oxygen content in the cargo system, tanks, piping
and compressors in order to prevent an air/CH4 mixture prior to aeration post
Nitrogen is used for the pressurisation of the insulation spaces, for purging of cargo warm up, before refit or repairs and prior to the gassing up operation post refit
pipe lines, fire extinguishing in the vent mast and for the sealing of the gas before cooling down. Inert gas is produced on board using an inert gas generator,
compressors. It is produced either by the vaporisation of liquid nitrogen supplied which produces inert gas at 14,000 Nm3/h with a -45°C dew point burning low
from shore or by generators whose principle is based on hollow fibre membranes to sulphur content gas oil. This plant can also produce dry air at 14,000 Nm3/h and
separate air into nitrogen and oxygen. -45°C dew point.

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1) Physical Properties of Nitrogen
Inert gas composition
Nitrogen is the most common gas in nature since it represents 79% in
volume of the atmospheric air. Oxygen < 1.0% in vol.

Carbon dioxide < 14% in vol.

At room temperature nitrogen is a colourless and odourless gas. Its density
is near that of air; 1.25 kg/m3 under the standard conditions. Carbon monoxide < 100 ppm by vol.

Sulphur oxides (SOx) < 10 ppm by vol.

When liquefied, the temperature is -196°C under atmospheric pressure,
density of 810 kg/m3 and a vaporisation heat of 199 kJ/kg. Nitrogen oxides (NOx) < 100 ppm by vol.

Nitrogen balance
2) Properties of Nitrogen
Dew point < -45°C
Molecular weight 28.016 Soot (on Bacharach scale) 0 (complete absence)

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Boiling point at 1 bar absolute (1bar A) –196°C
The inert gas is slightly denser than air; approx. 1.35 kg/m3 at 0°C.
Liquid SG at boiling point 1.81

Vapour SG at 15°C and 1bar absolute (1bar A) 0.97 CAUTION

Due to its low oxygen content, inert gas is an asphyxiant.
Gas volume/liquid volume ratio at –196°C 695

Flammable limits None

Dew point of 100% pure N2 < –80°C

3) Chemical Properties

Nitrogen is considered an inert gas; it is non flammable and without

chemical affinity. However, at high temperatures, it can be combined with
other gases and metals.

CAUTION
Nitrogen is an asphyxiant
.

At liquid state, its low temperature will damage living tissue and any spillage of
liquid nitrogen on the ship’s deck will result in failure as for LNG.

IMO No. 9355379 2–8 Part 2 Properties of Gases / Issue 1

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3.8 Alarm Printout.................................................................................. 3 -11
3.9 Fast Alarm Function......................................................................... 3 -11
3.10 Data Logging ................................................................................. 3 -11
3.11 Extension Alarm and Engineer’s Alarm ......................................... 3 -12
3.11.1 Extension Alarm .................................................................. 3 -13

Illustration
3.1a IAS Overview (System Configuration) ............................................ 3 -1
3.1b IAS Overview (System Connection)................................................ 3 -2
3.1c IAS Overview (Power Supply Concept) .......................................... 3 -3
3.2a Display Layout ................................................................................. 3 -5
3.2b Keyboard.......................................................................................... 3 -5
3.6a DOPC Control Module (DOCM) ..................................................... 3 -9
3.7a Alarm Acceptance Procedure ......................................................... 3 -10
3.8a Alarm Printer Configuration .......................................................... 3 -11

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3.8b Example of Alarm Printout ............................................................ 3 -11
3.9a Example of Alarm Printout ............................................................ 3 -11
3.11a Extension Alarm and Engineer Call System................................. 3 -12
3.11.1a Layout of Group Alarm Indication ............................................ 3 -14
3.11.1b Alarm Annunciation Sequence for Machinery System ............. 3 -15
3.11.1c Alarm Annunciation Sequence for Cargo System ..................... 3 -15
3.11.1d Alarm Annunciation Sequence for Navigation System ............. 3 -16

Part 3
Integrated Automation System (IAS)
IMO No. 9355379 Part 3 Integrated Automation System (IAS) / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 3.1a IAS Overview (System Configuration)

CCR (Central Control Room) ECR (Engine Control Room)

Logging Color Alarm Alarm Color Logging

Printer Printer Printer Printer Printer Printer

Cargo Control Console Engine Control Console

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(CCC) (ECC)
20" LCD 20" LCD

CCC1 CCC2 CCC3 CCC4 CARGO MIMIC CCC5 CCC6 CCC7 CCC8 CCC9 CCC10 ECC10 ECC9 ECC8 ECC7 ECC6 ECC5 ECC4 ECC3 ECC2 ECC1
MLM DOSS5 DOSS6 DOSS7 DOSS8 CTS DOSS4 DOSS3 WOIS DOSS2 DOSS1

Ext. VDU NET (Ethernet)

Extension VDU System

TSS TSS

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For
Accommodation Area EXT. VDU EXT. VDU
Server Server DEO-Net (Ethernet)
Note Type VDU
x 11 Sets

Receptacles For
Extension VDU DOHS DOGS 20" LCD
x 23 Sets CBC- CBC-
History OPC 5 Sets 4 Sets
- W/H Server Server DOSS9 DOSS10
- Captain Day Room DOPC DOPC DOPC DOPC DOPC
- Chief Off Day Room Cargo I/O Cabinet
- 2nd Off (Senior) Room (For Cryostar
- 2nd Off (Junior) Room EER Equipment Control) Machinery I/O Cabinet
- 3rd Off Room (Electric Equipment Room)
- Chief Eng Day Room Ethernet ECR/PSR Central Bridge Console
RS-485 RS-485
- Cargo Eng Day Room Communication (OPC) (Process Station Room) (CBC)
- 2nd Eng Day Room For E/R Area (Yard Supply)
For Cargo & Machinery System Serial Communication (Modbus) Serial Communication (Modbus)
- 3rd Eng Room - Shipboard Management System
- 4th Eng Room Note Type VDU (SMS) For Cargo System For Machinery System
- Electrician x 2 Sets W/H
- Custody Transfer System (CTS) - Ship Performance Monitor (SPM)
- Senior Off Spare (A) Room - Loading Computer - Main Propulsion Control System
- Senior Off Spare (B) Room - Gas Detection System (GDS) - Main Generator Engine
- Senior Off Spare (C) Room - Fire Detection System (FDS) - Gas Combustion Unit
- Junior Off Spare Room Receptacles For
Extension VDU - Float Level Gauging System (FLG) - Voyage Data Recorder (VDR)
- Junior Off Spare Room - N2 Generator
- Ship's Office x 13 Sets
- Inert Gas System
- Conference Room - 2 in Main SWBD RM -1 in ESB RM - Integrated Navigation System (INS)
- CCR - 2 in Frequency Converter RM -1 in BLR Side
- Electric Equipment Room - 1 in ECR -1 in IGG RM
- No.1 Cargo SWBD Room - 1 in Engine Store -2 in DG Engine RM
- No.2 Cargo SWBD Room - 1 in Electric Workshop -1 in E/R Floor

IMO No. 9355379 3-1 Part 3 Integrated Automation System (IAS) / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 3.1b IAS Overview (System Connection)

Extension VDUS CCC CBC ECC

Extension
Alarm Panels DOSS DOSS DOSS DOSS DOSS DOSS DOSS DOSS DOSS DOSS
C,D, Nav Deck

EAP
Ext. VDU NET
(Ethernet)

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EAP Remote I/O in
Mimic Console
To SMS DEO-NET DEO-NET DEO-NET
A,B Deck (Ethernet) (Ethernet) (Ethernet) (Ethernet)
OPT. OPT. OPT.
EAP CONV. CONV. CONV.
OPT OPT OPT OPT OPT OPT
(2 Fibers) (2 Fibers) (2 Fibers) (2 Fibers) (2 Fibers) (2 Fibers)
EAP I/O Modules

Machinery I/O Cabinet

OPT. OPT. OPT. OPT. OPT.
DOGS TSS TSS DOHS CONV. CONV. CONV. CONV. CONV.
DEO-Net
(Ethernet)

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DOPC DOPC DOPC DOPC DOPC DOPC DOPC

Maintenance
PC
SIM SIM E-SIM E-SIM

I/O Modules I/O Modules

I/O Modules I/O Modules I/O Modules I/O Modules

Cargo I/O Cabinet

Is Remote I/O Panel Is Remote I/O Panel x 4Sets x 4Sets

OPT
- 1HV CSB - 1HV MSB
(2 Fibers)
- 1LV CSB - 1LV MSB
OPT OPT - 2HV CSB OPT OPT OPT OPT OPT - 2HV MSB
E/R Floor Deck Cargo MTR RM (2 Fibers) (2 Fibers) - 2LV CSB (2 Fibers) (2 Fibers) (2 Fibers) (2 Fibers) (2 Fibers) - 2LV MSB
Is Remote I/O Panel Is Remote I/O Panel
Legend Remote I/O in Remote I/O in 5 Sets
Remote I/O Panel Remote I/O in
DOSS : DEO Open Supervisory Station Main SWBD Main SWBD Main SWBD
DOHS : DEO Open History Station Passage Way 3P Passage Way 4S - F/C Upp DK
- E/R 2nd DK PORT
DOGS : DEO Open Gateway Station Is Remote I/O Panel Is Remote I/O Panel - E/R 4nd DK PORT
DOPC : DEO Process Controller - E/R 4nd DK STBD
TSS : Thin Client Supervisory Server - E/R Floor DK
EAP : Extension Alarm Panel Zone1 Passage Way 1P Passage Way 2S
OPT. CONV. : Optical Converter Hazardous Area I/O Modules I/O Modules I/O Modules I/O Modules

IMO No. 9355379 3-2 Part 3 Integrated Automation System (IAS) / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 3.1c IAS Overview (Power Supply Concept)

Accommadation Area W/H CCR

Extension CCC
VDUS DOSS DOSS DOSS DOSS
CBC Alarm Printer

23 Receptacles DOSS DOSS

Logging Printer
AC220V (CSB)

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E/R Area
Extension A Color Printer
UPS
VDUS B
A A
UPS UPS
13 Receptacles B B
AC220V (MSB)

Upp Deck ECR / PSR Non-Is Remote I/O ECR

Battery Room
A ECC
No.2 UPS Cabinet PS
No.2 UPS Battery DOSS DOSS DOSS DOSS
Cabinet AC440V (1 MSB) DC24V I/Os Alarm Printer
TR UPS B B
BAT AC440V (ESB) PS

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AC100V
Back up : 60 Min. Logging Printer
13 Sets
Nav Deck EER No.1 UPS Cabinet
Battery Room Non-Is Remote I/O
AC440V (1 MSB) A Color Printer
No.1 UPS Battery TR UPS A A UPS
AC440V (ESB) PS B
Cabinet AC100V
BAT Back up : 60 Min. DC24V I/Os
A
B PS UPS
B

Cargo I/O Cabinet

DOHS DOGS TSS TSS
Is Remote I/O Machinery I/O Cabinet
A Panel
UPS Legend
B DC24V I/Os A
DOSS : DEO Open Supervisory Station
A PS DOHS : DEO Open History Station B
6 Sets DOGS : DEO Open Gateway Station DC DC
B PS DOPC : DEO Process Controller 24V 24V
DC DC PS PS PS PS
Is Remote I/O TSS : Thin Client Supervisory Server
24V 24V
PS PS PS PS Panel TR : Transformer
UPS : Uninterrupted Power Supply Unit DOPC I/Os DOPC I/Os
I/Os BAT : Battery Unit for UPS
DOPC I/Os DOPC I/Os
DC24V PS : Power Supply Unit
(AC100V/DC24V Converter) ECR / PSR

IMO No. 9355379 3-3 Part 3 Integrated Automation System (IAS) / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Part 3 : Integrated Automation System (IAS) - Environmental Conditions DOSS, DOHS, DOGS and TSS use No.1 UPS power in case of No.1 UPS power
No.1 UPS power alive. When the No.1 UPS power fails, those are changed to No.2
3.1 IAS for General Operating temperature : 20 ~ 55˚C Controlled environment UPS power console and cabinet to prevent to interruption during the changeover.
y 10 ~ 55˚C Machinery space
y -20 ~ 70˚C Open deck - DOSS : DEO Open Supervisory Station
1. System Configuration
Relative humidity : 95% - DOHS : DEO Open History Station
Vibration : To comply with IEC92.504 requirements - DOGS : DEO Open Gateway Station
Integrated Automation System(IAS) consists of several human machine interface Ship Motion : ±22.5˚ , 10 seconds rolling period - TSS : Thin Client Supervisory Sever
stations that have monitoring and control function for machinery and cargo
- DOPC II : DEO Process Controller II
sections in the vessel.

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3. Intrinsic Safety
3.2 DEO Open Supervisory Station (DOSS)
DEO Open Supervisory Station (:named DOSS) is human machine interface (HMI) Intrinsic safety system is to be composed in accordance with the requirements of
of IAS. the classification society. 1. General
IS type remote I/O system is applied, and all of IS signals (input from hazardous
Following human machine interface (HMI) Stations are provided as IAS
area and output to hazardous area) are connected to IS type remote I/O. DOSS is provided as the main Human-machine Interface Station (HIS).
monitoring and control stations.
IS type remote I/O is installed in IS type remote I/O panels which are distributed in DOSS is an Marine-DEO node facilitating Window aware functionality. The DOSS
E/R, cargo motor room and passage way. has the following features.
y Wheel house : 2 sets of DOSS in Central Bridge Console (CBC)
IS type remote I/O is connected to controller of IAS in Cargo I/O cabinet by
y Cargo Control Room (CCR) : 4 sets of DOSS in Central Control
redundant communication network. Communication is RS-485, and the protocol is - Display call-up toolbar
Console (CCC)
y Engine Control Room (ECR) : 4 sets of DOSS in Engine Control MODBUS. - Operational faceplate facility
Console (ECC) - One line alarm indication
4. Power Supply - Trackball pointing device
In addition to the above DOSS in consoles, extension VDU system is provided for - High resolution display

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remote monitoring in the vessel. The conditions of power supply for the UIAS is as follows.
- AC440V, 60Hz, 3 Phase It is fully integrated with Marine-DEO and can be a client node for DOPCⅡ and
- Voltage : ±10% nominal DOHS for LNGC monitoring control.\
DEO Process Controller (:named DOPC) is controller of IAS.
- Frequency : ±5% nominal
DOPC consists of control module and distributed I/O module.
DOPC control module are installed in cabinets as follows. Display call-up toolbar
Dual uninterrupted power supply system is applied, and the UPS cover all of IAS
power. The toolbar allows prompt access each control and monitoring facility. Operator
y Controller for Cargo system : Cargo I/O cabinet in Electric just clicks the intuitive icon, then call-up ideal display or pull-down menu that
Equipment Room (EER) Each UPS is fed from 2 kind of power source; one is from normal feeding line, the
other is fed from emergency feeding line. shows the title of displays are appeared.
y Controller foe machinery system : Machinery I/O cabinet in EER /
Process Station Room (PSR)
- Battery backup time of UPS : 60minutes Operator faceplate facility
The following figures shows system configuration of IAS - Battery type : Lead cell type Each field devices can be manipulated from dedicated graphics. Operator just
clicks the pre-configured devices symbol and will appear the faceplate. The clicks
y Illustration 3.1.1a Indicates system configuration of IAS Both of normal and emergency feeding power are always coming to each UPS and enters numerical on the faceplate make him control the devices.
y Illustration 3.1.1b Indicates system connection concept of IAS from ship’s power bus to each UPS, and UPS uses normal line in case of normal
y Illustration 3.1.1c Indicates power supply concept of IAS feeding alive. When the normal feeding fails, those are changed to emergency
One line alarm indication
feeding automatically.
The latest alarm appears in this portion. Operator recognizes what alarm occurred
2. Operating Conditions
Output power from UPS is AC100V (60Hz, 1Phase) and AC100V is applied for during he watch the any displays without calling alarm summary. This bar is
power supply of each component of IAS as and internal circuit of IAS. indicated on the top of screen at any time. After acknowledged the alarm, next
Accuracy of instruments for IAS
Both of output power from No.1 UPS and No.2 UPS are always coming to each event will be coming the area.
- Pressure : ±0.75% of span reading
- Temperature : ±0.75% of thermocouples console and cabinet.
±3.0% for resistive temperature detectors
±1.5% for resistive temperature detectors for cargo
machinery
- Level : ±25mm

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2. Display Layout 3. Keyboard 4. Display

Illustration 3.2a Display Layout The DOSS has two(2) types of keyboard. DOSS Operation display is consisted of the following display parts. The display
Display Call-up Toolbar
consists of two(2) parts, one is Display Control Part and Main Display Part.
Ship's Time(*1)
- Operation keyboard The Display Control Part is common in all displays consisting of Tool Bar, One
One Line Alarm Indication Display Main Part System Standard Time (*2)
Line Alarm window and system window for date/time indication etc.
- Engineering keyboard
The Main Display Part is for invoked displays such as Graphic display, Group
display, etc.
The Engineering keyboard is used for software modification and installation only.

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The keyboard is furnished on the console with a cover. The following figures Figure 3.2.1 Graphic Display
indicate the layout of keyboard.

Illustration 3.2b Keyboard

MM : Month
DD : Day
YYYY : Year
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NOTE
* 1 : Ship’s Time : MM / DD/ YYYY HH:MM
* 2 : System Standard Time : MM / DD / YYYY (WWW) HH : MM : SS
HH : Hour
MM : Minute
WWW : Week
Display Items
Free Memory
Free Disk (D:)
Date and Time
Mode Indicator

Access Level
Contents
Shows free main memory in DOSS
Shows free disk space in D Drive of DOSS
Shows Current Date and Time
Shows whether parallel operation keyboard is in
High-speed mode or ordinary mode.
Shows current Access level
Indicator
One-Line Alarm Shows latest process alarm
Window
Main Display Part Main area for application displays

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Figure 3.2.2 Group Display Figure 3.2.3 Trend Display
Display Items Contents
Maximum 8 Control Points (tags) are displayed on the screen to monitor and These Displays are used to monitor and operate points with trend graphs.
Display Control Part Common area for displays
operate Points. Harmonas-DEO has the following two Trend screens selectable for different
1. SILENCE button Used to turn off sound Control Point includes monitoring loops (temperature and flow volume), control purposes:
2. ALARM button Used to indicate process alarm status and to loop (temperature control: PID, feed forward control, etc.), on/off control
invoke alarm summary display (operation) loops (electromagnetic valve and pumps), interlock control, and • Remote Trend : displays the history data collected by DOHS.
3. SYS STATS Used to indicate system alarm status and to sequence control. Individual tags areoperable here. • Local Trend : displays the history data collected by DOSS itself.

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button invoke system status display
The following kinds of remote trend displays are available in addition to the
4. MESSGE button Used to indicate message status and to invoke
standard display.
message summary display
5. SEQ EVENT Used to indicate sequence events status and to • Multi-remote trend : Provides four trend displays of different groups on
button invoke sequence event summary display one screen.
6. PREVIOUS Used to go back to previous display • Remote trend parts : Used to display remote trend displays on the user
button graphic display.
7. NEXT button Used to go to next display • Remote trend in the earlier than R310 versions : Remote trends displayed
in the format of the earlier than R310 versions.
8. GRAPHIC button Used to invoke graphic display
9. GROUP button Used to invoke group display The following kinds of local trend displays are available in addition to the standard
10 TREND button Used to invoke trend display display.
11. DETAIL button Used to invoke detail display
• Local trend in the earlier than R310 versions.: Local trends displayed in

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12. REPORT button Used to invoke report menu display
the format of the earlier than R310 versions.
13. SYS CONF Used to invoke system configuration/ command
button menu display For each of those trends, a maximum of eight pens can be displayed.
14. PRINT button Used to activate CRT screen print
Time span, display range, etc. can be changed on the Trend screens to monitor the
status of plants from various viewpoints.
No. Display Contents
Items
1. Page This is used to move to next or previous group No.
2. Group No. This shows current group No.
3. Group Title This shows group description of group display being
Indicated.
4. Faceplate This consists of maximum 8 loops of faceplates
assigned to the group No.

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No. Display Items Contents 17. Time-axis scroll The buttons are used to slide (scroll more The Alarm Summary Display provides the listing of process alarm messages
Slide buttons precisely) trend graph forward and backward generated. Newly generated alarms can be confirmed on the display page by page
1. Trend No. Trend No. currently displayed.
slide of trend graph take place when the button is basis or by message basis.
2. Trend title Shows trend title. The title can be changed
released.
system. The Alarm Summary Display provides listing of maximum 200 process alarm
Configuration/ command menu display. 18. Display type (only Shows the graph display state
messages. “Alarm Overflow” indication is provided when more than 200 process
for local trend) Blank: when current trend is displayed
3. Trend area Space to show trend graph alarm messages are generated. Newly generated alarms can be acknowledged on
Record: when record trend is displayed
4. Pen No. Pen No. associated with each trend graph the display page by page basis or by message basis. Unit management function is
Save: when save trend is displayed
available so that process alarm messages can be grouped by Unit(maximum 500

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5. Face plate button The button is used to pop up the face plate 19. Operation status Shows the data collection status Units), and grouped message can be managed to be shown on the display or not by
display on the (only for Local Collecting: data is being collected by manual Unit selection function (Details set on Unit Assign Display are displayed, and they
left side of screen for selected pen. Pen can be trend) mode or are connected with Sequence Event Summary Display and Message Summary
selected by clicking point parameter area. automatic mode Display).
6. Trend operation List of short-cut buttons used in the trend display Waiting: waiting for collection time or collection
buttons trigger When a message is selected among the summary list, Detail Display of the selected
7. Relative time The time relative to the time at the right edge of Suspended: collection is being suspended alarm point can be invoked by clicking <DETAIL> button on Tool Bar.
the graph is displayed. When scrolled, the time 20. Collection period Shows the collection start time and collection
relative to the time at the right edge of the graph (only for Local stop time for displayed trend graph. For current In addition, by clicking the <Associate Display> button, displays related to Point
before the scroll is displayed. trend) trend, the collection stop time is shown is blank. are invoked.
8. Digital Value Shown by bar when the Boolean value is 0 and 21 Moving in the Moves graphs along the vertical axis.
shown by filling-in when the Boolean value is 1. vertical-axis No. Display items Contents

9. Display range Indicates the range for the analog-type pen that direction Button 1. Filter Listed alarms can be filtered by the selection. <EHL>

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is now being displayed (the range for digital-type (only for Local indicates all process alarm. <EH>indicates all process
is not displayed). trend) alarms with emergency and high alarm priority only.

10. Trend display Shows newest and oldest time stamp for the <E>indicates alarms with emergency priority only.

Time stamp displayed trend graph.

Figure 3.2.4 Alarm Summary Display 2. Sort by Chronological or priority-wise alarm message sorting

11. Point parameter Shows associated point parameters assigned to can be chosen.

Area each trend pen. 3. Update This is used to tentatively freeze display update or to

12. Connection Shows node No., Node type and connection display reset display freeze.

Information part status 4. Associate Displays that are related to selected points are
(connected/not connected) of the group for which display invoked.
you wish to collect data. 5. Unit alarm This is used to invoke unit alarm summary display.
13. Hair line cursor The buttons are used to move hair line cursor summary
Operation buttons forward and backward. The buttons are available 6. Online manual Opens the online manual specified in the point
when hair line cursor is active. (supported in the future).(optional function)
14. Display time span Shows selected display time span. This is not 7. ACK This is used to acknowledge alarm messages on the
only standard time span, i.e., 1hour, 6hours, page.
1day and 6days, but also other time span
8. Page This is used to show page No. of alarm summary
resulting from zoom In/Out operation.
display and to go to other pages.
15. Time span change The buttons are used to change time span
9. Select button Move alarm message line up and downward to select
Buttons selection.
dedicated alarm message.
16. Scroll buttons The buttons are used to scroll trend graph
10. Priority This indicates alarm priority of each alarm message
forward and backward.
(When items are sorted by priority)
11. Time stamp Shows time and date when the alarm occurs (When
items are sorted by Time Stamp)

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TANGGUH PALUNG Cargo Operating Manual
12. Alarm This shows alarm type of each alarm message, e.g.,
indicator PVHI for PV high alarm, BADPV for bad PV etc.
13. Point Point descriptor of the each alarm point.
description
14. EU Engineering unit of point in alarm.
15. Set value Alarm trip point
16. Alarm value PV value when the alarm occurs or is returned to
normal condition.

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17. ID Unit to which the point in alarm is belonging.
18. Tag name Point name that is in alarm condition.
19. Select unit The selected units on the unit assignment display are
indicated in cyan. The number of maximum usable
units is 500, and only the alarm messages of selected
units are listed. Pages are invoked by clicking the <<,
<, > and >> buttons.

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TANGGUH PALUNG Cargo Operating Manual
3.3 DOHS (DEO Open History Station) 3.6 DOPC ІІ (DEO Process Controller ІІ) Illustration 3.6a DOPC Control Module (DOCM)

DOHS is a historian and provides history data for DOSS. 1. General

DOSS DOHS
1. Vessel data collection and history; DOPC ІІ is a multi-function controller employing control loops, logic functions,
sequence control and I/O processing.
- Collect process data on a periodic basis. - Built-in control / calculation algorithms DEO-Net
- Collect various events; - Sequence control implemented by CL (Control Language) DEO-Net

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y Process Alarm - Distributed I/O for space saving
y Sequence Event - Remote I/O capability by fiber optic connection
y Message - Peer to peer communication with other DOPC ІІs over the DEO-NET
y Operator Change using the tag name basis ETM ETM
y System Alarm - Memory back-up by flash ROM
y System Status E-1 E-2 E-3 E-1 E-2 E-3
- Query and retrieve events by various conditions. DOPC ІІ consists of ;
- Archive data into backup media. - DOCM (DOPC Control Module)
This is a main module of the DOPC ІІ consisting of the control modules
2. Reliability and the communication interface modules. E-A E-B E-A E-B E-A E-B
- Distributed I/O
MSC MSC MSC
- Adoption disk mirroring (RAID1) The I/O modules are mounted on DIN rail.
I-A I-B I-A I-B I-A I-B

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3.4 DOGS (DEO Open Gateway Station) 2. DOCM (DOPC Control Module)

1. General DOCM Configuration shows the DOCM system. The DOCM is composed of the
following modules. I-1 I-2 I-3 I-1 I-2 I-3
To access the DEO-NET information, DOGS is a gateway between the DEO-NET
and the external network. The DOGS provides a network interface for the external - Control Module (MSC) XBM XBM
Ether-net. - Ethernet Module (ETM)
The protocol for the data transition with external devices is objective linking and - X-BUS Module (XBM)
embedding for process control. DOCM
3.5 TSS (Thin Client Supervisory Sever) Three (3) sets of control modules (MSC) have redundant configuration, and X-BUS A
execute the same processing synchronized with each other. The ethernet module X-BUS B
TSS is a gateway between the DEO-net and the extension VDU. (ETM) and the X-BUS module (XBM) compare outputs of three (3) MSCs, and get
One TSS can handle 10 sets of extension VDUs as maximum. data by “logic of majority”, i.e., 2 out of 3. Even though one of MSC outputs
2 sets of TSS are provided for extension VDU system. incorrect data, the remaining two (2) data are correct and used for the control and
monitoring. I/O I/O

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3.7 Alarm Management Illustration 3.7a Alarm Acceptance Procedure

3.7.1 Classification of Alarm

Start

The monitoring & control system provides some kinds of alarms as follows.

1. Process Alarm
Process Alarm Occurrence System Abnormal Occurrence

- Input from ship process analog and digital signals

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- Temperature High, Level Low. Pressure High, etc.

The alarms are indicated on the Alarm Summary Display within 2seconds after
receiving the signals on analog or digital input modules. Alarm Summary Display Buzzer Alarm System Status Display
Call-up Icon Flickering Sounding Printout Call-up Icon Flickering
2. System Abnormal

- DOSS abnormal
- Alarm Printer abnormal Buzzer Stop Remarks
- DOHS abnormal
: Operator's action
- DOGS abnormal
- DOPC II abnormal Alarm Acknowledgement : Phenomenon
- DEO-NET communication abnormal (Flicker Stop)

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- Console / cabinet Fan fail
- Console / cabinet AC/DC power fail Call-up Alarm Summary Display
- Console / cabinet1kVA UPS fail
- UPS cabinet UPS abnormal
- UPS cabinet UPS bypass
System Abnormal Yes
- UPS cabinet input AC fail
Alarm Occurred?
No
3.7.2 Alarm Acceptance Procedure

Call-up Related
The procedure of alarm acceptance is as follows Call-up System Status Display
Graphic Display

Confirm Process Condition Recovery Operation

Recovery Operation

End

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3.8 Alarm Printout The available quantity of lines on the fast alarm display is as follows.
The “ALM” is printed in red. - 25 events/display (Turning over the page is available)
The alarm printers of IAS are located as follows. - Max. 2000 events (80 pages)
In addition to the above, the system status changes including system abnormal are
- Cargo System : 1set in Cargo Control Room printed out on the alarm printer. Illustration 3.9a Example of Alarm Printout
- Machinery System : 1set in Engine Control Room
Illustration 3.8b Example of Alarm Printout Time Stamp (Standard Time) Description Tag Name Current Status Unit ID (Alarm Group)

Illustration 3.8a Alarm Printer Configuration

Time Stamp (Ship's Time) Description Alarm Set-point

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2001/05/18 13:42:55.652 BOTH BLR FO PP STOP XABI11 STOP MA
Alarm Priority Tag Name 2001/05/18 13:42:56.296 2 BLR FO HDR PRS L-L PALLBI106_2 L-L MA
E.U.
Cargo Control Room 2001/05/18 13:42:57.064 1 BLR FO HDR PRS L-L PALLBI106_1 L-L MA
Alarm Type Current Unit ID (Alarm Group)
Value/Status 2001/05/18 13:42:57.426 2 BLR FRAME FAIL XABI104_2 FAIL MA
2001/05/18 13:42:58.014 1 BLR FRAME FAIL XABI104_1 FAIL MA
CCC 2001/06/18 11:24:18 E OFFNORM 1 MFDWPT AUX LO PP ABNR XAFD22_1 ABNOR MA ALM
2001/06/18 11:24:29 E OFFNORM 1 MFDWPT AUX LO PP ABNR XAFD22_1 ABNOR MA ACK
2001/06/18 11:24:58 E OFFNORM 1 MFDWPT AUX LO PP ABNR XAFD22_1 NOR MA RTN
2001/06/18 11:26:11 E OFFNORM S HFO SETT TK LVL L LALOF83_1 LOW MH ALM
DOSS DOSS DOSS DOSS 2001/06/18 11:29:03 E OFFNORM S HFO SETT TK LVL L LALOF83_1 NOR MH RTN 3.10 Data Logging
1 2 3 4 2001/06/18 11:29:19
2001/06/18 11:29:19
E
E
PVHI
PVHI
MT MAIN STM TMP
MT MAIN STM TMP
TIAMS11
TIAMS11
530.1
510.0
525.0
525.0
DEG C
DEG C
MD
MD
ALM
RTN
2001/06/18 11:29:19 E BADPV 1 TG GLAND STM PRS PIAEX51_1 MG ALM
2001/06/18 11:29:47 E PVHI MT MAIN STM TMP TIAMS11 505.0 525.0 DEG C MD ACK
The logging printers of IAS are located as follows.
E : Em'cy

Printer Cable OFFNORM : Off-normal Alarm (Digital Alarm)

PVHH : PV High-high Alarm ALM : Alarm Occurrence
PVHI : PV High Alarm
PVLO : PV Low Alarm
ACK : Alarm Acknowledgement
RTN : Alarm Recovery
- Cargo system – 1 set in CCR
PVLL : PV Low-low Alarm
Cargo BADPV : Bad PV Alarm (connected to CCC, and used by Cargo section of
Alarm Printer
CCC)
3.9 Fast Alarm Function - Machinery system – 1 set in ECR
(connected to CCC, and used by Engine section of
Engine Control Room CCC)

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The fast alarm function is a high speed scanning function for finding out a trip
ECC
cause. The fast alarms are recorded on the hard disk of DOSS(DEO Open
Supervisory Station) automatically. The operator can display and print the recorded The IAS provides data logging function in accordance with the following
Fast Alarms. specification.
DOSS DOSS DOSS DOSS
8 7 6 5 If an equipment comes to trips, the procedure for finding out the trip cause is as
follows. 1. Fixed time Report

Printer Cable 1) The representative trip alarm of this equipment is reported on the Alarm This report is printed out automatically in accordance with the selected time
Summary Display and the alarm printer. interval (Based on Ship’s Time).
Machinery - 1 hour interval : 01:00 , 02:00~ 12:00, 00:00
Alarm Printer
2) The Fast Alarms are indicated on the dedicated display and printed on the - 2 hour interval : 2:00, 4:00, 6:00, 8:00, 10:00, 12:00,
logging printer with operator’s request. 14:00, 16:00, 18:00, 20:00, 22:00, 00:00
- 4 hour interval : 4:00, 8:00, 12:00, 16:00, 20:00, 00:00
3) The Fast Alarms are indicated and printed the order of its occurrence - 8 hour interval : 8:00, 16:00, 00:00
The historical alarm information is printed out on the alarm printer with a reference
time.. - 12 hour interval : 12:00, 00:00
time. For the process alarm, the alarm printout provides the following events.

Operator can find out the trip cause for that equipment. 2. Demand Report
- Alarm occurrence
- Alarm acknowledgement
To realize the Fast Alarm Function, The IAS applies specialized digital I/O This report is printed out at the operator’s request. The format of “Demand Report”
- Alarm recovery
modules, i.e. DISOE, Digital Input Sequence of Event. is same as “Fixed Time Report”.

The major printout item is as follows.

The DISOE provides high-resolution scanning within 20 ms. the Figure 3.9.1 The re-report function is available until the next log is activated.
shows the sample printing. Setting of the logging interval, the demand request and the re-reporting request are
- “ALM”, “ACK”, “RTN”
done from “Report Setting Display”. The display is provided cargo and machinery
- DATE/Time : YYYY/MM/DD XX:XX:XX (HH:MM:SS)(Ship’s Clock)
respectively.
- TAG name
- Description

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TANGGUH PALUNG Cargo Operating Manual
3.11 Extension Alarm and Engineer’s Alarm Illustration 3.11a Extension Alarm and Engineer Call System

All alarms detected by IAS are extended to extension alarm located in officer’s /
engineer’s cabin and public space by the extension alarm system. The alarms are
Control Console
grouped to extension alarm groups and extension alarm panel annunciate the group
Buzzer Engineer/
alarm status. One audible buzzer does the alarm annunciation by extension alarm Duty & ACK Buzzer Officer Patrolman
DOSS Alarm
panels and annunciation lamps corresponded to extension alarm groups. Selection Signal Signal Call
The extension alarm panel consists of two portions. One is extension alarm. Another

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is engineer call portion. Both units combined a unit panel. The signals of each are
separated respectively. Group Alarm
Condition Relay Logic

Hard Wiring

DOPC II

All process alarm signal are monitored in

SIM accordance with alarm group configuration.
Extension alarm sequence is to be treated in
the DOPC II.

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Bi-directional Serial Communication

Extension Extension
Alarm BZ Alarm BZ
Extension LCD LCD
Alarm Panel
Engineer Engineer
BZ BZ
Call Lamp Call Lamp

Note :
DOSS : DEO Open Supervisory Station
DOPC II : DEO Process Controller II
SIM : Serial Interface Module
LCD : Liquid Crystal Display
BZ : Buzzer

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3.11.1 Extension Alarm Alarm annunciation by the buzzer is suspended when no duty Engineer is 3) Navigation extension alarm system
selected. (Except in case of fire alarm occurrence.)
1. General
When fire alarm is occurred, a buzzer of the all Machinery extension All alarms detected by INS are extended to extension alarm panels
IAS provide extension alarm system combined with operator emergency calling alarm panels is activated whether duty Engineer is selected or not, and located in navigator’s cabin and public space by the extension alarm
system. activated even if buzzer cut switch is “on”. The buzzer stop on extension system of IAS.
Extension alarm system is categorized into following 3 system. alarm panels are invalid during fire alarm exist.
(Buzzer stop at fire alarm occurrence is only available at ECC.) All alarms are grouped to 2 of extension alarm groups in INS, and the
- Machinery extension alarm system group alarm status is transferred from INS to IAS and IAS annunciate the
If buzzer in ECC is not silenced for 10 minute, Machinery emergency group alarm status on extension alarm panels.

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- Cargo extension alarm system
- Navigation extension alarm system calling system is activated.
IAS receive following digital input signal from INS.
Operator emergency calling system include following 3 system. 2) Cargo extension alarm system - Back-up navigator (Duty) selection signal (5 sets) :
On at select, Off at not select
All alarms detected by IAS are extended to extension alarm panels
- Machinery emergency calling (Call from ECC) system located in officer’s cabin and public space by the extension alarm system.
- Cargo emergency calling (Call from CCC) system - Group alarm status signal (2 sets) :
All alarms are grouped to 6 of extension alarm groups (3 Cargo groups
- Navigation emergency calling (Call from CBC) system On alarm occurrence in the group, Off at alarm acknowledge of all
and 3 Common groups) and the group alarm status is annunciated on
alarm in the group Alarm annunciation on extension alarm panels
extension alarm panels.
One combined type extension alarm panel is provided in a room, and the panel is are done by one audible buzzer and annunciation lamps
used for 3 extension alarm system and 3 emergency calling system. corresponding to extension alarm groups.
Alarm annunciation on extension alarm panels are done by one audible
buzzer and annunciation lamps corresponding to extension alarm groups.
Extension alarm system and emergency calling system is provided through same Group alarm indication lamp indicate as follows
Group alarm indication lamp indicate as follows
hardware but electrical circuit of both system is individual from each other.
New alarm Occurrence : Flickering in Red
New alarm Occurrence Flickering in Red
1) Machinery extension alarm system No non-acknowledged alarm : Steady in Gray

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Alarm existing (ECC buzzer is stop) Steady in Red

All alarms detected by IAS are extended to extension alarm panels No alarm Steady in Gray Secondary alarm in same group also annunciated by extension alarm
located in engineer’s cabin and public space by the extension alarm panels.
system. Secondary alarm in same group also annunciated by extension alarm
panels. Back-up navigator selector switches are provided on CBC (Central
All alarms are grouped to 10 of extension alarm groups (7 Machinery Bridge Console) in W/H, and result of back-up navigator selection is
groups and 3 Common groups) and the group alarm status is annunciated Duty officer selector switches are provided on CCC in CCR, and result of indicated on CBC and each extension alarm panel.
on extension alarm panels. duty selection is indicated on CCC and each extension alarm panel.
Alarm annunciation by group alarm indication lamps is always available
Alarm annunciation on extension alarm panels are done by one audible Alarm annunciation by group alarm indication lamps is always available whether back-up navigator is selected or not Alarm annunciation by the
buzzer and annunciation lamps corresponding to extension alarm groups. whether duty Officer is selected or not. buzzer is suspended when no back-up navigator is selected.
Group alarm indication lamp indicate as follows
Alarm annunciation by the buzzer is suspended when no duty Officer is 2. Alarm Groups
- New alarm Occurrence : Flickering in Red selected. (Except in case of fire alarm occurrence.)
- Alarm existing (ECC buzzer is stop) : Steady in Red The extension alarm groups is divided into following 4 categories.
- No alarm : Steady in Gray When fire alarm is occurred, a buzzer of the all Cargo extension alarm
- Machinery (Alarm of Machinery system)
panels is activated whether duty Officer is selected or not, and activated
even if buzzer cut switch is “on”. The buzzer stop on extension alarm - Cargo (Alarm of Cargo system)
Secondary alarm in same group also annunciated by extension alarm
panels are invalid during fire alarm exist. (Buzzer stop at fire alarm - Navigation (Alarm of Navigation system)
panels.
occurrence is only available at CCC.) - Common (Common alarm of Machinery and Cargo System)
Duty engineer selector switches are provided on ECC in ECR, and result
of duty selection is indicated on ECC and each extension alarm panel. If buzzer in CCC is not silenced for 10 minute, Cargo emergency calling Each extension alarm group of each category is shown on the following table.
Alarm annunciation by group alarm indication lamps is always available system is activated.
whether duty Engineer is selected or not.

IMO No. 9355379 3 - 13 Part 3 Integrated Automation System (IAS) / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Table 3.11.1 Extension Alarm Group for Machinery System 3. Display Layout of LCD on Extension Alarm Panel

ID Group Description A typical layout of alarm indication display on the LCD is shown on illustration
1 Main propulsion motor trip 3.11.1 a.
2 Main propulsion motor slowdown
Illustration 3.11.1a Layout of Group Alarm Indication
3 Main propulsion motor troble
4 Main propulsion motor remote control
On Duty On Duty
5 Main DFE generator engine trip Indicator Indicator
MACHINERY CARGO

SAMSUNG
6 Main DFE generator engine trouble
PROPULSION MOTOR TRIP ESD
7 Aux. boiler trip
PROPULSION MOTOR SLOWDOWN CARGO TK/IS/IBS PRESS
8 E/R machinery abnormal
PROPULSION MOTOR TROUBLE CARGO EQUIPMENT TRIP
9 E/R bilge abnormal
PROPULSION MOTOR REMOTE CONT ESSENTIAL
DFD GENERATOR ENGINE TRIP NON ESSENTIAL
DFD GENERATOR ENGINE TROUBLE R7 CUT
Table 3.11.2 Extension Alarm Group for Cargo System
AUX. BOILER TRIP NAVIGATION On Duty
AUX. MACHINERY ABNORMAL PRIORITY A Indicator
ID Group Description
E/R BILGE ABNORMAL PRIORITY B
1 ESD
R7 CUT TM CUT R7 CUT
2 Cargo TK/IS/IBS pressure
3 Cargo equipment trip COMMON
4 Essential FIRE ALARM
BUZZER

K-LINE
5 Non essential GAS ALARM STOP
IAS SYSTEM TROUBLE

Note
Table 3.11.3 Extension Alarm Group for Navigation System : Alarm Indicator
: Duty Indicator
ID Group Description
1 Priority A The above display is basically applied to all panels but information on the display
2 Priority A is different in accordance with system assignment as follows.
- Captain & all public space indicate all of Machinery, Cargo and
Navigation
Table 3.11.4 Extension Alarm Group for Common System - W/H, Ch/E, 2/E, Gas/E, Electrician indicate Machinery & Cargo
only.
ID Group Description - Ch/O indicate Cargo & Machinery only.
- CCR indicate Machinery & Navigation only.
1 Fire alarm
- 3/E, Sr/O(B) & Crew 1,2,3,4 indicate Machinery only.
2 Gas alarm
- Sr-2/O, 3/O & Sr/O(C) indicate Navigation only.
3 System trouble

IMO No. 9355379 3 - 14 Part 3 Integrated Automation System (IAS) / Issue 1

Illustration 3.11.1b Alarm Annunciation Sequence for Machinery System Illustration 3.11.1c Alarm Annunciation Sequence for Cargo System

*1 Duty Engineer's Room Other

*1 Duty Engineer's Room Other
ECR W/H Chief Engineer's Room CCR W/H
Duty Off Duty Panels Duty Off Duty Panels

*3 Fire Alarm *3 Fire Alarm *3 Fire Alarm *3 Fire Alarm *3 Fire Alarm *3 Fire Alarm *3 Fire Alarm *3 Fire Alarm *3 Fire Alarm

Flicker Flicker Flicker Flicker Flicker Abnormal Flicker Flicker Flicker Flicker
Abnormal
Happen Sound Sound Sound Sound Sound Happen Sound Sound Sound Sound

SAMSUNG
Reset Timer
Cut SW
Cut Reset
Non

2 5 Min. 2 5 Min. *2 5 Min.

Time Time Time
Delay Delay Delay

Flicker Flicker Flicker Flicker Flicker Flicker Flicker Flicker Flicker Flicker Flicker Flicker Flicker Flicker
Sound Sound Sound Sound Stop Sound Stop Sound Sound Sound Sound Sound Stop Sound

Buzzer Buzzer Buzzer Buzzer Buzzer Buzzer Buzzer Buzzer Buzzer Buzzer Buzzer
Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop

Flicker Flicker Flicker Flicker

Stop Stop Stop Stop

K-LINE
Flicker Flicker Flicker Flicker Flicker Flicker Flicker Flicker Flicker
Stop Stop Stop Stop Stop Stop Stop Stop Stop

Flicker Steady Steady Steady Steady Steady Steady Steady Flicker Steady Steady Steady Steady Steady
Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop

Acknowl Acknowl
-edge -edge

Steady Steady
Stop Stop

Return to Return to
Normal Normal

Off Off Off Off Off Off Off

Off Off Off Off Off Off
Stop Stop Stop Stop Stop Stop Stop
Stop Stop Stop Stop Stop Stop

Note : *1. The indication is on Alarm Summary Display, the actions are by keyboard.
Lamp Note : *1. The indication is on Alarm Summary Display, the actions are by keyboard.
: Indication / Status *2. If the alarm is not stopped by duty engineer within 5 min, the buzzer Lamp
Buzzer : Indication / Status *2. If the alarm is not stopped by duty engineer within 5 min, the buzzer
sound is activated. Buzzer
sound is activated.
: Action *3. Dedicated alarm indicator lamp is provided for fire alarm.
: Action *3. Dedicated alarm indicator lamp is provided for fire alarm.
Buzzer sound for fire alarm is different tone from another alarms, and
Buzzer sound for fire alarm is different tone from another alarms, and
: Condition buzzer stop from EAP is not available
: Condition buzzer stop from EAP is not available
*4. When ECC buzzer is not stop within 10 minutes, Machinery Engineer
*4. When CCC buzzer is not stop within 10 minutes, Cargo Engineer
alarm will be activated automatically.
alarm will be activated automatically.
*5. Buzzer of all panel is not activated during no duty engineer is selected,
*5. Buzzer of all panel is not activated during no duty engineer is selected,
but, lamp indication is always enabled.
but, lamp indication is always enabled.

IMO No. 9355379 3 - 15 Part 3 Integrated Automation System (IAS) / Issue 1

*1 Duty Engineer's Room Other

W/H
Duty Off Duty Captain Panels
*4 Fire Alarm *4 Fire Alarm *4 Fire Alarm *4 Fire Alarm

Abnormal Flicker Flicker Flicker Flicker

Happen Sound Sound Sound Sound

*3 *3 *3 *3

Flicker Flicker Flicker Flicker

SAMSUNG
Reset Stop Stop Stop Stop

*2 1 Min.
Time
Delay

Flicker Flicker Flicker Flicker Flicker

Sound Sound Sound Sound Sound

Buzzer Buzzer Buzzer Buzzer Buzzer

Stop Stop Stop Stop Stop

Flicker Flicker Flicker Flicker

Stop Stop Stop Stop

K-LINE
Flicker

Stop

Acknowl
-edge

Steady

Stop

Return to
Normal

Off Off Off Off Off

Stop Stop Stop Stop Stop

Note : *1. The indication is on INS Display, the actions are by keyboard.
Lamp
: Indication / Status *2. If the alarm is not acknowledged on INS within 1 min, the buzzer
Buzzer
sound is activated.
: Action *3. Buzzer of all panel is not activated during HARBOUR MODE (Nav. alarm
system : "In PORT" switch in on condition) or no back-up navigator is
: Condition selected, but, lamp indication is always enabled.
*4. Dedicated alarm indicator lamp is provided for fire alarm.
Buzzer sound for fire alarm is different tone from another alarms, and
buzzer stop from EAP is not available

IMO No. 9355379 3 - 16 Part 3 Integrated Automation System (IAS) / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Part 4 : Cargo System 4.4.1a HD Compressor........................................................................... 4 - 27
4.1 Design Concept .................................................................................. 4 - 2 4.4.1b HD Compressor Performance Curve .......................................... 4 - 29
4.1.1 Cargo Piping .......................................................................... 4 - 2 4.4.2a LD Compressor ........................................................................... 4 - 33
4.1.2 Material and specification of pipes and fittings ..................... 4 - 5 4.4.2b LD Compressor Performance Curve ........................................... 4 - 35
4.2 Cargo Valve Check List ..................................................................... 4 - 7 4.5a Boil-off / Warm-up Heaters ............................................................ 4 - 39
4.3 Cargo Pumps .................................................................................... 4 - 10 4.6a LNG Vaporiser ............................................................................... 4 - 45
4.3.1 Main Cargo Pumps............................................................... 4 - 10 4.7.1a Forcing Vaporiser ........................................................................ 4 - 49
4.3.2 Stripping/Spray Pumps ........................................................ 4 - 16 4.7.2a NBO Mist Separator .................................................................... 4 - 53
4.3.3 Fuel Gas Pump ..................................................................... 4 - 22 4.7.3a FBO Mist Separator .................................................................... 4 - 57
4.3.4 Emergency Cargo Pump ...................................................... 4 - 26 4.8.1a Custody Transfer System ............................................................ 4 - 61

SAMSUNG
4.4 Cargo Compressors .......................................................................... 4 - 28 4.8.1b Liquefied Gas Gauge .................................................................. 4 - 63
4.4.1 HD Compressors .................................................................. 4 - 28 4.8.1c Temperature Sensor ..................................................................... 4 - 63
4.4.2. LD Compressors ................................................................. 4 - 34 4.8.2a Float Level Gauge System .......................................................... 4 - 67
4.5 Boil-off / Warm-up Heaters.............................................................. 4 - 40 4.8.2b Float Level Gauge ....................................................................... 4 - 70
4.6 LNG Vaporiser ................................................................................. 4 - 46 4.8.2c Float Level Gauge ....................................................................... 4 - 70
4.7 Forcing Vaporiser and Mist Separator.............................................. 4 - 50 4.9a Nitrogen Generator......................................................................... 4 - 73
4.7.1 Forcing Vaporiser ................................................................. 4 - 50 4.10a Inert Gas and Dry Air System ...................................................... 4 - 77
4.7.2 Natural Boil-off Mist Separator ........................................... 4 - 54 4.10b Inert Gas and Dry Air System ...................................................... 4 - 79
4.7.3 Forced Boil-off Mist Separator ............................................ 4 - 58 4.11a Gas Detection System .................................................................. 4 - 83
4.8 Custody Transfer System ................................................................. 4 - 62 4.11b Gas Detection System .................................................................. 4 - 84
4.8.1 Custody Transfer System ..................................................... 4 - 62 4.12.1a Cargo Valve Hydraulic Lines .................................................... 4 - 87
4.8.2 Float Level Gauge ................................................................ 4 - 68 4.12.3a Ballast Valve Hydraulic Lines ................................................... 4 - 89
4.8.3 Trim - List indicator ............................................................. 4 - 72 4.13a Emergency Shutdown System ...................................................... 4 - 93
4.9 Nitrogen Production System ............................................................ 4 - 74 4.13b ESDS Pneumatic System ............................................................. 4 - 95
4.10 Inert Gas and Dry Air System ........................................................ 4 - 78 4.14a Ship-Shore Link ........................................................................... 4 - 97

K-LINE
4.11 Gas Detection System .................................................................... 4 - 85 4.15.1a Cargo Tank Relief Valves ........................................................ 4 - 102
4.12 Valve Remote Control .................................................................... 4 - 88 4.15.2a IBS & IS Relief Valves............................................................ 4 - 103
4.12.1 Cargo Valve Remote Control System................................. 4 - 88 4.15.4a Pipe Relief Valves (REC131-S1(E)) ....................................... 4 - 106
4.12.2 Ballast and F.O. Valve Remote Control System ................. 4 - 90 4.15.4b Pipe Relief Valves (REC131-S1(N)) ....................................... 4 - 106
4.13 Emergency Shutdown System ....................................................... 4 - 94
4.14 Ship Shore Communication System .............................................. 4 - 98
4.14.1 Ship Shore Link ................................................................. 4 - 98
4.14.2 Mooring Load Monitoring System................................... 4 - 101
4.15 Relief Systems ............................................................................. 4 - 102
4.15.1 Cargo Tank Relief Valves ................................................. 4 - 102
4.15.2 IBS & IS Relief Valves .................................................... 4 - 103
4.15.3 Cargo Tank and Insulation Space Relief Valves Operating Principle
.................................................................................................... 4 - 104
4.15.4 Pipe Relief Valves ............................................................ 4 - 106

Illustration
4.1a Cargo Piping System ........................................................................ 4 - 1
4.1b Cargo Tank Arrangement ................................................................. 4 - 3
4.3.1a Main Cargo Pump ......................................................................... 4 - 9
4.3.1b Characteristic Curve of Cargo Pumps ......................................... 4 - 11
4.3.1c Cargo Pump Start / Stop Sequence .............................................. 4 - 13
4.3.2a Stripping / Spray Pump ............................................................... 4 - 15
4.3.2b Characteristic Curve of Stripping/Spray Pumps ......................... 4 - 17 Part 4
4.3.3a Fuel Gas Pump ............................................................................ 4 - 21
4.3.3b Characteristic Curve of Fuel Gas Pumps .................................... 4 - 23
4.3.4a Emergency Cargo Pump .............................................................. 4 - 25
Cargo System
4.3.4b Characteristic Curve of Emergency Cargo Pump ....................... 4 - 25

IMO No. 9355379 Part 4 Cargo System / Issue 1

ESD CG937 CG920 CG931

To Engine OF (150)
OF Key Symbol Description

(450)

(400)

(450)

(450)
(300) (400)
Room CS924 CG906 CG942 FM005 LNG Liquid Line Spectacle Flange

CN911 CN912
FM010 CG938 CG919

CG071
CG073
CL401

CL301

CL201

CL101
(80)

ESD

ESD
After LNG Vapour Line OF
Flow Meter OF: Orifice
No.2 Boil-off/ CG914 CG910 L/S CG902 VF: Vortex
Cooler OF
OF
Strip/Spray Line

(200)
Warm-up Heater FBO
CS923 CG944 CG918 MS
Conical Type Strainer
From N2 (250) Condensate Line

CG928
FM006 No.2 LD Compressor

CS041

CS031

CS021

CS011
CL043

CL033

CL023

CL013
(400)
Supply CG905 CG941 Y-type Strainer

CS911
Pre-

CG926
ESD (80)

CS964 CS907 CS961

OF CG907 Cooler

(450)

(450)
(200)

(80)

(80)
To GCU CG913 CG909 L/S OF
CG901 NBO (80) ESD Em'cy Shut Down System
OF
MS

CS960 CS912
CN915 CN916

FM011 CG939

(300)
L/S Limit Switch

CG927

(150)
CG935

No.1 LD Compressor

CG925
FM007

(250)
N.O

CS908 CS962
CG989
CG988 C Main Cargo Pump

SAMSUNG
CS963 CS909
CS935

CS910
(250)
From N2 CG936 Stripping/Spray Pump
(400) CG916 CG912 CG904 S F
Supply (400)
OF
(600) Fuel Gas Pump
CS922

L.O

Stripping Crossover
Vapour Crossover
CN917

Liquid Crossover

Liquid Crossover
CN918 Globe Valve

CS934

(25)
No.2 HD Compressor

(300)
(500)
CS945
No.1 Boil-off/ CG987
Butterfly Valve
Warm-up Heater (250)

(600)

(600)
(600)

CG943 CG917

(80)
CS921 CG903 Hyd. Operated Butterfly Valve
CG915 CG911 OF
(400) (600) (Open/Shut Type)
CS946 From N2
Supply Hyd. Operated Butterfly Valve

CS965
(25)
CS936
No.1 HD Compressor (Throttling Type)

CG900
Hyd. Operated Globe Valve
ESD (Flanged Open/Shut Type)
(100) (600) CS966 (600) OF CS704
H Hyd. Motor Driven Globe Valve
CG933 CS705 (Throttling Type)
CN913 CN914

CG940 (150) FM003 (80)

Lift Check Non Return
CG934

N.C (40) (25) Valve (Globe/ Angle)

N.C

CG932 OF CS904 CS906 CG929 Swing Check Valve

From N2
(80) Screw Down Non Return Valve
Supply FM004 N.O

CG930
LNG Forcing (Globe/ Angle)

L.C

(600)

(450)

(450)
vaporiser vaporiser

(80)

(80)
CS903 CS901 CS902 CS905
[Cargo (50) (50) Control Valve

CS042

CS032

CS022

CS012
CL044

CL034

CL024

CL014
Compressor (50) Relief Valve
Room] (Pilot Operated Valve)

(450) Needle Valve

(600)
SP-04

CG072
CG074
CL402

CL302

CL202

CL102
ESD

ESD

ESD
(600) CG705
CG706 Flap Spring Check Valve
CG703

CG075
(450)

(450)

(400)

(450)

(450)
SP-02

CG708

CG707

CG704
F Float Type Tank Level Gauge
GI702

(80)

GI701

FM002
K-LINE
OF
Inert Gas Dry Air (450) (600) R Radar Beam Type Level Gauge
From Engine Room
(300) (300) Gas Main (300) (300)
CS703
BA514F

CL701

SP-03
CS706 (350) (600) Vapour Main (600) (500) (400) (350)
Ballast Line (450) (700)
SP-01
In Pipe Duct CL700
(600)

Liquid Main

CG701

CG700
(400) (600) (400) (400)
CS702
(300)

(350)

(300)

(350)

(300)

(350)

(300)

(350)
CS701
(65) (65) (80) Spray Main (80) CS071 (80) (65) (65) (300)

(50) CS700

CG702
(50)
No.1 LNG

FM001
Vent Mast
CL407

CL307

CL207

CL107
CS403

CS412

CS303

CS312

CS203

CS212

CS103

OF
No.4 LNG No.3 LNG No.2 LNG
H

H
Vent Mast Vent Mast Vent Mast
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
(50)

(50)

For IBS For IBS For IBS (200) For IBS

(200) (200) (200)
Strip. Strip. Strip. Strip.
SA450, SA451
SA456, SA457
SA452, SA453
SA458, SA459

SA350, SA351
SA356, SA357
SA352, SA353
SA358, SA359

SA250, SA251
SA256, SA257
SA252, SA253
SA258, SA259

SA150, SA151
SA156, SA157
SA152, SA153
SA158, SA159
SA454, SA455

SA354, SA355

SA254, SA255

SA154, SA155
CG400

CG300

CG200

CG100
(500)

(500)

(500)
(300)

(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H CL404

H CL304

H CL204

H CL104
H CS402

H CS411

H CS302

H CS311

H CS202

H CS211

H CS102
CS406

CS306

CS206

CS106
CR401 CR301 CR201 CR101
CL400

CL300

CL200

CL100
CL403

CL402

CL401

CL303

CL302

CL301

CL203

CL202

CL201

CL103

CL102

CL101
CS401

CS410

CS301

CS310

CS201

CS210

CS101
H

H
(300) (300) (300) (300)

CS108

CS107
CR400 CR300 CR200 CR100
CS400

CS409

CS300

CS309

CS200

CS209

CS100
F F F F
CR406

CR306
CG401

CG301

CG201

CG101
H

H
CS408

CS407

CS308

CS307

CS208

CS207
R R R R
FL400

FL300

FL200

FL100
(250)
(250)

(250)
(250)

(250)
(250)
(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)
(400)

(400)

(400)
Radar Beam Type

Radar Beam Type

Level Gauge Pipe

(65)

(50)

(65)

(50)

(65)

(50)

(65)

(50)

(50)
(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)
PORT Side PORT Side PORT Side PORT Side

STBD Side STBD Side STBD Side STBD Side

(300)

(600)

(300)

(600)

(300)

(600)

(300)

(600)
Emergency Pump Column

Emergency Pump Column

No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL406 CL405 CL306 CL305 CL206 CL205 CL106 CL105
(350)

(350)

(350)
(80)

(50)

(80)

(50)

(80)

(50)

(80)
C C Base Plate C C Base Plate C C Base Plate C C Base Plate
S F S F S F S
No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P)

IMO No. 9355379 4-1 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Part 4 : Cargo System The Inert Gas and Dry-Air System (section 4.10), located in the engine room, is 4.1.1 Cargo Piping
used to supply inert gas or dry air to the cargo tanks via piping which connects
4.1 Design Concept with the main cargo system through a double, non-return swing check valve and 1. Liquid Line
removable spool piece to avoid gas returning to the engine room.
The cargo piping system is illustrated in a simplified drawing showing only the The system comprises sections of 600/400 mm butt welded, cryogenic stainless steel
principal features of the system (See illustration 4.1a). All of the cargo liquid piping is welded to reduce the possibility of joint leakage. pipeline connecting each of the four cargo tanks to the loading/discharge manifolds
at the ship’s side by means of a common line.
Liquid cargo is loaded and discharged via the two crossover lines at midships and is Both liquid and vapour systems have been designed in such a way that expansion
delivered to and from each cargo tank liquid dome via the liquid header which runs and contractions are absorbed in the piping configuration. This is done by means At each tank liquid dome there is a manifold which connects to the loading and

SAMSUNG
fore and aft along the trunk deck. Each crossover line at midships separates into two of expansion loops and bellows on vapour piping. discharge lines from the tank to allow for the loading and discharge of cargo. This
loading/discharging connections, port and starboard, making a total of four Fixed and sliding pipe supports and guides are provided to ensure that pipe manifold on the liquid dome connects to the tank discharge lines from the port and
loading/discharge connections on each side of the ship. stresses are kept within acceptable limits. starboard cargo pumps, the loading line, emergency pump well and spray line. At
certain points along the liquid line, blank flanges and sample points are fitted to
The cargo tank vapour domes are maintained in communication with each other by All sections of liquid piping that can be isolated, and thus possibly trap liquid facilitate inerting and aeration of the system during refit.
the vapour header running fore and aft along the trunk deck. The vapour main also between closed valves, are provided with safety valves which relieve excess
has a crossover line at the midship manifold for use in regulating tank pressures pressure to the nearest liquid dome. This is a safety measure, although normal 2. Vapour Header Line
when loading and discharging. The vapour header connects the vapour domes on working practice is to allow any remaining liquid to warm up and boil off before
each tank for directing the boil-off gas to the engine room for gas burning, via the closing any such valves. The system comprises sections of 700/600/500/400/350 mm welded cryogenic
LD (Low Duty) compressors and boil-off/warm-up gas heaters. stainless steel pipeline connecting each of the four cargo tanks by means of a
In an emergency the vapour header is used to vent the excess boil-off to the All major valves such as the midship manifold (port and starboard) valves, (also common line to the ship side vapour manifold, the compressor room and the
atmosphere via the No.1 LNG vent mast. called ESD manifold valves) and individual tank loading and discharge valves forward vent mast.
are remotely power operated from the IAS so that all normal cargo operations
When loading, the vapour header and crossover, together with the HD compressors, can be carried out from the cargo control room. When an ESD is activated, the The line to the cargo compressor room allows for the vapour to be used in the

K-LINE
are used to return the displaced gas from the tanks back to the shore installation. manifold valves are closed, discontinuing loading or unloading operations. following manner:
When discharging, the vapour header is used in conjunction with either the vapour
crossover, or a vaporiser, to supply gas to the tanks to replace the outgoing liquid A non-return valve is fitted inside the tank in the discharge pipe of each main - Sent ashore during cargo loading by means of the HD compressors in
cargo. cargo pump. A 6mm hole is drilled in the valve disc to allow the tank discharge order to control pressure in the cargo tanks.
lines to drain down and be gas free. Non-return valves are also fitted at the
The stripping/spray line can be connected to the liquid crossover lines and can be discharge flange of the compressors. The spray/stripping and emergency cargo - During ballast/loaded voyages the boil-off gas is sent to the engine room
used to drain or to cool down each cargo tank, and also to spray during discharging pump discharge lines have non-return valves located directly after the via the LD compressors and heater for use as fuel in the boilers.
if the return vapour is insufficient. hydraulically operated discharge valves.
- During repair periods, to supply the vaporised gas used to purge-dry the
The spray line on each tank splits into two independent spray headers inside the tank A small 6mm diameter spray nozzle is also fitted at the top of each cargo pump cargo tanks.
at the top to distribute the incoming liquid into either the port or starboard header. discharge line inside the tank to cool down the emergency pump tower leg in
The spray headers are fitted with nozzles equally spaced to achieve a better order to protect against high stresses in the pump tower. A small 5mm diameter - The line to the forward riser acts as a safety valve to all tanks and is used
cooldown rate. hole is drilled in the bottom of each cargo pump discharge pipe drop leg for to control the tank pressure during normal operations.
draining..
The stripping/spray, liquid and vapour headers have branches to and from the cargo - At certain points along the vapour line, blank flanges and sample points
compressor room with connections to the compressors, heaters and vaporiser for are fitted to facilitate inerting and aeration of the system during refit.
various auxiliary functions. Removable spool pieces are supplied for fitting where
necessary to allow cross-connection between the various pipe works for infrequent
uses such as preparing for dry dock and recommissioning after dry dock.

IMO No. 9355379 4-2 Part 4 Cargo System / Issus 1

Liquid Main Spray Main Gas Main Vapour Main

(400)

(65)

(50)
CR305
(50)

CR302 No.3 LNG

SAMSUNG CL307
(80) Vent Mast

CS303

CS312
H

H
CR303
(80)

CS304

(300)

(350)
(50) CS305
(50) For IBS

(50)
Strip.

H CL304 (200)
CG765

(300)

(150)

(400)
(50)

(40)
CG766

(500)
H CS302

H CS311

CS306
CR359

(50)

(50)
CL300
CL303

CL302

CL301

CS301

CS310

CG300
H

H
SA350, SA351
SA356, SA357
SA352, SA353
SA358, SA359
SA354, SA355

CS353 CR301

CS300

CS309
CL357 CL355 CL353 CR357 CL351 CS354

H
F CL358 CL356 CL354 CR358 CL352
CG365 CR300 (300)

CS308

CS307
CG366 CG371
R FL351 CR353 CG372

CR304

CR306

CG301
K-LINE
CG357 CR354
FL300

FL352 CR351
CG358 CS351 CS357

(250)

(250)
SA360
(15)

(15)

CS352 CS358 CR352

SA361

(150)
Radar Beam Type
Level Gauge Pipe

(400)

(65)

(50)

(50)
(8)

(8)

PORT Side

STBD Side
(300)

(600)

CL306 CL305
Emergency Pump Column

(350)

No.3 Tank

(50)
(80)

No.2 (S) No.1 (P)

IMO No. 9355379 4-3 Part 4 Cargo System / Issus 1

The system comprises sections of 80/65 mm butt welded, cryogenic stainless steel During normal operations the pressure in the tanks is controlled by the LD
pipeline connecting the spray pump in each of the four cargo tanks to the compressors and the use of the boil-off gas in the main engines or oxidizer plant
stripping/spray header and serves the following functions by supplying LNG to: as fuel. The pressure can also be controlled via the forward vent mast and the
common vapour line.
- Two spray rails in each tank, used for tank cooldown and gas generation
Each cargo tank is also fitted with an independent means of venting that
- Main liquid line, used for cooling down lines prior to cargo operations comprises two lines exiting the gas domes into their own pilot operated relief

SAMSUNG
valves. From here the gas passes through a 250/500mm diameter line into a vent
- Priming of discharge lines to prevent line surge when starting main cargo mast where it is vented to the atmosphere.
pumps
7. Inerting/ Aeration Lines
- Supply of LNG or to vaporisers for gas generation to compressors and
heaters The system supplies inert gas or dry air to the cargo tanks and pipelines for
inerting and drying during refit periods.
At certain points along the spray line, blank flanges and sample points are fitted to
facilitate inerting and aeration of the system during refit. The inert gas or dry air is supplied from the inert gas generator situated in the
engine room.
4. Gas Main line
The line is connected to the gas header and the liquid header by means of a spool
The system comprises sections of 300 mm pipeline which can be connected to the piece. By selective use of the spool pieces and the use of flexible hoses it is
vapour line and the forward vent mast for use when ‘One Tank Operation’ is possible to inert/aerate all or just a single cargo tank.

K-LINE
required. The use of this line enables a single tank to be isolated and repair work
carried out without having to warm up and inert the whole vessel. The cargo compressor room lines and the vapour return line can also be purged
with inert gas or air by means of a spool piece and isolation valve on the line
The connection to each individual tank is situated at each vapour dome on the leading to this space.
vapour and gas header. Connection to the forward vent mast is by means of a
spectacle piece and valve. During single tank operations it is possible to connect to There is also means to inert to the compressor room via its own IG supply line
the inert gas generator by means of a spool piece. At certain points along the gas with an isolation valve and spool piece.
header, blank flanges and sample points are fitted to facilitate inerting and aeration
of the system during refit.

5. Fuel Gas Line

During the transportation of the LNG at sea, gas vapour is produced due to the
transfer of heat from the outside sea and air through the tank insulation. Energy is
also absorbed by the cargo due to motion of the LNG caused by the vessel’s
movement. Under normal operating conditions, the boil-off gas is used as a means
of fuel in the ship’s main generator engines.

The gas vapour is taken from the vapour header via the vapour suction main and
passed through the NBO mist separator and then on to the LD compressors. It then
passes through the fuel gas heaters before going to the ship’s medium speed engines
where it is burnt as fuel. The fuel gas pipe to the engine room is 300A and is fitted
with the fuel gas master valve (CG938).

IMO No. 9355379 4-4 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.1.2 Material and specification of pipes and fittings Expansion bellows are be of flanged type except the bellows in the gas Sliding supports are provided with PTFE (polytetrafluoroethylene) material or
connection and fuel gas line around accommodation. equivalent between fixed and moving parts. There is no metal to metal sliding
1. Pipes contact.
The expansion bellows are of multi-ply design with INCOLOY 825 for the outer Position and type of pipe supports and anchors are chosen to avoid stress
Piping is designed to allow for stress due to thermal expansion/contraction and layer and stainless steel 316L for inner layers. concentrations.
deflection of the vessel’s structure and is adequately protected against mechanical
damage. 5. Bolts, nuts and U bolts Consideration is giving during detail design of pipe supports to reduce maintenance,
by using as far as possible closed type profiles or pipes
The bending radius at the centreline of bends of stainless steel and carbon steel pipe The material of bolts, nuts and U bolts for piping is stainless steel except where
is not less than 1.5 times the nominal diameter of the pipes. Small radius bending of otherwise specified. 9. Pipe line insulation

SAMSUNG
pipe is fabricated with welded elbows, having a radius approximately equal to
nominal diameter of the pipe. - Bolts and studs / Nuts for cargo piping : ASTM A320 B8M CLASS II/ The cryogenic piping system outside the cargo tanks are installed with rigid P.U.
ASTM A194 M8 Foam or equivalent, suitable for temperatures up to +80°C.
2. Pipe joints - U bolts/ Nuts : SUS 316 The foam type is self extinguishing.

Butt welded joints for cargo and cargo vapour line piping are generally used except Bolts and studs are strain hardened type. In general the pipe insulation is of two(2) layers construction which can be slide
where necessary to provide removable joints such as flanges, unions, sockets and Bolts, nuts and all fittings inside tanks are in order to prevent them from smoothly between each layer, except small pipe (under 25mm) and fuel gas line.
expansion joints. loosening.
The insulation is covered with a moulded GRP cover to act as a tough water and
Weld-neck raised-face flanges is used in piping for low temperature service in 6. Electrical bonding vapour tight barrier.
general except for piping inside cargo tanks and open ended piping on deck, where
slip-on welded flat-face flanges are used. The liquid and gas lines are electric-braid bonded to the ship’s hull. All flanges Special attention is paid to the ends of insulation section and thermal expansion /
are bridged with stainless straps bolted at both ends. The end flanges adjacent to contraction arrangements to avoid humid air entering into the insulation in service
Weld-neck raised-face flanges for low temperature service are to ANSI 150 pound pumps, compressors and other units include plugs for subsequent maintenance and during construction.
rating. dismounting.

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The absorb to contraction stresses of insulation, elastified polystyrene piece is
Welded connections are used to the first valve flange of branch connections in cargo Cross-pipes are bonded directly to the hull. jointed in primary and secondary layer. No glue is applied between pipe and primary
piping for accessory lines and instrumentation lines. For non-cryogenic parts of the Earthing arrangements are made to prevent electrostatic build up within the tanks. layer insulation.
cargo piping screwed connections applied.
A potential-equalizing is provided in order to electrically bond the ship’s lines to Preformed high density polyurethane foam is used in way of support parts.
Fabricated tees are used throughout the piping for low temperature service in the shore installations before loading and unloading operations.
general. Fuel gas line outside engine room is insulated to avoid the temperature down of fuel
7. Pressure gauges and Thermometers gas (1 layer x 30mm).
Where branch lines are relatively small compared to the main line, welding outlets
used instead of tees. The pressure gauges for the cargo handling system are glycerine filled type, if The following portions is not be insulated.
necessary. - Pipe in cargo tanks
3. Gaskets The thermometers for the cargo handling system are gas filled type. - Safety relief pipings, including vent masts
Material of the external body of the pressure gauges and thermometers are - Valves, bellows type expansion joints and flanges
Gaskets for cryogenic service piping are used as follows: SUS316L. - Nitrogen gas supply lines and pressurisation lines.
- Gauge and drain pipe
- Gaskets on deck: Graphite vortex type 8. Pipe supports
- Anchor stopper sampling lines
- Gaskets inside tank: Graphite vortex type
- Emergency vent line
- Gaskets for pump discharge inside tank Pipes on deck exposed to low temperature are supported by U-type bolts and/or
clamp anchoring pieces of stainless steel at suitable intervals to avoid vibration,
4. Expansion joints taking into consideration the movement of the pipes. The thickness of insulation is as follows.

As for pipes on the weather deck, expansion loops are used on the liquid lines and Support of piping adjacent to shore connections are reinforced against abnormal insulation thickness(mm)
Nominal dia. of pipe (mm)
bellows type expansion joints on the vapour lines. loads on the loading arm. Liquid cargo line cargo vapour line
Bellows type expansion joints protect piping from excessive strains due to thermal Anchoring pieces are welded to pads on pips, not directly to pipe. 25 and below 30 (1 layer x30) 30 (1 layer x 30)
movement and vessel deflections. 32 to 100 50 (2 layer x 25) 40 (2 layer x 20)
Above 100 80 (2 layer x 40) 60 (2 layer x 30)

IMO No. 9355379 4-5 Part 4 Cargo System / Issus 1

Before arriving at the LNG terminal ensure that the strainer fitted in each of the Manufacturer ILJIN AND CO., LTD
four liquid manifolds is clean and securely bolted in place by the QCDC spool Type: Cargo spray
pieces to ensure no debris is allowed to enter the cargo tanks or be discharged
Location On-Board: On Trunk Deck
to the receiving terminal during the cargo loading or discharge.

Specification
Normal size 16”

SAMSUNG
Fluid LNG
Design flow rate 6,000m3/h
Design pressure 1.0MPa
Design temperature - 196°C

After the flow rates are stabilised, the deck watch should periodically notify the
CCR of the pressure on each of the four liquid manifold gauges and the
pressure on the liquid crossover gauges.

Nozzle Body Cap

Orifice Orifice CAPACITY (Liters / Minule) SPRAY ANGLE
Inlet Capacity
Diam. Diam. MATERIAL
Connection Size
NPT Nom Nom
0.5 1 1.5 2 3 6 0.5 1.5 6
mm mm bar bar bar bar bar bar bar bar bar

3/4 BD
2.5 7.1 7.5 8.1 11.4 14.0 16.1 19.7 28 63" 70" 74" SUS316L

K-LINE
- 316LSS25

FLOW

12. Jettison Nozzle

Unloading
Manufacturer SUNG WON ENT. CO., LTD

4238.9mm 2350mm

100A Support
End cover
FLOW

50mm

150
Lifting Lug 200A pipe
Reducer
Reducer

IMO No. 9355379 4-6 Part 4 Cargo System / Issus 1

Cargo Tank No.1 No.2 No.3 No.4 FWD / Crossover / AFT

Tank vapour V/V CG100 / 101 CG200 / 201 CG300 / 301 CG400 / 401 Vapor Vent Control V/V CG702
Vapor Header V/V to No.1 Mast Riser CG701
Tank filling V/V CL100 CL200 CL300 CL400 Vapor Header V/V to No.1 Vent Riser CL700
Tank Liquid Branch V/V CL107 CL207 CL307 CL407
Port Cargo Pump Disch.V/V CL101 CL201 CL301 CL401 Vapour Header to Manifold Crossover V/V CG075
St’bd Cargo Pump Disch V/V CL102 CL202 CL302 CL402

SAMSUNG
Em’cy Cargo Pump Disch V/V CL103 CL203 CL303 CL403 Spray Header to Manifold Block V/V CS071
FWD Spray Header Block V/V CS700
Spray Pump Disch. V/V CS101 CS201 CS301 CS401 AFT Spray Header Block V/V CS701
Spray Return V/V CS100 CS200 CS300 CS400
Spray Master V/V CS103 CS203 CS303 CS403 Vaporiser Supply V/V CS702
Spray / Liquid Header By-pass V/V CS104 CS204 CS304 CS404 Comp or Vapor Suction V/V CG704
Comp or Vapor Return V/V CG707
Fuel Gas Pump Disch. V/V - CS210 CS310 CS410
Fuel LNG Return V/V - CS209 CS309 CS409
Fuel LNG Master V/V - CS212 CS312 CS412

Port Spray Nozzle Inlet V/V CS107 CS207 CS307 CS407

St’bd Spray Nozzle Inlet V/V CS108 CS208 CS308 CS408
Cargo Tank No.1 No.2

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H/D Compressor Suction V/V CG903 CG904
H/D Compressor Discharge V/V CG915 CG916

Manifold Port Starboard

L/D Compressor Suction V/V CG901 CG902
No. 1 Manifold ESD V/V CL011 CL012 L/D Compressor Discharge V/V CG913 CG914
No. 2 Manifold ESD V/V CL021 CL022
No. 3 Manifold ESD V/V CL031 CL032 No.2 Boil-off/ Warm-up HTR Inlet V/V CG918
No. 4 Manifold ESD V/V CL041 CL042 No.2 Boil-off/ Warm-up HTR Outlet V/V CG937
Vapor ESD V/V CG071 CG072
No.1 Boil-off/ Warm-up HTR Inlet V/V CG917
Vapor ESD By-Pass V/V CG073 CG0074 No.1 Boil-off/ Warm-up HTR Outlet V/V CG936
LNG Vaporizer Inlet V/V CS901
No.1 Manifold Manual V/V CL013 CL014 LNG Vaporizer Outlet V/V CG932
No.2 Manifold Manual V/V CL023 CL024
No.3 Manifold Manual V/V CL033 CL034 Forcing Vaporizer Inlet V/V CS902
No.4 Manifold Manual V/V CL043 CL044 Forcing Vaporizer Outlet V/V CG929
H/D & L/D Comp. Disch. Cross Conn. V/V CG925
No.1 Cooldown V/V CS013 CS014
No.2 Cooldown V/V CS023 CS024 No.2 Boil-off/ Warm-up HTR Outlet Cross Conn. V/V CG928
No.3 Cooldown V/V CS033 CS034
No.4 Cooldown V/V CS043 CS044 Vapor Return Main V/V CG940

W/U Vapor Return V/V CG934

Master Fuel Gas V/V CG938

Fuel Gas Valve to GCU CG939

IMO No. 9355379 4-7 Part 4 Cargo System / Issus 1

SAMSUNG
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IMO No. 9355379 4-8 Part 4 Cargo System / Issus 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 4.3.1a Main Cargo Pump

324 mm
Discharge
Terminal Box

SAMSUNG
Cable

Ball Bearing (Upper)

Stator Coil

K-LINE
(Min. liquid level for initial & normal start up) Shaft
2,270 mm

Rotor Core

Stator Core
1,780 mm

Ball Bearing (Lower)

(Min. liquid level for restart)

Balance Seat
Impeller
600 mm

Suction Strainer
Inducer

Φ810mm 100
± 5 mm
Suction Tank Bottom

IMO No. 9355379 4-9 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.3 Cargo Pumps For optimum discharge results, bulk discharge will be carried out with 8 pumps - The insulation resistance value of 5MΩ is the minimum value for
running in parallel. starting the motor. he proper insulation value is more than 50ΜΩ.
4.3.1 Main Cargo Pumps It is therefore necessary that the cause of the deterioration of the
The pump discharge valves will be throttled to ensure optimum performance insulation resistance be found and fixed.
1. General Description indicated by the pump performance graph.
- Should the insulation resistance have lowered below the previously
Pump During the course of discharge, changes in flow rate and tank levels alter these measured value, it is recommended that the cause of the
Manufacturer: Shinko Ind. Ltd. readings. Thus the discharge valve has to be readjusted accordingly. deterioration of insulation and resistance be traced and that counter
Pump model: SM350 measures be carried out to fix them after the pump operation.

SAMSUNG
Capacity rated flow: 1750 m3/h Under normal conditions it should be possible to maintain the full discharge rate
No. of sets: 8 (2 per cargo tank) until the tank level approaches approximately 0.885m, at which time the pump 2) The liquid level in the cargo tank should be higher than the following:
Total head: 155 m will start to cavitate and lose suction as indicated by fluctuations in the discharge .
Design temperature: -163°C pressure and ammeter readings. - The pump starting liquid level of initial unloading is as follows:
Cool down time: 3 hours Approx. 1.78 meter or higher from the bottom end of the suction strainer
Design pressure: 1.0 MPa The discharge valves should be throttled to stabilize conditions and one pump
Liquid spec. gravity: 0.5 stopped if necessary. The remaining pump should be progressively throttled to - In case of restart after stopping the pump, the minimum pump starting
Shaft power : 456.1 kW maintain suction and prevent the operation of the motor low current trip. liquid level is as following:
Efficiency: 81 % Approx. 0.6 meter or higher from the bottom end of the suction strainer.
Direction of rotation: Clockwise viewed from motor By trimming the vessel one (1) meter or more by the stern, it should be possible
Discharge flange: ANSI 150 LB – 350A to reduce the amount of liquid remaining in the tanks to a minimum, if requested. 3) Pump and motor to be cooled sufficiently.
Minimum starting level: 1.78m + 0.1m + pump tower shrinkage At least three (3) hours must have passed after pouring LNG in the cargo
(from tank bottom) The cargo pumps may be run in closed circuit on their own tanks by opening the tank.
Minimum restarting level: 0.6m + 0.1m + pump tower shrinkage filling valve. This may be required if the discharge is temporarily halted when (Never operate the pump prior to three (3) hours.)

K-LINE
(from tank bottom) the tanks are at low level, thereby avoiding the problems of restarting with low (Even if it is necessary to operate the pump unavoidably, for instance during
NPSHR / Pump down level level and low discharge pressure. sailing, the temperature in cargo tank must be less than minus 130˚C.)
- At rated flow: 1.4 / 0.7 m (from datum line)’
- At minimum flow: 0.5 / 0.2 m (from datum line) NOTE CAUTION
Minimum flow: 700 m3/h An insulation test of all pumps is to be carried out after leaving the loading It is necessary to cool down each part of the pump and motor sufficiently
Maximum head : abt. 190m (at full close of shore port to establish that all pumps are operational and to allow time for the before pump operation begins.
terminal valve) installation of the emergency cargo pump should it be necessary. Disconnect (If the pump is operated when it is insufficiently cool, there is a possibility of
the earth line of insulation monitor before carrying out this test. contact between parts of fine clearance or damage to the bearings.
Motor In case the cooling down is too fast, the each part will shrink irregularly,
Type: Vertical submerged 3-phase Induction 2. Preparation for Operation (Starting Condition) resulting in damage of the parts and ball bearing due to the partial excessive
Starting method: Soft start heat strength.
Rated output: 570 kW 1) The overall insulation resistance should be more than 5ΜΩ. (In case of pouring the liquid directly to the cargo tank, the speed of cooling
Synchronous speed: 1800 rpm down must be less than 50˚C/h)
Electric power source: AC 6600V / 60Hz - After turning off the power switch provided in the starter, insulation When pump is cooled down more than three (3) hours, since the shrinking
Rated current: 65 A resistance between the power cable terminal in the starter and the amount of each parts is balanced, no excessive heat strength is occurred, and
Starting current: 400 A grounding should be measured and recorded, using a 1000V megger. each parts becomes stable.
Insulation class: Class F
Min. starting voltage: 80 % - If the measurements are less than 5ΜΩ, the motor coil may be 4) The cargo pump discharge valve should have a slight opening.
Min. resistance value for starting: 5 MΩ damaged, so do not start the motor. In order to reduce water hammer at start-up the discharge valve opening
should be set at about 18 ~ 25%. However, this valve opening should be
The cargo tanks are fitted with two main cargo pumps. These pumps are vertical - The insulation resistance which has dropped lower modified as required to reflect actual operating conditions in order to make
single-stage centrifugal pumps with one inducer stage and driven by electric motors. than the requirement may recover by leaving the motor coil inactive water hammer as little as possible.
Each pump is rated to discharge 1,750m3/h at 155m head of LNG. for a period time. The insulation resistance of the motor coil must be
measured again before unloading can be begin. 5) The cargo pump operation during starting and stopping should be kept to
time interval conditions. Start/Stop time interval conditions are shown in the
table below.

IMO No. 9355379 4 - 10 Part 4 Cargo System / Issus 1

Pump Down Hd (m)

NPSHR Hs (m)

Pump Efficiency E (%)

Total Head H (m)

Shaft Horse Power P (kW)
SAMSUNG
200 H

(Height from inducer inlet)

150

100
E
80

500 20
P

K-LINE
4 400 0

3 300

2 200 Hs
1
Hd
0
0 500 1,000 1,500 2,000 2,500
Capacity Q (m3/h)

Pump Motor
Capacity : 1,750 m3/h Output : 570 kW
Total Head : 155 m Synchronous Speed : 1,800 rpm
Liquid Name : LNG Electric Source : AC 6,600V 60Hz
Temperature : -163℃
Specific Gravity : 0.5
Minimum Flow : 700 m3/h

IMO No. 9355379 4 - 11 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
For 1.78 meters or more from the For 0.60~1.78 meters from the tank 3. Cargo Pump Load Control 1 PID with gap controller is applied for each pump’s load control and the
tank bottom bottom controller’s output is pushed to position controller’s set-point that controls pump
discharge valve at the condition that control mode of position controller is in “CAS”
(a) For starting at the time of each unloading. mode.
SET BY
OPERATOR
The motor may be started and stopped SET BY
The second starting should only be SET BY AUTO SEQ AUTO If the motor load becomes higher than the set point value, the output of the load
by inching continuously ,twice. OPERATOR
carried out after more than 30 minutes P-AUTO controller decreases to reduce the motor load and consequently cause a reduction in
The third starting should only be carried
have passed after since the first SET BY PID + GAP POSPROP the discharge valve position.
out after more than 15 minutes have AUTO SEQ SP (REVERSE) SP
stopping. P-AUTO OP CAS

SAMSUNG
passed after since the second stopping. PV
The motor load is converted to percentage value from the current of each pump.
OPEN CLOSE
(b) For starting after stopping continuous running REQUST REQUEST The calculation equation is as follows:
PV 100
If the motor is stopped after operating for more than 30 minutes, the motor can be R
restarted immediately. However, if the motor is stopped after operating for less than
PV(A) Current Ampere
VALVE POSITION Load (%) = X 100
30 minutes, the starting procedure should only be carried out after allowing more Ampere at Rated Flow
PUMP
than 30 minutes to pass. CURRENT
P/P Disch.V/V
If the pump does not start because of some problem, 3 seconds after pushing the
start switch, starting should then be carried out after the problem has been rectified
and more than 30 minutes have passed.

The operation other than inching should be regarded as “Continuous Running”. It is possible to control the flow rate of the centrifugal type pump by
Inching is defined as operating time of less than 5 minutes manipulating the discharge valve.

3. Cargo Pump Start / Stop An operator can open the discharge valve to increase the flow rate, to increase

K-LINE
pump load to increase the motor current.
One cargo pump start/stop sequence is provided for each cargo pump. Cargo pump
start/stop sequence carry out automatic start and stop of cargo pump with related The pump load is indicated to by the rated current consumption. If the discharge
valve operation. valve is greatly opened, flow rate increases, the pump load increases and pump
current increases. The ampere meter in the starter panel measures current, the
In case of stop pump procedure, sequence automatically stop pump when liquid IAS calculates the pump load in percentage with the current and maximum
level reached to preset level. current of pump.

(See Illustration 4.3.1c Cargo Pump Start / Stop Sequence) Therefore, it is possible for the IAS to maintain or change the pumps load by
manipulating the discharge valve according to the pump load setting. This means
that in the cascade mode, the control loop is applied between discharge valve
controller and pump load controller.

At the first starting, the load of each pump is about 60~65% and during normal
operation increases to about 80~85% the maximum efficiency. In this case, the
position control mode of the discharge valve is set and kept in CAS mode and
the output of the load controller is pushed to the set point of the discharge valve
controller.

IMO No. 9355379 4 - 12 Part 4 Cargo System / Issus 1

Start

Seq Start/Stop No Abnormal Stop Condition

Switch = "Start" · Same As *A1 Mark
Stripping Stop
Yes Abnormal Stop Condition · Pump Stop
Pump *3 Pump *3
Seq Start/Stop No No · CTS Abnormal
Stop Level > L0 *2 · TK Level ≤ Low (0)
Switch Stop
Wait (5 Sec)

SAMSUNG
· Same As *A1 Mark · TK Level ≥ High (35)
· Same As *A2 Mark · |Level Rate| > 1m/sec
Cargo Pump Cont Position No · Pump Stop No Tk Level ≤ No
Tk Level ≤ L0 *2+α1 *4
Is Remote Pre-set Value Of Pump Stop Level+α2 *5
Yes
Yes Load To
Yes
Pump Load Controller
Start PP Load Control
Setting Data On Plan No With Preset SP. *6 *6
Strip Order Indication Auto Stop Indication
Display Is Confirmed Discharge Valve Position
Yes Abnormal Stop Condition Controller Mode : Cas
Activate Chime (10 Sec) · Same As *A1 Mark
Yes · Same As *A2 Mark
Own Cargo Pump Is Running · ESDS Pump Load Controller Mode : Auto Pump Load Controller · Pump Stop
· No.1~4 Tk Protection (OR) Mode :Man
No
· Sequence Stop Request
· Cargo Pump Ammeter Cargo Pump Start Function
Another Cargo Pump Bad PV Is Completed Reduce Position
Yes · Cargo Pump Disch Valve *A1
Start Function In Same Manual Operation Discharge Valve
Tk Is Running Position Bad PV
- Reduce Pump Load
· Cargo Pump Disch Valve Activate Chime (10 Sec)
No - Reduce Disch Valve
Position Dev Alarm
Position Wait (60 Sec)

K-LINE
· Cargo Pump Select SW
- Stop Cargo Pump
Set Pre-set Value Of Local Position
Open Disch. VV To
Cargo Pump Discharge Valve
Initial Open %. · Cargo Tk Fill V Position Stop Pump · Same As *A1 Mark
Position To Controller
Bad PV
(Mode : Auto) · Cargo Tk Fill V Position
Dev Alarm Full Close
*A2 Discharge Valve
Another Cargo Pump In Same Yes · Cargo Tk Branch V
Tk Is Running Position Bad PV
· Cargo Tk Branch V
No No
Position Dev Alarm Pump Stop

Full Open Filling Valve

Full Close Branch Valve Full Close
Discharge Valve

Filling Valve Is Open No

Seq Start/Stop
Yes Switch Stop

Branch Valve Is Full Close No

Yes

*2 L0 : Stripping Start Level

Run Pump *3 Pump Stop Level Decides Whether a Pump Is "Stop Pump" or
"Stripping Pump"
*4 α1 : Stripping Level Bias
*5 α2 : Stop Level Bias
*6 Until Cargo Pump Stop or Sequence Terminate

IMO No. 9355379 4 - 13 Part 4 Cargo System / Issus 1

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IMO No. 9355379 4 - 14 Part 4 Cargo System / Issus 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 4.3.2a Stripping / Spray Pump

Discharge

230

SAMSUNG +3.2
0

169
32
Upper Ball Bearing

Terminal Box

K-LINE
823

Stator Core

Rotor Core
Min. Liquid Level
for Start Up

Lower Ball Bearing

NPSH Datum Line
403

(Inducer Inlet)

Balance Seat

Impeller
220

Inducer
40

Suction
+20

Φ320
90 -

Tank Bottom

IMO No. 9355379 4 - 15 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.3.2 Stripping/Spray Pumps 3) To enable the tanks to be stripped as dry as possible for reasons such At least three (3) hours must have passed after the pump was submerged in
as a cargo tank entry. LNG. (Never operate the pump within three (3) hours of submersion in
1. General Description LNG.)
4) Cooldown one cargo tank by LNG spraying. (Even if it unavoidably to operate the pump, for example during sailing,
the temperature in the cargo tank must be less than minus 130˚C.)
Pump
Manufacturer: Shinko Ind. Ltd. 5) Gassing up and cooldown for the reliquefaction plant.
Pump model: SM65 CAUTION
It is necessary to cool down each part of the pump and motor sufficiently
Capacity rated flow: 50 m3/h 6) Cooldown for the reliquefaction plant at initial start up stage.
before pump operations begin.
Total head: 145 m

SAMSUNG
(If the pump is operated when it is insufficiently cool, there is a possibility of
Design temperature: -163°C For stripping, the stripping/spray pump should be started early enough to
contact between parts of fine clearance or damage to the bearings.)
Design pressure: 1.0 MPa avoid possible starting problems due to very low liquid level (about 0.31m). Should cooling down occur too quickly, the individual parts will shrink
Liquid spec. gravity: 0.5 irregularly, resulting in damage to the parts and bearings due to uneven partial
Shaft power : 22.4 kW 2. Preparation for Operation (Starting Condition) heat exposure. After the pump has cooled more than three (3) hours, the
Efficiency: 44 % shrinking of each part will be balanced and stable.
Direction of rotating: Clockwise (Viewing from Motor side) 1) The overall insulation resistance should be more than 1ΜΩ. (In the case of LNG entering directly into the cargo tank, the speed of
Discharge flange: ANSI 150 LB – 80A FF cooling down must be less than 50˚C/h. until the temperature inside the
Minimum starting level: 0.22 m + 0.09m + pump tower shrinkage - After turning off the power switch provided in the starter, insulation cargo tank becomes lower than minus 130˚C.)
(from tank bottom) resistance between the power cable terminal in the starter and the After the pump temperature has reached minus 130˚C, there is no
NPSHR / Pump down level: grounding should be measured and recorded, using a 500V megger. limitation for the cooling speed.
- At rated flow: 0.4 / 0.1 m(from datum line)
- At minimum flow: 0.25 / 0.08 m(from datum line) - If the measurements are less than 1ΜΩ, the motor coil may be 4) The Stripping/Spray pump discharge valve should have a slight opening.
Minimum flow: 20 m3/h damaged, so do not start the motor. In order to reduce the water hammer at start-up the discharge valve opening
should be set at about 15%~25%

K-LINE
Motor - Insulation resistance which has dropped lower than the requirement However, this valve opening should be modified as required to reflect actual
Type: Vertical Submerged 3-Phase Induction may recover by leaving the motor coil inactive for a period of time. operating conditions on order to make the water hammer as little as possible
Starting method: Line starting The insulation resistance of the motor coil must be measured again
Rated output: 30 kW before unloading can begin. .
Synchronous speed: 3600 rpm
Electric power source: AC 440V / 60Hz - The insulation resistance value of 1ΜΩ is the minimum value for
Rated current: 60 A starting the motor. The proper insulation value is more than 50ΜΩ. It
Starting current: 380 A is therefore necessary that the cause of the deterioration of the
Insulation class: Class F insulation resistance be found and fixed
Min. starting voltage: 80 %
Min. resistance value for starting: 1 MΩ - Should the insulation resistance have lowered below the previously
measured value, it is recommended that the cause of the deterioration
A stripping/spray pump is installed in each cargo tank for cooling and forced of insulation and resistance be traced and that counter measures be
vaporisation of LNG. It is rated at 50 m3/h at 145 m head of LNG. carried out to fix them after the pump operation.

The pumps are started and stopped from the CCR via the IAS. In an emergency all 2) The liquid level in the cargo tank should be higher than the following:
pumps will be stopped by activation of the Emergency Shut Down System trip.
- 0.22 meter or higher from the tank bottom
The instances when these pumps can be used:
3) The pump and motor to should be cooled sufficiently.
1) To cool down the liquid header prior to discharging

2) To cool the cargo tank during ballast voyages prior to arrival at the
loading terminal by discharging LNG to the spray rails in the tanks

IMO No. 9355379 4 - 16 Part 4 Cargo System / Issus 1

Pump Down Hd (m)

Total Head H (m)

NPSHR Hs (m)

Shaft Horse Power P (kW)

Pump Efficiency E (%)

SAMSUNG
180

(Height from inducer inlet)

H
160

140

80 120

60
E
40

20
P

K-LINE
20 0

1.5

1.0 10

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

Pump Motor
Capacity : 50 m3/h Output : 30 kW
Total Head : 145 m Synchronous Speed : 3,600 rpm
Liquid Name : LNG Electric Source : AC 440V 60Hz
Temperature : -163℃
Specific Gravity : 0.5
Minimum Flow : 20 m3/h

IMO No. 9355379 4 - 17 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
5) Starting the motor should be carried out only one time whenever possible. 3. Stripping/Spray Pump Start / Stop Stripping/ Spray Pump Start/ Stop sequence
In the case of unavoidable restart, the frequency of starting should be,
according to the liquid level in the tank, as follows: One spray pump start/stop sequence is provided for each spray pump. START

Spray pump start/stop sequence carry out automatic start/ stop of spray pump
For 0.61 meters or more from the For 0.22~0.61 meters from the with related valve operation.
Tank bottom Tank bottom
SEQ Start/Stop No
Stop operation of spray pump should be done manually. Switch = Start
For starting at the time of the first unloading This sequence is applied to each spray pump.
Yes
*A1
The motor may be started and

SAMSUNG
stopped by inching continuously Pre-Set Position ESDS
twice. The second starting should only be Discharge Valve No.1~4 TK Protection
Cargo TK Level <= Lowlow
The third starting should only be carried out after more than 30 min. Cargo TK Level >= High
carried out after more than 15min. have passed since the first stopping. CTS Abnormal
Strip Return V/V Sp Sequence Stop request
have passed since the second 100% Discharge valve fail list
stopping. Discharge valve DEV alarm
Strip pump return V/V fail list
For starting after stopping continuous running Strip return valve fail list
Run Strip Pump Strip return valve DEV alarm
If the motor is stopped after operating for more than 30 minutes, the motor Strip pump ammetter BAD PV
Strip header press BAD PV
can be restarted immediately. However, if the motor is stopped after Discharge V position BAD PV
operating for less than 30 minutes, the starting procedure should only be Wait 5 Secs Strip return V position BAD PV
carried out after allowing more than 30 minutes to pass.
Same as the *A1 mark
If the pump does not start because of some problem, 3 seconds after Pump stop
Set Preset Value Of Pump
pushing the start switch, starting should then be carried out after the Load To Strip Pump Load
problem has been rectified and more than 30 minutes have passed. Controller

K-LINE
Operation other than inching should be regarded as “Continuous Running”.
Inching is defined as operating time of less than 5 minutes Set Preset Value Of Strip
HDR Press To Strip HDR
Press Controller

Start Control *1

Activate Chime (10 Secs)

SEQ Start/Stop
Switch = "Stop"

END

*1 Discharge V/V position controller mode : CAS

Strip pump load controller mode : AUTO
Strip return V/V powition controller mode : CAS
Strip HDR press controller mode : AUTO

IMO No. 9355379 4 - 18 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4. Strip/Spray Pump Load Control The motor load is converted to percentage value from the current of each pump.
The calculation equation is as follows:

SET BY
Current Ampere
OPERATOR
Load (%) = X 100
SET BY Ampere at Rated Flow
SET BY AUTO SEQ AUTO
OPERATOR
P-AUTO

SET BY PID + GAP POSPROP

AUTO SEQ SP (REVERSE) CAS SP Spray Header Pressure Control
P-AUTO OP
PV

SAMSUNG
OPEN CLOSE
REQUST REQUEST
PV 100 IAS
R Set By
PV(A)
(Node 19) Set By Operator
VALVE POSITION Auto Seq.

Set By
PUMP
CURRENT Operator
P/P Disch.V/V
Auto
Auto P-Auto
<CLn57>
<CSn001>
Set By
Auto Seq. PID + Gap
P-Auto [Direct] SP Posprop
*1 SP CAS
It is possible to control the flow rate of the centrifugal type pump by manipulating OP
the discharge valve. PV

An operator can open the discharge valve to increase the flow rate, to increase
pump load to increase the motor current.
PV[MPa]

K-LINE
Open Close
n : Tank No. 1 to 4 <CLn57 I> Request Request
The pump load is indicated to by the rated current consumption. If the discharge
valve is greatly opened, flow rate increases, the pump load increases and pump
current increases. The ampere meter in the starter panel measures current, the IAS
calculates the pump load in percentage with the current and maximum current of Valve
Position
pump.

Therefore, it is possible for the IAS to maintain or change the pumps load by Spray Return
manipulating the discharge valve according to the pump load setting. This means Valve
that in the cascade mode, the control loop is applied between discharge valve To Spray
controller and pump load controller. Nozzle

At the first starting, the load of each pump is about 60~65% and during normal
operation increases to about 80~85% maximum efficiency. In this case, the
position control mode of the discharge valve is set and kept in CAS mode and the
output of the load controller is pushed to the set point of the discharge valve
controller.

1 PID with gap controller is applied for each pump’s load control and the
controller’s output is pushed to position controller’s set-point that controls pump
discharge valve at the condition that control mode of position controller is in
“CAS” mode.

If the motor load becomes higher than the set point value, the output of the load
controller decreases to reduce the motor load and consequently cause a reduction in
the discharge valve position.

IMO No. 9355379 4 - 19 Part 4 Cargo System / Issus 1

SAMSUNG
This page is intentionally blank.

K-LINE
IMO No. 9355379 4 - 20 Part 4 Cargo System / Issus 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 4.3.3a Fuel Gas Pump
Discharge

+3.2
230

0
32

169
SAMSUNG
Terminal Box
Ball Bearing (Upper)

Cable
Stator Coil

Stator Core
Rotor Key
Shaft

K-LINE
1,029

Ball Bearing (Lower)

Balance Seat
609

(Min. liquid level for restart)

NPSH Datum Line

Impeller
(Inducer Inlet)
300

Impeller

Inducer
62

Suction Suction Strainer

+20

Φ320
90 -

Tank Bottom

IMO No. 9355379 4 - 21 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.3.3 Fuel Gas Pump - The insulation resistance which has been once dropped lower than the 4) The fuel gas pump discharge valve should have a slight opening.
requirement may recover by leaving the motor coil for a long time. In order to reduce the water hammer at start-up the discharge valve opening
1. General Description Therefore, the insulation resistance of the motor coil should be measured should be set at about 15%~25%
again before unloading without fail. However, this valve opening should be modified as required to reflect actual
Pump operating conditions on order to make water hammer as small as possible
Manufacturer: Shinko Ind. Ltd. - Insulation resistance which has dropped lower than the requirement
Pump model: SM50-2 may recover by leaving the motor coil inactive for a period of time. 5) Starting the motor should be carried out only one time whenever possible. In
Capacity rated flow: 15 m3/h The insulation resistance of the motor coil must be measured again the case of unavoidable restart, the frequency of starting should be,
Total head: 215 m before unloading can begin. according to the liquid level in the tank, as follows:

SAMSUNG
Design temperature: -163°C
Design pressure: 1.0 MPa For 0.8 meters or more from Tank For 0.3~0.8 meters from the Tank
Liquid spec. gravity: 0.5 - The insulation resistance value of 1ΜΩ is the minimum value for bottom bottom
Shaft power : 14.6 kW starting the motor. The proper insulation value is more than 50ΜΩ. It
is therefore necessary that the cause of the deterioration of the For starting at the time of the first unloading
Efficiency: 30 %
Direction of rotating: Clockwise (Viewing from Motor side) insulation resistance be found and fixed. The motor may be started and
Discharge flange: ANSI 150 LB – 50A FF - Should the insulation resistance have lowered below the previously stopped by inching continuously
Minimum starting level: 0.3 m + 0.09m + pump tower shrinkage measured value, it is recommended that the cause of the deterioration twice. The second starting should only be
(from tank bottom) The third starting should only be carried out after more than 30 min.
of insulation and resistance be traced and that counter measures be
NPSHR / Pump down level: carried out after more than 15min. have passed since the first stopping.
carried out to fix them after the pump operation.
have passed since the second
- At rated flow: 0.3 / 0.15 m(from datum line)
stopping.
- At minimum flow: 0.1 / 0.05 m(from datum line) 2) The liquid level in the cargo tank should be higher than the following:
Minimum flow: 6 m3/h For starting after stopping continuous running
- 0.3 meter or higher from the tank bottom

K-LINE
If the motor is stopped after operating for more than 30 minutes, the motor
Motor can be restarted immediately. However, if the motor is stopped after
Type: Vertical Submerged 3-Phase Induction operating for less than 30 minutes, the starting procedure should only be
Starting method: Line starting 3) The pump and motor should be cooled sufficiently. carried out after allowing more than 30 minutes to pass.
Rated output: 18.5 kW If the pump does not start because of some problem, 3 seconds after
- At least three (3) hours must have passed after the pump was submerged
Synchronous speed: 3600 rpm pushing the start switch, starting should then be carried out after the
in LNG. (Never operate the pump within three (3) hours of submersion in problem has been rectified and more than 30 minutes have passed.
Electric power source: AC 440V / 60Hz
LNG.)
Rated current: 40 A Operation other than inching should be regarded as “Continuous Running”.
(Even if it unavoidably to operate the pump, for example during sailing,
Starting current: 300 A Inching is defined as operating time of less than 5 minutes.
the temperature in the cargo tank must be less than minus 130˚C.)
Insulation class: Class F
Min. starting voltage: 80 %
CAUTION
Min. resistance value for starting: 1 MΩ It is necessary to cool down each part of the pump and motor sufficiently
before pump operations begin.
2. Preparation for Operation (Starting Condition) (If the pump is operated when it is insufficiently cool, there is a possibility of
contact between parts of fine clearance or damage to the bearings.)
1) The overall insulation resistance should be more than 1ΜΩ. Should cooling down occur too quickly, the individual parts will shrink
irregularly, resulting in damage to the parts and bearings due to uneven partial
- After turning off the power switch provided in the starter, insulation heat exposure. After the pump has cooled more than three (3) hours, the
resistance between the power cable terminal in the starter and the shrinking of each part will be balanced and stable.
grounding should be measured and recorded, using a DC 500V megger. (In the case of LNG entering directly into the cargo tank, the speed of cooling
down must be less than 50˚C/h. until the temperature inside the cargo tank
becomes lower than minus 130˚C.)
- If the measurements are less than 1ΜΩ, the motor coil may be damaged,
so do not start the motor. After the pump temperature has reached minus 130˚C, there is no limitation
for the cooling speed.

IMO No. 9355379 4 - 22 Part 4 Cargo System / Issus 1

Pump Down Hd (m)

Pump Efficiency E (%)

NPSHR Hs (m)

Shaft Horse Power P (kW)

Total Head H (m)

SAMSUNG
240

(Height from inducer inlet)

H
220

200

40 180

30 E

K-LINE
1.0 15 0
P

0.5 10
Hs Hd

0
0 5 10 15 20
Capacity Q (m3/h)

Pump Motor
Capacity : 15 m3/h Output : 18.5 kW
Total Head : 215 m Synchronous Speed : 3,600 rpm
Liquid Name : LNG Electric Source : AC 440V 60Hz
Temperature : -163℃
Specific Gravity : 0.5
Minimum Flow : 6 m3/h

IMO No. 9355379 4 - 23 Part 4 Cargo System / Issus 1

SET BY
OPERATOR
SET BY
SET BY AUTO SEQ AUTO

SAMSUNG
OPERATOR
P-AUTO

SET BY PID + GAP POSPROP

AUTO SEQ SP (REVERSE) CAS SP
P-AUTO OP
PV

OPEN CLOSE
OP Low Limit REQUST REQUEST
PV 100
R
PV(A)
VALVE POSITION

K-LINE
PUMP
CURRENT
P/P Disch.V/V

IMO No. 9355379 4 - 24 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 4.3.4a Emergency Cargo Pump Illustration 4.3.4b Characteristic Curve of Emergency Cargo Pump

Lifting Eye
Terminal

Pump Down Hd (m)

Pump Efficiency E (%)

Total Head H (m)

NPSHR Hs (m)

Shaft Horse Power P (kW)

Header Unit

Column Cover

SAMSUNG
200
1,318

(Height from inducer inlet)

Hook Plate Set
180 H

Column 160

140
Liquid Dome Top Working Level
2,970 x 9 Sets

80 120 E
Hang Plate
31,355.6 (Plan Value)

5 200 40
P

K-LINE
Guide Roller 4 20
1,857

3 100 0
Earth Cable Support Rope
2
Hs
1 0
0
Hd
0 10 20 30 40 50 60 70
Power Cable
Capacity Q (m3/h)
(Min. Liquid Level for Initial Start Up)
1,694

1,900

Pump Motor
1,600

(Min. Liquid Level for Restart)

(NPSH Datum Line

Capacity : 550 m3/h Output : 200 kW

(Inducer Inlet)

Total Head : 155 m Synchronous Speed : 3,600 rpm

Liquid Name : LNG Electric Source : AC 440V 60Hz
850

171

Temperature : -163℃
Specific Gravity : 0.5
375

Suction
Minimum Flow : 220 m3/h
Foot Valve
±15

Φ520
110

Tank Bottom
`

IMO No. 9355379 4 - 25 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.3.4 Emergency Cargo Pump - This cooling down time should be secured so that the pump and motor
NOTE are to be cooled down to the same temperature with LNG
1. General Description Before undertaking this operation it is important to reduce the tank pressure to approximately.
near to atmospheric pressure and to keep it at this level throughout the entire
operation. - If cooling down is not enough; it may cause bearing troubles and
Pump
damages of parts having small running clearance between rotational
Manufacturer: Shinko Ind. Ltd.
element and stationery element.
Pump model: SMR200 Electrical connections are made to the fixed junction box which is located
Capacity rated flow: 550 m3/h adjacent to each pump well. Start
Total head: 150 m

SAMSUNG
Operating temperature: -163°C A dedicated starter is available with one circuit breaker which is placed in the 1) Confirm that all the preparatory conditions described above are met.
Cool down time: 3 hours cargo switchboard. This starter supplies all 4 fixed junction boxes.
Design pressure: 1MPa 2) Depress the start button to start the motor.
Liquid spec. gravity: 0.5
All safety devices are transferred to the emergency pump when the circuit
Shaft power: 161 kW - Cavitation operation must not be carried out.
breaker is engaged, as they are the same for the main cargo pumps.
Efficiency: 72 % (Especially, do not restart the pump if low current trip has been
Direction of rotating: Clockwise activated in the low liquid level lower than minimum starting liquid
NOTE
Discharge flange: ANSI 150 LB – 600A level.)
An insulation test of all pumps is to be carried out after leaving the loading
Minimum starting level: 1.7 m (from tank bottom) - The pump must not be operated under an idle condition (normal
port in order to establish that all pumps are operational and to allow time for
Minimum restarting level: 0.96m (from tank bottom) rotation, opposite rotation) during purging, gas switching or the like.
the installation of the emergency cargo pump should it be necessary. - The pump must not be operated with the discharge valve fully shut.
NPSHR / Pump down level from tank bottom:
At rated flow : 1.4/0.5m (from datum line)
The restart of pumps in normal operation is restricted depending on the liquid NOTE
At minimum flow: 0.5/0.3m (from datum line)
level above the submerged electric motor. Pumps may not be restarted when the When discharge pressure does not rise up more than 0.6MPa within 10sec.
Minimum flow: 220 m3/h
tank liquid level is below 0.96 m. The motor should be started only once as far (full tank) to 60sec. (liquid level 2m) after start-up stop the motor
as possible. If it is necessary to restart unavoidably, restart the motor after more

K-LINE
Motor immediately.
than 15 minutes has passed since motor stops.
Type: Vertical Submerged 3-Phase Induction
Starting method: Line starting 3) Starting the motor should be carried out only one time whenever possible.
2. Operation In the case of unavoidable restart, the frequency of starting should be,
Rated output: 200 kW
Synchronous speed: 3600 rpm according to the liquid level in the tank, as follows:
Preparation for Operation (Starting Condition)
Electric power source: AC 440V / 60Hz
Rated current: 355 A For 1.6 meters or more from For 0.85~1.6 meters from the
1) The overall insulation resistance should be more than 1ΜΩ. the bottom end of foot valve bottom end of foot valve
Starting current: 2500 A - After turning off the power switch provide in the starter, insulation
Insulation class: Class F resistance between the power cable terminal in the starter and the For starting at the time of each unloading
Min. Starting voltage: 80 % grounding should be measured and recorded, using a 500V megger.
Min. Resistance value for starting: 1 MΩ The motor may be started and The second starting should be
2) The liquid level in the cargo tank should be higher than the following: stopped by inching continuously carried out after more than 30min.
Each cargo tank is equipped with an emergency pump well or column. - The pump starting liquid level of initial unloading is as follows; twice. have passed after the first stopping.
1.6 meter or higher from the tank bottom. The third starting should be
This pump well has a foot valve which is held by highly loaded springs in the carried out after more than
closed position. - In case of restart after stopping the pump, the minimum pump Starting 15min. have passed after the
liquid level is as follows; second stopping.
0.85 meter or higher from the tank bottom. For starting after stopping continuous running
Should a failure of either one or both main cargo pumps in one tank require the
use of the emergency pump, the emergency pump is lowered into the emergency
3) The opening degree of the pump discharge valve is to be fully closed. If the motor is stopped after continuous running, the following starting
pump well after the well has been purged with nitrogen. - In order to reduce the water hammer at start-up the discharge valve should be carried out after more than 30min. have passed.
opening should be set at about 10% ~ 25%. If the pump does not start with some problems in 3sec. After pushing the
The weight of the emergency pump overcomes the compression of the springs to However, this valve opening should be modified as required to reflect start switch, the starting should be carried out after the problem has been
open the foot valve. actual operating conditions in order to make water hammer as small as
rectified and more than 30min. have passed.
possible.
The operation other than inching should be regarded as “Continuous
A small flow of nitrogen should be maintained as the pump is being installed.
4) At least three (3) hours must be passed after pressure in the column being Running.” Hereupon, the inching means that the operating time is less
(See section 7.5 Emergency Cargo Pump Installation)
stable. than 5minutes.

IMO No. 9355379 4 - 26 Part 4 Cargo System / Issus 1

PALL PAL PI PI TAHH TAH TI PI PAL PALL TAL TAH TI TAHH TAL TAH TI PALL PAL TAHH TAH TI Common A A
11 11 1A 2A 2A 2B 2B Vent 8 8 8A 8 8 8 9A 9F 9F 9F 8C 8C 10A 10B 10B
Trip

PLLL I2 I1 TLHH PLLL TLHH PLLL TLHH L L

T T A
T T T T T T 15.5 Ready To Start

4~20mA
11 2A 8A 9A 8C 10A 15.10
A A I2 Motor
A A Heater Common Alarm
A I2 Trip
I2 I2 A

4~20mA

4~20mA
PSLL PSL A

SAMSUNG
11 11 PTI PI PSLL PSLL PSL L L EMS External
F 8 8B 8A 8C 8C A 15.6 15.1 15 Shutdown
11 CV Emergency
Emergency Power On
11 Stop Stop
PCV
11 D Remote
PI 5 TE TE TE TE TE L L L HS
11 8 9A 9F 10A 10B 15.4 15.3 15.2 15.1
Seal Gas FI
11 Compressor Ready To Start Ready To Start Local/Remote
Running Compressor Aux. L.O. Pump Ready To Start
Gear Box Compressor

Instrument Air CA HSH

PCV 15 15.2
F 8 Flash Start Remote Start
3 DRTD Light Compressor Compressor

4~20mA

4~20mA
FIC HSL
1 15.2
L Stop Remote Stop
4~20mA
PDI 15.9 Compressor Compressor
Surge Control
1A/2A 4~20mA
by IAS Control HS
PDI System 15.4
1 Abnormal Lamp Test Compressor
PI PTI PTI TE TE TI Running
ZI E-motor
4~20mA

4~20mA

2 1 2 2A 2B 2
3A L
TI 15.8
OC 8 Compressor Motor

K-LINE
8 Compressor HS
Motor Abnormal
Process Gas Out FG
Oil Collector Oil Filter Abnormal 15.5
8A F Flash Light
I/P S PDT Compressor Room 7 Stop
FY Bulkhead Control System
1 PI FG Motor Room
1 Trouble
T 1 8B
CV PDTI PDI
ZSL ZSH F PSV PSV V 6A PDI PDI 7 7A
1 1 1 6A 6B 6A 7A 7B A
OP PDAH
Process Gas In Compressor 6A
Sett. 0.8 MPa 7A

FE IGV Main
1 Oil Compressor Room
Key PSV V DV
Pump 6B 6B 6 Motor Room
YE Aux.
LNG Vapour Line L.O. V Locked
TI 9 F FILL OP CV Oil Cooler
L.O. Line 1 5C V Pump 6B 6F Open
YET 6B
4~20mA

DV 6C
Steam Line TE 1 9
Locked
1 LSL Open EM
Fresh Water Line 5 6 TCV
C
Instrument Air Line ZSL LG 6 6 HS
PCV 5 15.3
3C 3 TI
Oil Tank TI 6A Reset
Legend PI ZE ZI
TSH TI
EMLH Oil Pump 6B
V 5 5A Start Stop 6 Running
3 3
IAS Display 3C L.O. Pump L.O. Pump L

Feedback
TSL PI PI
P 5 HSH HSL 6B 6A
Local Instrument PI H 6 6 Aux. L.O. Pump
TCV 5 Motor Fail
5
Local Panel Instrument DAC
3 F F
PCV HIC ZS HS 5A 5B
T Trip Circuit 3B EMY
3 3 3 L/R Water In
PI 6
A Alarm Circuit
I2 Aux. Ready To Aux. L.O. Pump Water Out Ready To Start
YLHH YI DV
Start-up Interlock HY 5 L.O. Pump Start Aux. Overload Aux. L.O. Pump
I1 3 I/P 9 9 Running L.O. Pump
L.O. Pump I2
PCV
3A
A A A

I1 I1 A T
I2
Start-up Interlock
Machine
ZLL ZLH ZI TI ZL ZLL LAL TAH TAL YAH YI YAHH
I3
Start-up Interlock 1 1 3 1 3 3 5 5 5 9 9 9
Fuel Speed Closed Open Remote Control Signal Remote Remote
4~20mA Steam Inlet Steam Outlet Start Stop

IMO No. 9355379 4 - 27 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.4 Cargo Compressors 3. Compressor Systems A pressure control valve regulates the oil flow to the gear box. Adjustment of this
valve sets the supply pressure to the bearings. Excess oil bypasses the machine and
4.4.1 HD Compressors Compressor returns directly to the reservoir. The pump relief valve acts as back up valves and is
set at 0.8MPa.
1. General The skid-mounted compressor features a plug-in closure assembly, which allows
for quick replacement of the rotating portion and adjacent stationary components. The lube oil flow is then directed to the gear box where the lube oil is injected into
Specification The compressor portion of the machine is of axial inflow type, with variable inlet the bearings. Separated pressure switches are provided:
guide vanes. The compressor has been designed to operate over the range of
Manufacturer Cryostar
pressures and flow rates. Proximity probe pick-ups are provided to allow the One switch does activates the alarm and energizes the auxiliary lube oil pump and

SAMSUNG
Model CM 400/55 monitoring of the compressor shaft vibration. the second is set to shutdown the system when the pressure falls below the minimal
Type Centrifugal Single stage Fixed speed pressure. The seal gas is applied outboard of the lube oil seal. Preventing the lube oil
with adjustable guide vanes Seal Gas System mist from entering the process stream and avoiding cold gas flow into the gear box.
No. of Sets 2 Temperature sensors at the main bearings sense the oil outlet temperature of the
The seal gas system is provided to prevent lube oil mist from entering the bearings.
Volume flow 32000 m3/h
process stream and to avoid cold gas flow into the gear box. Thus, the seal gas is
Capacity (Mass flow) 52380 kg/h applied between the gear shaft bearing and the compressor wheel. The seal gas is Nominal temperature range is 45 to 50°C for the gear bearings. The high
Inlet pressure 103kPa dry nitrogen produced by the nitrogen generator on board. The seal gas system temperature condition (60°C) will cause actuation of the alarm relays.
Outlet pressure 200kPa features a pressure control that is a function of the compressor outlet pressure.
Seal gas entering the gear box from shaft seals is returned to the lube oil sump, The lube oil then collects in the lube oil sump. The lube oil contains a mixture of
Inlet temperature -140°C
separated from the oil and vented to the atmosphere. lube oil and seal gas. The seal gas is vented from the reservoir through a mist
Outlet temperature -109.8°C separator and piped away to the atmosphere.
Shaft speed 11,200 rpm Lube Oil System
Surge Control System

K-LINE
Motor speed 3580 rpm
Oil from the gear box is stored in a vented 400 litre lube oil sump tank (oil
Rated motor power 6600 V, 940kW
content 320 litre). The oil sump includes an integral steam immersion heater. Set- An automatic surge control system has to be provided to protect the machines from
points for the lube oil system controls are listed on the table. Lube oil is supplied inadvertently operating in surge.
2. Introduction from the sump through separate suction strainer screens and two lube oil pumps. Compressor surge is characterized by erratic compressor inlet and discharge
The outlets from the lube oil pumps are through check valves to a common lube pressure and (usually audible) flow pulsation. It is caused by flow instability in the
Two high duty (HD) compressors are installed in the cargo machinery room and are compressor.
oil line in order to prevent back-up oil under pressure from entering the non-
used for compressing the LNG vapour for return to the shore terminal during cargo The two compressors are equipped with and automatic surge control system; using a
operating pump lines. The low speed shaft gear drives the main operational
loading, tank purging and tank warming up. bypass valve responding to a low flow controlled by a process loop. Speed and inlet
pump. Upon failure of the lead pump, the stand-by electric pump is
guide vanes control the flow.
ENERGIZED immediately and a remote alarm indicates that the auxiliary pump
The motors are installed in an electric motor room that is segregated from the is operating.
compressor room by a steel gas tight bulkhead. The drive shaft between the motor
and the compressor penetrate the bulkhead via a mechanical seal operated with a The lube oil passes through the heat exchanger where it is cooled. The thermal
pressurised oil barrier. bypass temperature control valve prevents overcooling of the lube oil within a
limited range (38 to 47°C)
The compressor is a fixed speed compressor, with an inlet guide vane (IGV).

The compressor flow rate depends on the IGV position. By controlling the IGV Then the lube oil passes through either of two filters. The position of the
position the vapour header pressure can be maintained at a desired pressure. changeover valve determines through which filter the lube oil passes.
The clogging indicator indicates the pressure drop across the operating filter, and
Surge protection is maintained by the Standard K-Chief Anti-Surge controller in the provides an indication of the condition of the filter element. Differential pressure
IAS. over 200kPaA indicates that the filter element needs changing. A flow orifice
regulates the oil flow and (oil) pressure to the bulkhead seal. This oil is used for
the lubrication of the bulkhead/ shaft seal and returns back to the oil tank.

IMO No. 9355379 4 - 28 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 4.4.1b HD Compressor Performance Curve
Test Of 14/05/07 (F5482.01)
Test Of 15/05/07 (F5482.02)
Operating Point

2.1
HD-Single Speed Motor

Adiabatic Head Rise

(kJ/kg)
90

1. 9
N=11200 rpm

SAMSUNG
80

1. 7
tio
70

Ra
re
su
60

1.5
Line

s
Pre
e
Surg

)
(1
50

te
Case A,B,D,E,F

No
Case G

e
Se
40

3
1.
Case C
30 -30˚
0˚
5
1.1 20 +50˚
)
ting (2
+70˚ e Vane Set

K-LINE
10 uid
Min. Inlet G

10.0 20.0 30.0 40.0

Volume Flow (103 m3/h)
2.0 1.0 0.8 0.6

Density (kg/m3)

In
-140 le
tT
-120 em
-100 per
-80
at
ur
-60 e
-40
(℃
-20 ) 10.0 20.0 30.0 40.0 50.0 60.0
0
20 Mass Flow (103 kg/h)
16
18
20 Note :
ol ht

22
K m ei g

1. Minimum flow from ship when recycle loop is open.

)

24
(k l d W

26 2. IGV setting indicative only and subject to change,

28
g/
M

30 will be confirmed during testing.

IMO No. 9355379 4 - 29 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Inlet Guide Vanes 4. Inlet Guide Vane Control In the cargo control room

To achieve the required gas flow, the compressors have inlet guide vanes fitted at IAS provides 1 PID controller for each compressor to control vapour header 11) Select the HD compressor IAS screen mimic for the appropriate operation
the suction ends. pressure. The 2 PID controllers use same PV (vapour header pressure), but both and make sure that the inlet guide vane position is set to 0% (start position).
The vanes are operated by pneumatic actuators which receive control signals from PID controllers are individual each other.
the flow controller. 12) Press the compressor’s reset button and check if all of the alarms and trip
Rotation of the vanes is possible through an indicated angle of 80˚ to -30˚. The When control position of an IGV is changed from remote to local, IAS change lamps are off and if the READY TO START lamp is on.
position is indicated both locally and at the cargo control room. point mode of corresponding PID controller to MAN mode.
13) Press the compressor START button. The shaft vibration monitoring

SAMSUNG
HD Shaft Vibration Monitoring During the local position, the IAS fixes mode of the PID controller at MAN system is released after approximately 14 seconds.
mode, and output of the PID controller is to track the IGV feedback position Check that no alarm or trip lamps are on.
The high-speed shaft of the gearbox is equipped with a proximity sensor. Based on until control position of the IGV is returned to remote.
the vibration level these actions take place: 14) Check the bearing temperatures and the vibration levels,
- Vibration high level an alarm will be initiated. When control position of the IGV return to remote, IAS don’t change point mode
- Vibration high-high level causes the unit to shut down. of the PID controller. 15) The auxiliary (standby) LO pump should stop after the compressor driven
pump has run up to speed and is delivering full system pressure.
During the main driver start, from the time when start command is given to the 5. Operation
MCC and to the running feedback is obtained, the vibration alarm is suppressed for Observe the following parameters:
5 sec. and the trip signal is suppressed for 4 sec. To prepare the HD compressors for operation, proceed as follows.
16) The seal gas differential pressure should read 10 to.20 kPa.
Bulkhead seal 1) Check the LO level in the compressor sump tank. Adjust the supply reducer if required

The bulkhead seal oil supply pressure and the bulkhead seal temperature is 2) Start the LO sump heater between 45 minutes and 1.5 hours prior to the 17) The LO supply pressure should read 200 to 250kPa.

K-LINE
monitored and the following actions are taken: expected compressor start up time. The duration can vary and is Adjust the supply regulator if required.
- Supply pressure low switch initiates an alarm 3 sec. delayed. dependant on the ambient temperature.
- Supply pressure low-low switch cause unit shutdown 3 sec. delayed. 18) The LO supply temperature to the gearbox should be above 30°C.
- Seal temperature initiates an alarm. 3) Close the seal gas vent line valve.
- Seal temperature causes unit shutdown. 19) Check the local control panel for alarms.
4) Open the nitrogen seal gas supply manual valve.
HD Compressor IGV Control 20) Check the complete operating system for oil, seal gas, air, water and
5) Open the compressor suction and discharge valves. product leakage.
IAS IAS
(Node 20) (Node 19) 6) Run the auxiliary LO pump for approximately 30 minutes to warm up Monitoring for HD Gas Compressor
the gearbox and bearings. Check the LO system for any leaks.
SP SP
<GC111> <GC211>
PV PID Track PV PID Track 7) Open the cooling water inlet and outlet valves for the LO cooler and
[Direct] [Direct]
ensure cooling water is available.
y y
100% 100%

y y 8) Open the control air supply to the control panel.

0 x 100% 0 x 100%

x x
9) Switch on the power to the control cabinet and reset any alarms.

Position <GC211O> Position

<GC111O> <GC105> <GC139> <GC205> <GC239> <CL055I>
10) At least two alternators should be coupled to the main switchboard so
that there is sufficient power available at the cargo switchboards.
PT

IGV IGV
IGV Remote IGV Remote
No.1 H/D Comp /Local No.2 H/D Comp /Local Vapour Header

IMO No. 9355379 4 - 30 Part 4 Cargo System / Issus 1

Normal Action Normal Action

No. Item Tag. Nr. Operation H-HH Set point No. Item Tag. Nr. Operation H-HH Set point
Type Type
Condition L-LL Condition L-LL
Seal Gas Pressure
1 Suction gas pressure PTI 1 3 kPa - - - 25 PSLL 11 - LL T 15 kPa
IGV position ZE 3
2 Discharge gas pressure PTI 2 100 kPa - - - 26 ZT 3 - - - -

Suction gas temperature IP converter control valve

3 TT 1 -140 °C - - - 27 PCV 3A - - - -

SAMSUNG
TT 2A -109.85 °C - - - HIC control valve
28 PCV 3B - - - -
4 Discharge gas temperature TE 2A
TSHH 2A - HH T +100°C
Nozzle actuator control valve
TT 2B -109.85 °C - - - 29 PCV 3C - - - -
5 Discharge gas temperature TE 2B
TSH 2B - H A +90°C
IGV start position
6 ZSL 3 - - I2 closed
ZSH 1 - - I2 open
7 Surge valve position
ZSL 1 - - - -
8 Process gas flow PDT 1 4.734 kPa - - -
YET 9 10…30 µm - - -
9 Vibration YE 9 YSH 9 - H A 50 µm
YSHH 9 - HH T 75 µm
PDTI 7 50 kPa - - -
10 Diff. Pressure oil filter
PDSH 7A - H A 250 kPa
Oil tank level
11 LSL 5 - L A;I1 -

K-LINE
Oil heater temperature
12 TCV 5 - - - -
TSL 5 L A;I1 +25°C
13 Temperature oil tank 55 °C
TSH 5 H A +60°C
TT 8 ~42 °C - - -
14 Temperature oil system TE 8 TSL 8 - L I2 +20°C
TSH 8 - H A +55°C
TT 10A ~60 °C - - -
15 Temperature oil bulkhead TE 10A
TSHH 10A - HH T +80°C
TT 10B ~60 °C - - -
16 Temperature oil bulkhead TE 10B
TSH 10B - H A +75°C
TT 9A ~65 °C - - -
17 Bearing temperature TE 9A
TSHH 9A - HH T +75°C
TT 9F ~65 °C - - -
18 Bearing temperature TE 9F TSL 9F - L A;I2 +15°C
TSH 9F - H A +70°C

PTI 8 ~160 kPa - - -

19 Lube oil pressure gearbox
PSL 8A - L A;I2 100 kPa
Lube oil pressure gearbox
20 PSLL 8A ~ 150 kPa LL T 80 kPa
Lube oil pressure bulkhead
21 PSL 8C ~ 110 kPa L A;I2 40 kPa
Lube oil pressure bulkhead
22 PSLL 8C ~ 110 kPa LL T 20 kPa
Seal gas control valve
23 PCV 11 - - - -
Seal gas pressure
24 PSL11 - L A;I1; I2 20 kPa

IMO No. 9355379 4 - 31 Part 4 Cargo System / Issus 1

SAMSUNG
This page is intentionally blank.

K-LINE
IMO No. 9355379 4 - 32 Part 4 Cargo System / Issus 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 4.4.2a LD Compressor

Legend PDAL PDALL PALL PAL PI TAHH TAH TI

Vent PI PAL PALL TAL TAH TI TAHH TAL TAH TI TAHH TAL TAH TI PALL PAL TAHH TAH TI XA Comm on XA EMS
11A 11B 11B 11A 2 2A 2B 2B 8 8 8A 8 8 8 9B 9E 9E 9E 9A 9F 9F 9F 8C 8C 10A 10B 10B 15.1 Trip 15.2
IAS Display I1
Start-up Interlock
L.O. Pump XU
15.4
Local Instrument I2 I1 PLLL I2 I1 I2 I2
Start-up Interlock T PDTI TLHH PLLL TLHH TLHH PLLL TLHH T Ready To Start

4~20mA
11B2 PLLL T T T T T T
I2 11B T Motor

4~20mA
2A 8A 9B A 9A A 8C 10A
Local Panel Instrument Machine A 11B1 A

4~20mA

4~20mA
A T EMS XA
A A
PDTI A I2 A I2 A 15 15.3
PTI PTI
T Trip Circuit I3
Start-up Interlock 11A 11B 11A
PI
I2 A
Emergency External
PSLL PSLL PSL Stop Shu tdown
Fuel Speed 8B 8A 8C 8C
A Alarm Circuit PTI HS XU
8 15.1 15.1
PDCV Local/Remote Remote
F
11B XU

SAMSUNG
11B
TE TE TE TE TE TE TE 15.3B
Seal Gas FI
11B
8 9B 9E 9A 9F 10A 10B
Half Speed
Ready To Start
PI F Compressor
PAHH 11B 11A
L L L

4~20mA
XU
3 PCV 15.2 15.3B 15.3A
PI 15.3A
11A 11A
T T Ready To Start Half Spee d Full Speed Full Speed
PCV FI Aux. L.O. Pump Ready To Start Ready To Start
PI 11A Ready To Start
TI 11C Compressor Compressor Compressor
12
I2 CA L HSH HS
D
ZLL 5 15 15.4A 15.2A 15.1A
CV
3B 11 Flash Light Comp. Runn ing Start Remote Start
PT PT PI PTI TE TE TI
3A 3B Half Spee d Half Spee d Half Speed
ZI 2 2 2A 2B 2
4~20mA HSH HS
3B L L
Gear Box 15.1 15.4B 15.2B 15.1B
Power On Comp. Runn ing Start Remote Start
Process Full Speed Full Speed Full Speed
Gas Out L XS
15.1A
T 15.6
H AI Start Motor
SV Emergency
F 1 4~20mA PDTI 9B Half Speed
PCV PCV Stop
3 1 PI S 122
L 8 AE AET 4~20mA AI
Instrument FCV
9B 9B 9B
Air I/P HY
1 1 XS
15.1B
AI Start Motor
ZSL ZSH
Compressor 9A Full Speed
1 1 AE AET 4~20mA AI
ZIL 4~20mA TE 9A 9A 9A
Closed

K-LINE
1 12
I2 YE HSL HS
ZIH ZSL VDV 9B
Open
1 3B TV Bulkhead L
15.2
Stop
15.2
Remote Stop
2 YET
4~20mA ZT ZI 9B Seal 15.9 Compressor Compressor
PCV 3B 3B XU
PI 3B Control HS
V System 15.2A
3B DV 15.4
P 2 Electric Abnormal
Lamp
Runn ing Half
Speed Motor
Motor Test
XU
DAC
3B 15.2B
OC TI Runn ing Full
FG Oil 8 8 Speed Motor
Return To PDT
8B
Collector Oil Filter L XA
Section Line 1 FG
8A F 15.8 15.4
Bulkhead Compressor Room 7 Compressor Compressor
4~20mA
4~20mA

4~20mA

Motor HS Motor Abnormal

CV
Motor Abnormal 15.5 XA
V
PSV
6A
PSV
6B 6A
6A Room Flash Light
Stop
15.5
Control System
Process OP PDI PDI Trouble
Gas In Compressor 6A Sett. 08 MPa
7A 7B
PDI
PDTI
T F 7 7
TI 1
1
1 FE Main A
TE 1 PI PDAH
L.O. V DV
1 12 7A
TAH Surge Control VDV
YE
9A
Pump 6B 6
1 I3 TV
PTI F Aux.
1 YET Fill. CV
PDI 12 9A 5C L.O. OP 6B V Locked A
L
1 Pump Oil Cooler 6F Open 15.5
PDI V 6B
H 6C Comm on Alarm
112 A 4~20mA PDTI
PDI LSL
122 A 112 DV 5 Locked EM
FIC L Open 6 HS
1 C TCV
1 LG 6 6 15.3
Insulating Box
4~20mA

PDI 4~20mA PI 5 EMLH Oil Pump Reset

TI
1 Load Share 1 TSH Start Stop 6 Runn ing TI
4~20mA 4~20mA 5 TI Oil Tank L.O. Pump L.O. Pump 6B 6A
Control

Feed Back
5A HSH HSL L
ZSL TSL
4~20mA PTI 3A 5 H 6 6 6.1 PI PI
Key 1
TCV
5
5 Aux. L.O. Pump 6B 6A
4~20mA ZT ZI Motor Fail
LNG Vapour Line PI
PCV
3A
HSH HSL 4~20mA 3A 3A F
5A
F
5B
V 12 12
L.O. Line 3A
P
4~20mA EMY XU XU XA Water In XS XS
Steam Line PCV 6 6.1 6.2 6.1 6.1 6.2
PI 3D DAC L I2 A A A
YLHH YI YLHH YI DV Aux. Ready To Aux. Water Out Aux. L.O. Aux. L.O.
Fresh Water Line 3A 9A 9A 9B 9B 5 HS
6.2
L.O. Pump Start Aux. L.O. Pump Pump Pump
Runn ing L.O. Pump Motor Failure Start Motor Stop Motor
Instrument Air Line I1 I1 A T A T Remote Stop

HS
Remote Control Signal PI ZI PI ZIL LAL TAH TAL
Steam Inlet YAH YI YAHH YAH YI YAHH
6.1
4~20mA 12 3A 1 3A 5 5 5 Steam Outlet 9A 9A 9A 9B 9B 9B
Remote Start

IMO No. 9355379 4 - 33 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.4.2. LD Compressors 3. Vapor Header (Tank) Pressure Control

1. General IAS provides 2 PID controllers for vapor header press control; one is for ballast
voyage and the other is for laden voyage.
Starting controller is depended on the status of voyage mode selector switch (laden
Specification / ballast) on the graphic display.
Manufacturer Cryostar
Model CM 2-200
When PV (vapor header pressure) increases, PID controller increases OP.
Increasing of PID’s output signal from 0% to 100% changes output of VDV from
Type Centrifugal, Two stage, Dual speed with 90 degree to 0 degree.

SAMSUNG
variable diffuser vans
No. of Sets 2 When a compressor is stopped, IAS changes output of the PID controller to 0%
(fully close VDV) at once. And during a compressor stop, IAS fix point mode of
Rate Motor Power 6600V, 800kW
the PID controller to MAN mode. Manual operation of VDV is available during
Motor Speed 3580rpm compressor stop.

Two Low Duty (LD) compressors are installed on the cargo machinery room. The When control position of the VDV is changed from remote to local, IAS change
compressors are used for compressing and transferring normal boil off gas (NBO) point mode of the PID controller to MAN mode.
from the cargo tanks to the dual fuel engines or to the Gas Combustion Unit (GCU).
During the local position of VDV, IAS fixes mode of the PID controller at MAN
The motors are installed in an electric motor room that is segregated from the
mode and output of the PID controller is to track VDV feedback position until
compressor room by a steel gas tight bulkhead. The drive shaft between the motor
control position of the VDV returns to remote.
and the compressor penetrate the bulkhead via a mechanical seal operated with a
pressurised oil barrier. When control position of the VDV return to remote, IAS does not change point
mode of the PID controller.

K-LINE
The LD compressors are two stages, dual speed and the flow through the
compressor is regulated by varying the Variable Diffuser Vane (VDV) position.
The VDV position is depending on the gas demand (flow) when the compressor is
in remote mode and controlled by IAS. Table -Performance Data
To share the load between the two stages a load share control algorithm, as Performance Data
Gas BOG1 BOG2 BOG BOG BOG BOG
specified by compressor maker, will be applied. By controlling position of VDV in
Molecular Weight kg/kmol 18.437 18.372 17.8383 17.8383 18.437 18.437
stage 2, the load should be shared between the two stages. 3
Volume Flow m /h 4350 4350 3200 1550 1070 1240
Mass Flow kg/h 6573 6553 4681 2334 1665 1515
2. Fuel Gas Flow control
Inlet Pressure kPa 103 103 103 106 106 106
Outlet Pressure kPa 650 650 650 650 650 178
IAS provides a PID controller for each compressor to control fuel gas flow. Inlet Temperature °C -120 -120 -120 -120 -120 -80
Increasing of PID’s output signal from 0% to 100% change output of VDV from 90 Outlet Pressure °C 66.7 64.8 64.5 74.4 86.5 -30.5
degree to 0 degree. Isentrop. delta H kJ/kg 160.113 160.324 165.087 161.810 156.933 47.915
When a compressor is stopped, IAS changes output of the PID controller to 0% Efficiency % 47.5 47.5 47.5 44.1 41.7 54.7
(fully close VDV) at once. And during a compressor stop, IAS fix point mode of Shaft Speed RPM 29775 29775 29775 29775 29775 14887
the PID controller to MAN mode. Manual operation of VDV is available during Shaft Power kW 614.5 614.5 450.9 238.1 174.1 36.9
compressor stop. Coupling Power kW 694 694 531 318 254 58
Gas Composition (Mol. Wgt.) (Composition in mol%)
Nitrogen N2 28.013 20.00 17.92 15.00 15.00 20.00 20.00
When control position of the VDV is changed from remote to local, IAS change
Methane C1 16.043 80.00 81.09 85.00 85.00 80.00 80.00
point mode of the PID controller to MAN mode.
Ethane C2 30.070 0.670
During the local position of VDV, IAS fixes mode of the PID controller at MAN
Hydrocarbones C3 44.097 0.320
mode and output of the PID controller is to track VDV feedback position until
Hydrocarbones C4 58.123
control position of the VDV returns to remote. Total 100.0 100.0 100.0 100.0 100.0 100.0
When control position of the VDV return to remote, IAS does not change point
mode of the PID controller.

IMO No. 9355379 4 - 34 Part 4 Cargo System / Issus 1

CYROSTAR Ref : COM F5483.01-02 CYROSTAR Ref : COM F5483.01-02

Model : CM2-200 Model : CM2-200
Stage 1 Wheel Diameter : 280 mm Stage 2 Wheel Diameter : 280 mm
Wheel (Q/N)ref = 4.29 E-5 (m3/S)/rpm Wheel (Q/N)ref = 1.91 E-5 (m3/S)/rpm
Test of 14/05/07 (F5483.01) Test of 16/05/07 (F5483.02) Test of 14/05/07 (F5483.01) Test of 16/05/07 (F5483.02)
Operating Point Operating Point

SAMSUNG
2.10 2.10

Lambda (-)
Lambda (-)
2.00 2.00

1.90 1.90

1.80 1.80

1.70 1.70

1.40 1.60 1.40 1.60

Isentropic Head Coefficient (-)

e
1.30 e Lin 1.50 1.30 1.50
S urg
1.20 1.20

K-LINE
L ine
1.10 1.10 urge
S
1.00 1.00
Head Coeff.
0.90 0.90
Head Coeff.
0.80 0.80

0.70 0.70
ine L ine
geL ge
0.60 Su r 0.60 Sur

Efficiency (-)
Efficiency (-)

0.50 0.50

0.40 0.40

0.30 0.30
Efficiency
0.20 0.20
VDP 100% Efficiency
Maximum Opening VDP 100%
0.10 0.10 Maximum Opening
VDP 0% Variable Diffusor Position VDP 0%
Minimum Opening Minimum Opening Variable Diffusor Position
0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80 0.90 1.00 1.10 1.20 1.30 0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80 0.90 1.00 1.10 1.20 1.30
(Q/N)/(Q/N)Ref. (Q/N)/(Q/N)Ref.

IMO No. 9355379 4 - 35 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Lube oil pumps Bulkhead seal 3) Close the seal chamber vent line valve.
The lube oil system consists of two pumps. The main pump is mechanically Bulkhead seal oil supply pressure and bulkhead seal temperature is monitored and
coupled to the gearbox and runs when the compressor main driver is running. The the following actions are taken: 4) Open the nitrogen seal gas supply manual valve.
auxiliary pump is electrically driven and controlled by the IAS system.
- Supply pressure low switch initiates an alarm 3 sec. delayed. 5) Open the compressor suction and discharge valves.
When the Local/Remote switch is set to local mode operation of the pump is only - Supply pressure low-low switch cause unit shutdown 3 sec. delayed.
possible from the local panel. - Seal temperature initiates an alarm. 6) Run the auxiliary LO pump for approximately 30 minutes to warm up the
- Seal temperature causes unit shutdown. gearbox and bearings. Check the LO system for any leaks.
When the Local/Remote switch is set to remote mode operation of the pump can be

SAMSUNG
performed manually or automatically from the IAS system. The following Gearbox lube oil 7) Open the cooling water inlet and outlet for the LO cooler and confirm
automatic functions are included: Gearbox lube oil supply pressure and high-speed non-drive end bearing there is cooling water available
temperature is monitored causing the following actions to take place:
- Standby start when main driver is running and gear lube oil supply 8) Open the instrument air supply to the control panel.
pressure low. - Supply pressure low level alarm.
- Standby stop 30 sec. after gear lube oil supply pressure is normal if the - Supply pressure low-low switch causes unit shutdown 3 sec. delayed. 9) Switch on the power to the control cabinet.
main driver is running. - Temperature low level initiates an alarm.
- Standby start when the main driver is stopped or tripped and standby stop - Temperature low-low level causes unit shutdown. In the cargo control room.
30 min. thereafter to ensure post lube.
- Blackout restarts if the pump or the compressor was running before 4. LD Seal Gas Monitoring 10) Select the IAS screen (LD compressor) for the appropriate operation.
power blackout. Stop of the lube oil pump after blackout restart is a
manual operation. Blackout restart delay is set to 10 sec. Seal gas is supplied from the vessel nitrogen system. Seal gas pressure is 11) To start the compressor, press the compressor RESET button and check
- The vapour handling system logic performs Start. monitored with the following functions: that all of the alarms and trip lamps are off. Confirm also that the
- The aux. lube oil pump shutdown is delayed 120 sec. after main drive - Pressure low switch initiates an alarm READY TO START lamp is on. Press the half speed or the full speed

K-LINE
shutdown. - Pressure low-low switch causing the unit to shut down. start button. If the half speed start button is pressed, the full speed start
- Fail to get running feedback 10 sec. after start is applied will stop the aux. button has to be pressed to increase the compressor to full speed
LO pump and an alarm is initiated. 5. LD Shaft Vibration Monitoring conditions. This can be done once the inlet gas temperature has been
reached. Check that no alarm or trip lamps are on and check the bearing
The auxiliary lube oil pump is forced to auto mode when the main driver is started. The high-speed shaft of the gearbox is equipped with a proximity sensor. Based on temperatures and vibration levels.
It is not possible to put it back in manual mode before the compressor has been the vibration level these actions take place:
stopped. 12) The auxiliary (standby) LO pump should stop after the compressor
- Vibration high level an alarm will be initiated. driven pump has run up to speed and is delivering full system pressure.
Lube oil pump start interlocks - Vibration high-high level causes the unit to shut down.
The lube oil pump start interlocks are listed in the table below. But when the Observe the following parameters:
compressor gives a running feedback and 120 seconds after, there is no start During main driver start, from the start command is given to the MCC and to the
interlock of the lube oil pump. The lube oil pump is not interlocked when it is running feedback is obtained, the vibration alarm is suppressed for 5 sec. and the 13) The differential gas pressure between the seal gas inlet and the
running. trip signal is suppressed for 4 sec. compressor reference pressure should read 0.1 MPa. Adjust the supply
reducer if required.
Code Description 6. Operation
TAL L. O. tank temp low 14) The LO supply pressure should read 0.15 MPa. Adjust the supply
LAL L. O. tank level low The compressors are started on low speed and then switched over to high speed regulator if required.
PAL Seal gas pressure low once the operating conditions have stabilised. To prepare the LD compressors for
running proceed as follows. 15) The LO supply temperature to the gearbox should be above 30°C.
Lube oil filters
Differential pressure across the lube oil filters is monitored. DPAH initiates an 1) Check the VDVs are closed and switch to automatic mode. 16) Check the local control panel for alarms.
alarm 5- sec. delayed.
2) Start the LO sump heater between 45 minutes and 1.5 hours prior to the 17) Check the complete operating system for oil, seal gas, air, and water and
expected compressor start up time. The duration can vary and is product leakage.
dependent on the ambient temperature.

IMO No. 9355379 4 - 36 Part 4 Cargo System / Issus 1

<CL055I> <CL084> BOG Comm

IAS Line Flow
CG938 =
<CL056_L1B/CL055L2B> <CL056_L1L/CL055L2L> Open (Node 19)
Tk Press Cont. Tk Press Cont. Not Close <RPC312ND19>
PID SP PID SP <GC362/GC462> <CG998LD>
High
Ballast Laden Fg Inlet <CG997LD>
SP Control(one shot) Selector
[Direct] [Direct] SP Press Cont. CG938 =
- DFE Flow <= 1980Kg/h : SP = 480KPa
Ballast Laden - DFE Flow > 2000Kg/h : SP = 500KPa PID Close
[Revers]
<Mode_LB> High

SAMSUNG
Selector

F/V = Run F/V = Stop F/V = Run F/V = Stop

& or & or
F/V Press Cont = 100% F/V Cont <> F/V Press Cont = 100% F/V Cont <> (Node 16)
FG Press Cont Mode FG Press Cont Mode FG Press Cont Mode FG Press Cont Mode <CG997>
& or & or <CG998>
F/V Press Cont <> Man F/V Press Cont = Man F/V Inlet V/v OP > Man F/V Inlet V/v OP > Man

AND OR AND OR
GC362/462 <> Man GC362/462 = Man GC362/462 <> Man GC362/462 = Man

<GC362OLS/GC462OLS>
Low
Selector

<GC384Y/GC484Y> <GC362OY/GC462OY>
100% 100%
y y x 2 Sets
0 x 100% 0 x 100%

K-LINE
<GC384/GC484> <GC340/GC440> <GC362O/GC462O> <CM134/CM154>

Surge
Controller S P

GCU Inlet Press DFE Inlet Press

VDV Remote/Local
VDV Position Run/Stop
VDV
Signal
L/D Compressor
PT
Gauge
Vapour Header

IMO No. 9355379 4 - 37 Part 4 Cargo System / Issus 1

Normal Action Normal Action

No. Item Tag. Nr. Operation H-HH Set point No. Item Tag. Nr. Operation H-HH Set point
Type Type
Condition L-LL Condition L-LL
1 Suction gas pressure PTI 1 103 kPa(a) - - - TT 10B ~60 °C - - -
24 Temperature oil bulkhead
- H A +75°C
Gas pressure between 2
2 PTI 12 334.5 kPa(a) Bearing temperature first ~65 °C - - -
stages 25 TE 9A
stage - HH T +100°C
3 Discharge gas pressure PTI 2 650 kPa(a) - - - ~65 °C - - -

SAMSUNG
Bearing temperature first - L A;I2 +15°C
Differential gas pressure 26 TE 9F
4 PDTI 112 231.5 kPa - - - stage
– Stage 1 - H A +95°C
Differential gas pressure Bearing temperature ~65 °C - - -
5 PDTI 112 315.5 kPa 27 TE 9B
– Stage 2 second stage - HH T +100°C
-120 °C - - - ~65 °C - - -
6 Suction gas temperature TE 1 Bearing temperature
- H 13 -100°C 28 TE 9E - L A;12 +15°C
second stage
Suction gas temperature - H A +95°C
7 TE 12 -21.45 °C - - -
between 2 stages ~160 kPa - - -
29 Lube oil pressure gearbox PTI 8
Discharge gas 66.72 °C - - - - L A;I2 100 kPa
8 TE 2A
temperature - HH T +115°C
Discharge gas 66.72 °C - - - 30 Lube oil pressure gearbox PSLL 8A ~ 150 kPa LL T 80 kPa
9 TE 2B
temperature - H A +100°C
Lube oil pressure
10 VDV start position stage 1 ZSL 3A - - 12 closed 31 PSL 8C ~ 110 kPa L A;I2 40 kPa
bulkhead
Lube oil pressure
11 VDV start position stage 1 ZSL 3B - - 12 closed 32 PSLL 8C ~ 110 kPa LL T 20 kPa
bulkhead

ZSH 1 - - I2 open Seal gas control valve 1st

33 PCV 11A - - - -

K-LINE
stage
12 Surge valve position
ZSL 1 - - - - Seal gas control valve
34 PDCV 11B - - - -
2nd stage

13 Process gas flow PDT 1 4.214 kPa - - - 35 Bulkhead seal gas supply PCV 11C - - - -

Seal gas pressure 1st 25 kPa - - -

36 PTI 11A
10…30 µm - - - stage - L A;I1; I2 20 kPa
14 Vibration first stage YEA YET 9A - H A 50 µm Seal gas pressure 1st 25 kPa - - -
37 PTI 11B
- HH T 75 µm stage - LL T 15 kPa
10…30 µm - - - Seal gas pressure 2nd 40 kPa - - -
Vibration second stage - A 50 µm 38 PDTI 11A
15 YET 9B H stage - L A;I1; I2 20 kPa
YEB
- HH T 75 µm
Seal gas pressure 2nd 40 kPa - - -
39 PDTI 11B
16 Axial position first stage AET 9A 0…+450 µm* - - +350…+450mA stage - LL T 15 kPa

Axial position second 40 VDV position 1st stage ZT 3A - - - -

17 AET 9A 0…+450 µm* - - +350…+450mA
stage
50 kPa - - - VDV position 2nd stage
18 Diff. Pressure oil filter PDTI 7 41 ZT 3B - - - -
- H A 250 kPa
19 Oil tank level LSL 5 - L A;I1 -
Nozzle actuator control
42 PCV 3A - - - -
valve 1st stage
20 Oil heater temperature TCV 5 - - - - Nozzle actuator control
43 PCV 3B - - - -
valve 2nd stage
TSL 5 L A;I1 +25°C
21 Temperature oil tank 55 °C
TSH 5 H A +60°C 44 Insulating box supply PCV 3D
~42 °C - - -
Temperature oil system – - L I2 +20°C 550kPa - - -
22 TE8 45 Discharge gas pressure PT 3A
gearbox inlet - HH T 750kPa
- H A +55°C
550kPa - - -
- - - 46 Discharge gas pressure PT 3B
~60 °C - HH T 750kPa
23 Temperature oil bulkhead TE 10A
-
HH T +80°C

IMO No. 9355379 4 - 38 Part 4 Cargo System / Issus 1

Common
Set Point Alarm
TI H TI HIC L L PI PI TAHH ZI ZI Common XA Ext. XA HH LAHH LAH TALL XA TI TAL L XA PI
L/R L/R Trip Trip
1 L 2 2 1 2 1 2 2 2 1 4 4 4 4 4 5 3

CCC Cargo Control Room

Position Position

I.A.S. System in

Safe Area
PV TIC Control Split-Range
2 Valve Temperature Control

T T A T A T

SAMSUNG
4~20mA

4~20mA
TT TT HIC HIC TT
1 2 1 2 T 4

4~20mA

4~20mA
F E C1 C2

Local Equipment
Hazardous Area
L/R L/R Local Panel
TI TI HS POT POT HS PI PTI PTI PI L PI HS L TI HS PTI
1 2 1 1 2 2 1 1 2 2 5.1 3 5.1 5.2 4 5 3.1
Common Reset Common ESD
Trip Alarm

K-LINE
TE TSHH ST561F
CG936 2 2 ST563F
Vent
CG937
Gas Outlet ST562F
ST564F
Steam Inlet

PCV
SV 2
2 HY
2
CS922
C2 S FO
TE CS924 TSLL
1 CS921 LSHH LI LSH 4
CG917 4 4 4
F ZT ZI TCV CS923 TE
CG918 2 2 4
2 FC PCV
Gas Inlet 1
TCV HY
1 1
Instrument
Air Supply
E ZT ZI
1 1 SV S
1 SD551F
C1
SD556F
Key Legend
LNG Vapour Line Cargo Control Room (IAS) Instrument On Local Panel Zener Barrier T Trip Circuit SD552F SD553F SD554F
SD557F SD558F SD559F
Steam Line Condensate
Local Instrument Instrument On Control Cabinet L/R Local/Remote A Alarm Circuit
Condensate Line Drain

SD601F
SD602F
FO Fail Open Steam Trap
Instrument Air Line Instrument On Local Panel Instrument In Control Cabinet FC Fail Close I Start-up Interlock Circuit (Ball Float)
with Strainer

IMO No. 9355379 4 - 39 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.5 Boil-off / Warm-up Heaters 2. Operating Procedure in Warming-Up Configuration
NOTE
1. General The cargo machinery room exhaust fans and the gas sampling system must be in 1) Open the shell side vent valve.
operation prior to and during any cargo operations which involve LNG and GNG
Manufacturer: Cryostar entering the cargo machinery room pipework system. 2) Open the shell side condensate valves and check the drains.
Model: 65-UT-38/34-3.2
Type: BEU 3) Crack open the manual steam bypass valve ST561F.
No. Of sets: 2 Performance Beginning End
Design BOG BOG
data Warm-up Warm-up 4) When all the air has been expelled from the shell, shut the vent valve.

SAMSUNG
There are two steam-heated boil off/warm up heaters fitted and these are located in TUBE side ( process fluid)
the cargo compressor room on the starboard after side of the trunk deck. 5) When water has been drained from the shell, shut the drain valve.
Process fluid Methane Methane Methane Methane Methane
The heaters are shell and tube type.
Mass flow Kg/h 21000 25002 21696 5967 5822
6) Slowly open up the steam inlet valve ST562F and close the bypass valve
3
The heaters have been provided for use in the following modes: Inlet volume M /h
13307 9455 18017 838 1083 561F.
flow

- Fuel Gas Mode - In conjunction with the LD compressors the heaters can Outlet volume 3 7) Set the vapour lines as detailed for the operation and put the cargo heater
M /h 22284 30626 32615 1228 1198
supply heated boil-off gas to the engine room for burning in the main flow in use.
engines. Under normal operating conditions only one heater is used for Inlet
°C -25 -125 52 -67 0
fuel gas operations and the gas outlet temperature is regulated to 25°C. temperature 8) In the CCR, set the controls for the heater to the ON position on the IAS.
Outlet
- Warm-Up Mode - In conjunction with the HD compressors the heaters temperature °C 82 15 121 93 122 9) Open the instrument air supply to the controls for the heater.
can be used for warming up the cargo tanks prior to gas freeing (uncontrolled)
operations. This will normally only be done prior to a dry docking or in Outlet 10) Check the condensate level in the sight glass.

K-LINE
the event that a one tank warm-up operation has to be carried out for temperature °C 80 - 80 25 25
maintenance purposes. The heater gas outlet temperature is regulated to (controlled) 11) Set the temperature and level controller to the correct settings for the
80°C throughout the warm-up operation and when used in this mode Supply inlet operation being undertaken (first stage: 0°C, second stage: +80°C for
kPa - - - - -
both heaters are normally used. pressure warming up operation with vapour, 50°C for warming up and inerting
System outlet operation with inert gas).
kPa 70 20 20 640 640
CAUTION pressure
When returning heated vapour to the cargo tanks, the temperature at the heater Pressure 12) Open the hydraulically operated gas inlet valve CG917 and manually
outlet should not exceed +80°C to avoid possible damage to the cargo piping drop, kPa 9 9 11 0 0 operated outlet valve CG936.
insulation and safety valves. calculated
Heat 13) Monitor the gas vapour outlet and condensate temperatures.
Two control valves are fitted to each heater for controlling the outlet temperature. kW 1396 2210 385 348 92
exchange
One control valve is located on the heater inlet and the other valve is on the bypass On completion of the operation;
SHELL side (Saturated steam)
line. A split range controller regulates the two control valves to the desired set point.
Steam
Kg/h 2491 3911 686 620 164 1) Switch the auto-control to manual.
When starting the heater in warm-up mode, the bypass valve should initially be consumption

fully OPEN and the inlet valve fully SHUT. With the valve controls in the remote Inlet 2) Close the gas supply valve CG917 on the No.1 Boil-off/warm-up heater.
°C 179 - - - -
position the temperature can slowly be increased on the IAS panel. temperature
Outlet 3) Close the steam supply valve ST562F to the No.1 Boil-off/warm-up
°C 174 appx. - - - -
The steam condensate from the heaters is returned to the gas vent drains tank in the temperature heater when the temperature at the heater outlet is above 0°C.
engine room via steam traps and the drains cooler. The gas vent drains tank is Inlet pressure kPa 900 - - - -
constantly monitored by the gas sampling system to prevent the possibility of LNG Outlet 4) Open the steam side vent, then open the drain when all the steam has
kPa 900 - - - -
vapour entering the engine room in the event of a failure of any of the tubes within. pressure vented.
To assist with the separation of the gas from the condensate, the tank is fitted with
an internal baffle and a weir plate.

IMO No. 9355379 4 - 40 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Use the No.2 Boil-off/warm-up heater (when No.1 Boil-off/warm-up heater is out Use the No.1 Boil-off/warm-up Heater (Normal Warming up)
of order)
ESD CG937 CG920 CG931
1) Open the shell side vent valve. To Engine OF
(300) (400) (150)
OF

Room CS924 CG906 CG942 FM005

CN911 CN912
FM010 CG938 CG919 (80)
After CG902
CG914 CG910
2) Open the shell side condensate valves and check the drains. No.2 Boil-off/ OF Cooler L/S OF

(200)
Warm-up Heater FBO
CS923 CG944 CG918 MS
From N2 (250)

CG928
FM006 No.2 LD Compressor

(400)
Supply CG905 CG941

CS911
Pre-

CG926
ESD (80)
3) Crack open the manual steam bypass valve ST563F.

CS964 CS907 CS961

OF
(200) CG907 Cooler
To GCU CG913 CG909 L/S OF
CG901 NBO
OF
MS

CS960 CS912
CN915 CN916
FM011 CG939

(300)
CG927

(150)
CG935
No.1 LD Compressor

CG925
FM007

(250)
N.O

CS908 CS962
4) When all the air has been expelled from the shell, shut the vent valve.

CG989
CG988

SAMSUNG

CS963 CS909
CS935

CS910
(250)
From N2 CG936
(400) CG916 CG912 CG904
Supply (400)
OF
(600)
CS922

L.O
5) When water has been drained from the shell, shut the drain valve. CN918 CN917

CS934

(25)
No.2 HD Compressor

(300)
(500)
CS945
No.1 Boil-off/ CG987
Warm-up Heater (250)

(600)
CS921 CG943 CG917 CG915 CG911 CG903
OF
6) Slowly open up the steam inlet valve ST564F and close the bypass valve (400) (600) CS946 From N2
Supply

CS965
(25)
CS936
563F. No.1 HD Compressor

CG900
ESD
(100) (600) CS966 (600)

CG933

CN913 CN914
CG940 (150)
7) Set the vapour lines as detailed for the operation and put the cargo heater

CG934
N.C (40) (25)

N.C
in use. CG932 OF CS904 CS906 CG929
From N2
Supply FM004 N.O

CG930
LNG Forcing

L.C

(600)
Vaporiser CS903 CS905 Vaporiser
8) In the CCR, set the controls for the heater to the ON position on the IAS. [Cargo (50)
CS901 CS902
(50)
Compressor (50)
Room]

9) Open the instrument air supply to the controls for the heater. (450)
SP-04
(600) CG705
CG706
CG703

04
2
10) Check the condensate level in the sight glass.

K-LINE
11) Set the temperature and level controller to the correct settings for the Use the No.2 Boil-off/warm-up Heater (No.1 Boil-off/warm-up heater is out of order)
operation being undertaken (first stage: 0°C, second stage: +80°C for
CG920
warming up operation with vapour, 50°C for warming up and inerting To Engine OF
(300)
ESD CG937
(400) (150)
CG931 OF

Room
operation with inert gas). CS924 CG906 CG942 FM005

CN911 CN912
FM010 CG938 CG919 (80)
After CG902
No.2 Boil-off/ CG914 CG910 OF Cooler L/S OF

(200)
Warm-up Heater FBO
CS923 CG944 CG918
12) Open the hydraulically operated gas inlet valve CG918 and manually From N2 (250) MS

CG928
FM006 No.2 LD Compressor

(400)
Supply CG905 CG941

CS911
operated outlet valve CG937. Pre-

CG926
ESD (80)

CS964 CS907 CS961

OF
(200) CG907 Cooler
To GCU CG913 CG909 L/S OF
CG901 NBO
OF
MS

CS960 CS912
CN915 CN916
FM011 CG939

(300)
CG927

(150)
CG935
No.1 LD Compressor

CG925
13) Monitor the gas vapour outlet and condensate temperatures. FM007

(250)
N.O

CS908 CS962
CG989
CG988

CS963 CS909
CS935

CS910
(250)
From N2 CG936
(400) CG916 CG912 CG904
Supply (400)
OF
(600)
CS922
On completion of the operation;

L.O
CN918 CN917

CS934

(25)
No.2 HD Compressor

(300)
(500)
CS945
No.1 Boil-off/ CG987
Warm-up Heater (250)

(600)
CS921 CG943 CG917 CG915 CG911 CG903
1) Switch the auto-control to manual. (400)
OF
(600) CS946 From N2
Supply

CS965
(25)
CS936
No.1 HD Compressor

CG900
2) Close the gas supply valve CG918 on the No.2 Boil-off/warm-up heater. (100)
ESD
(600) CS966 (600)

CG933
CN913 CN914

CG940 (150)
CG934

N.C (40) (25)

N.C

3) Close the steam supply valve ST564F to the No.2 Boil-off/warm-up CG932 OF CS904 CS906 CG929

heater when the temperature at the heater outlet is above 0°C. From N2
Supply FM004 N.O

CG930
LNG Forcing

L.C

(600)
vaporiser CS903 CS905 vaporiser
CS901 CS902
[Cargo (50) (50)

4) Open the steam side vent, then open the drain when all the steam has Compressor (50)
Room]
vented (450)
SP-04
(600) CG705
CG706
CG703

CG708

CG707

CG704
GI702

(80)

GI701
SP-02
Inert Gas Dry Air (450) (600)
From Engine Room

00)
IMO No. 9355379 4 - 41 Part 4 Cargo System / Issus 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
3. Outlet Temperature Control

IAS controls the outlet temperature of each gas heater by one PID controller with IAS <VH318/418>
splint range function. (Node 20) SP

There are two valves ; inlet valve and bypass valve, and these two valves are PV PID
controller by 1 PID controller. [Revers]
Mode = Man (Lock) Out
When PV increases, PID controller decreases operation. 0%

SAMSUNG
Increasing of PID output signal from 0% to 55% opens the inlet valve from 0% to
100%, and increasing of PID output signal from 45% to 100% closes the bypass
On
valve from 100% to 0%.

When control position of the inlet valve or the bypass valve is changed from <VH3181/4181> In In <VH3182/4182>
100% 100%
remote to local, IAS changes the point mode of the PID controller to MAN mode. (20mA) (20mA)
During the local position of inlet valve or bypass, IAS fixes mode of the PID
0 0
controller at MAN mode and output of the PID controller is the set point from local (4mA) 55 100% (4mA) 55 100%
panel. Manual operation from IAS is not available under this condition.
R Out R Out

When control position of the inlet valves or the bypass valve returns to remote, IAS Gas HTR Trip
does not change the point mode of the PID controller. L L <1_HTR_Tripi
/2_HTR_Tripi>
When common trip signal is detected while control position of the both valve is
<VH318I <VH301/401> <VH306 <VH326 <VH304/404>
remote, IAS changes the point mode of the PID controller to MAN mode, and

K-LINE
/418I> R/L <VH316/416> <VH303/403> /406> /426> R/L
changes output of the PID controller to 0% (fully close inlet valve and fully open
Local Panel Local Panel
bypass valve).
2

Manual operation of the valves from IAS is not available until common trip signal
is recovered.
1 (By-Pass V/V)
No.# Bog Warm Up
Heater
(Inlet V/V) HTR Inlet VV
CG917/CG918
Open 1 Open 2
100% 100%
Valve Valve
Position Position
Close Close
0% 0% 100% 0% 0% 100%
4mA 20mA 4mA 20mA
Control output Control output

Heaters Temperature Control

IMO No. 9355379 4 - 42 Part 4 Cargo System / Issus 1

When IAS detects one of the trip signal of BOG warm up heater, IAS outputs the
heater trip signal to H/D compressor, L/D compressors and /or forcing vaporiser .

‘Heaters use’ setting is to be done by operator from graphic display.

Boil-off / Warm-up Heaters Trip Detection

SAMSUNG
HTR USE
<HTR_USE>
1 HTR TRIP
<1_HTR_TRIPI> 1 HD Comp. Trip
1 HTR SUCT. V/V CLOSE <1_HDC_TRIPO>
<CG917ICL> 2 HD Comp. Trip
HTR INLET <2_HDC_TRIPO>
BYBASS V/V CLOSE
<CG925ICL>

HTR INLET CROSS 1 LD Comp. Trip

OVER V/V CLOSE <1_LDC_TRIPO>
<CG926ICL>

2 HTR SUCT. V/V CLOSE 2 LD Comp. Trip

K-LINE
2 HTR TRIP
<2_HTR_TRIPI>

MIST SEP. OUT NO.2 HTR VV

MIST SEP. OUT NO.1 HTR VV

FBO MIST SEP.

1 H/D <CG919>

2 H/D 1 G/HTR
<CG917>
<CG925>

1 L/D
<CG920>
<CG926>
2 L/D 2 G/HTR
<CG918>

IMO No. 9355379 4 - 43 Part 4 Cargo System / Issus 1

SAMSUNG
This page is intentionally blank.

K-LINE
IMO No. 9355379 4 - 44 Part 4 Cargo System / Issus 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 4.6a LNG Vaporiser
Common
Set Point Alarm
TI H TI HIC L PI PI FI L ZI ZI Common XA Ext. XA XA HH LAHH LAH TALL L TAL TI XA
L/R L/R Trip Trip
1 L 2 2 2 1 2 1 1 2 1 4 4 4 4 4.2 5

CCC Cargo Control Room

Position Position

I.A.S. System in
Flow Control

Safe Area
TIC Control Signal 4~20mA
2 Valve

A T A T T

TT TT HIC HIC TT

SAMSUNG
1 2 2 1 T 4

4~20mA

4~20mA
B A F E C1 C2

Hazardous Area
Local Equipment
L/R L/R Local Panel
TI TI POT HS PI PTI PTI PI POT HS L PI HS L TI HS
1 2 2 2 1 1 2 2 1 1 5.1 3 5.1 5.2 4 5
Common Reset Common ESD
Trip Alarm

TE
2
Vent

K-LINE
ST567F
GC932
Gas Outlet
ST568F
Steam Inlet

B PCV
SV F1 2
2 HY
2
FC
C2 S CS904
TE TSLL
1 LSHH LI LSH 4
F ZT ZI TCV 4 4 4
2 2 2 CS903 Back To TE
CS901 FC Tanks 4
Liquid Gas PCV
Inlet 1
FCV HY
1 1
Instrument
Air Supply
E ZT ZI
1 1 SV S
1
C1 A
Key SD566F
LNG Vapour Line Legend
LNG Liquid Line Cargo Control Room (IAS) Instrument On Local Panel Zener Barrier T Trip Circuit
SD567F SD568F SD569F
Steam Line Condensate
Local Instrument Instrument On Control Cabinet L/R Local/Remote A Alarm Circuit
Condensate Line Drain

SD604F
FO Fail Open Steam Trap
Instrument Air Line Instrument On Local Panel Instrument In Control Cabinet FC Fail Close I Start-up Interlock Circuit (Ball Float)
with Strainer

IMO No. 9355379 4 - 45 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.6 LNG Vaporiser The LNG vaporiser is used for the following operations:
Tube Side Operating Case
1. General (Process Unit 1) Discharging cargo at the design rate without the availability of a vapour
Vapour LNG Em’cy Inerting
Fluid) return from the shore.
purge discharge Forcing
Manufacturer: Cryostar
Process fluid Methane Methane Methane Nitrogen
Model: 65-UT-38/34-5.6 The vapour produced leaves the vaporiser at approximately -140°C and is
Type: BEU Mass Flow kg/h 11007 26119 5438 20000 then supplied to cargo tanks through the vapour header. Vapour pressure in
Inlet Volume Flow 3
m /h 25 58 12 25 the cargo tanks will normally be maintained at 110kPaA during the whole
The LNG vaporiser is a steam heated shell and tube type heat exchanger located in discharge operation. Additional vapour is generated by the tank sprayer

SAMSUNG
Outlet Volume 3
the cargo compressor room. m /h 9695 10442 863 14310 rings, the LNG being supplied by the stripping/spray pump.
Flow
Inlet Temperature °C -163 -196
The LNG vaporiser has been provided for use in the following modes: If the back pressure in the discharge piping to shore is not sufficient to have
Outlet
a minimum of 300kPa at the inlet to the vaporiser, a stripping/spray pump
Temperature °C 27 -39 71 29
- LNG Discharge will be used to supply liquid to the vaporiser.
(uncontroller)
Supply cold vapour to the cargo tanks during discharge operations
whenever the discharge terminal return gas blowers are not operative or Outlet If the shore is unable to supply vapour return, LNG can also be fed to the
are not supplying sufficient return vapour to the ship. Temperature °C 20 -140 -40 20 vaporiser by using one stripping pump or by bleeding from the liquid
(controller) header.
- Emergency Forcing Inlet Pressure kPa 300 300 800 300
Supply the main boilers with forced fuel gas via the LD compressors and Outlet Pressure kPa 70 70 650 20 2) Gassing up of cargo tanks with vapour after inerting with inert gas and
heaters when the natural boil-off is insufficient and the forcing vaporiser prior to cooldown. LNG is supplied from the shore to the LNG vaporiser
Pressure Drop
is not operable. kPa 12 79 2 19 via the stripping/spray line. The vapour is produced at the required
(Calculated)
temperature of +20°C is then passed to the cargo tanks.

K-LINE
Heat Exchange
The vaporiser outlet temperature must be controlled at -40°C during the kW 2837 4086 1195 2468
(Actual)
emergency forcing operation and the outlet flow to be directed to the mist 3) LN2 vaporisation for inerting the cargo tank and insulation spaces.
separator.
Shell Side Unit Operating Case
NOTE
(Saturated Vapour LNG Em’cy Inerting
- Gassing Up Due to its very low temperature, liquid nitrogen will damage living tissue and
Steam) purge discharge Forcing
Supply the GNG (gaseous natural gas) to the cargo tanks and displace the any spillage on the ship’s deck will cause fractures and failures as for LNG.
inert gas before the initial cooldown/loading operation. Normally this will Steam
kg/h 5062 7291 2132 4403
only be carried out during the first cargo after a dry docking, or in the Consumption 4) Emergency forcing by manual operation:
event of a one tank gas freeing operation. Inlet Temperature °C 179 The LNG vaporiser can function as the forcing vaporiser when the forcing
Outlet vaporiser has failed:
- Inerting with LN2 °C 174appx.
Temperature
Supply the cargo tanks with vaporised nitrogen using liquid nitrogen Inlet Pressure kPa 900
supplied by the terminal, in the event of the vessel’s inert gas generator
Outlet Pressure kPa 900
being inoperative. This operation would only be carried out at the initial
inerting of cargo tanks or at the first loading terminal after dry dock. The
vaporiser outlet temperature must be controlled at 20°C during the
inerting operation.

IMO No. 9355379 4 - 46 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
2. Operating Procedure to Bring the LNG Vaporiser into Service LNG Vaporiser Temperature & Flow Control

Set the LNG pipelines as detailed for the operation about to be undertaken.
IAS
(Node 20)
To prepare the LNG vaporiser for use;
<VH118>
1) Ensure that the deck steam and instrument air supplies are available to <VH106INC> Temp Cont.
PV PID SP <CL055>
the LNG vaporiser. PV Temp. Control Valve [Difect] Press. Cont.
Position Calculator SP PV
PID

SAMSUNG
[Revers]
2) Open the condensate drain valve and the steam side shell vent valve.
SP Calc Pid
<CL074>
3) Set up the downstream vapour lines for the required operation, to allow Flow Cont.
PV PID
for gas expansion during the warming up stage.
[Revers]

4) Slowly open the vaporiser steam valve bypass valve ST567F to warm
through and vent the heater. 0%

5) When all the air has been expelled from the shell, shut the vent valve.
L R
<FV_BK>
6) When the drains are blowing clear open the drain trap outlet and inlet
FV Back Up (Node 19)
valves and shut the drain. The temperatures, pressures and condensate SP PV
PID
[Revers]
levels of the heater should be allowed about 30 minutes to stabilise. <VH104> <VH102> <VH101>
<CL074I> <VH118I> <VH126> R/L <VH106> <VH103> FB R/L <VH106> <CL055I>

K-LINE
Local Panel
7) Slowly open the main steam valve ST568F and close the bypass valve
ST567F. FT
PT

8) Monitor the condensate level in the local level gauge.

LNG Vaporiser Vapour Header
9) In the CCR, set the flow control for the vaporiser to the ON position on
the IAS, select MAN mode and ensure that the set point is for zero flow.

10) Confirm that the spray header is pressurised and then open the manually
operated liquid line isolating valve CS901.

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

12) As soon as a flow has been established, set the correct value for the
desired operation on the temperature controller; -140ºC for volumetric
replacement during cargo discharge, or +20ºC for cargo tank purging
after refit and LN2 vaporisation for insulation spaces or tank purging
duties.

13) Gradually increase the flow rate up to the desired value and change the
mode to AUTO.

IMO No. 9355379 4 - 47 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
14) Monitor the condensate level until full gas flow has been achieved on the Vaporiser Inlet Control
vaporiser to ensure stable operations.
Bog Comm Line Flow
15) Continue to monitor the vaporiser for leaks, the vapour outlet <CL084>

temperature, the condensate level and the drains temperature throughout IAS
(Node 20)
the operation. SP Control(one shot) <VH206INC>
- DFE Flow <= 1980Kg/h : SP = 480KPa
- DFE Flow > 2000Kg/h : SP = 500KPa Temp. Control Valve PV
<CL075_P> <CL075>
CAUTION Position Calculator
Press Cont. Flow Cont.
PV SP PV SP <VH218>
Thorough checks around the LNG vaporiser and associated flange connections PID PID

SAMSUNG
[Reverse] [Reverse] Temp Cont.
PV SP
must be conducted during the operation. PID
-100 ~ -80deg C
[Reverse]
To LNG
Vaporizer R L R L
On completion of the operation.
R L

1) Close the manually operated liquid line isolating valve CS901.

0% 0%
0% 0%
2) Switch the flow and temperature controllers to manual and manually
open the valves (flow control valve: CS903, temperature control valve :
High Selector <FV_TRIPI>
CS904) to allow any remaining LNG to vaporise naturally.
<CG999> Forc. vap.
<RPC312ND20> PID Calc.
3) When the heater outlet temperature is well above 0ºC and there is no <CG999_2>
Lock to PID
TRIP
High Selector
indication of any frosting anywhere on the heater, shut the main steam
valve. <VH201> <VH204> <VH205>
<CG998FV> <CG997FV> <CL075I> R/L <VH216> <VH203> <VH226> R/L <VH218I> <VH206> FB

K-LINE
Local Panel Local Panel
4) Open the steam side shell vent valve.
GCU Inlet
5) When steam stops issuing from the vent open the condensate drain valve Press P
and shut the inlet valve to the drain trap. PT
FBO
Forcing
PT Mist
Bog W/U HTR From L/D Comp Vaporiser
Sep.
6) When the heater has cooled down to ambient temperature, shut the
Fuel Gas Header
vapour outlet valve CG932 and secure the rest of the system as required.

Monitoring for LNG Vaporiser

IMO No. 9355379 4 - 48 Part 4 Cargo System / Issus 1

Common
Set Point Alarm
TI H TI HIC L PI PI FI L ZI ZI Common XA Ext. XA XA HH LAHH LAH TALL L TAL TI XA
L/R L/R Trip Trip
1 L 2 2 2 1 2 1 1 2 1 4 4 4 4 4.2 5

CCC Cargo Control Room

Position Position

I.A.S. System in
Flow Control

Safe Area
TIC Control Signal 4~20mA
2 Valve

A T A T T

SAMSUNG
TT TT HIC HIC TT
1 2 2 1 T 4

4~20mA

4~20mA
B A F E C1 C2

Hazardous Area
Local Equipment
L/R L/R Local Panel
TI TI POT HS PI PTI PTI PI POT HS L PI HS L TI HS
1 2 2 2 1 1 2 2 1 1 5.1 3 5.1 5.2 4 5
Common Reset Common ESD
Trip Alarm

K-LINE
2
Vent ST565F
CG929
Gas Outlet
ST566F
Steam Inlet

B PCV
SV F1 2
2 HY
2
FC
C2 S CS906
TE TSLL
1 LSHH LI LSH 4
F ZT ZI TCV 4 4 4
2 2 2 CS905 Back To TE
CS902 FC Tanks 4
Liquid Gas PCV
Inlet 1
FCV HY
1 1
Instrument
Air Supply
E ZT ZI
1 1 SV S
1
C1 A
Key SD560F
LNG Vapour Line Legend
LNG Liquid Line Cargo Control Room (IAS) Instrument On Local Panel Zener Barrier T Trip Circuit
SD561F SD562F SD563F
Steam Line Condensate
Local Instrument Instrument On Control Cabinet L/R Local/Remote A Alarm Circuit
Condensate Line Drain

SD603F
FO Fail Open Steam Trap
Instrument Air Line Instrument On Local Panel Instrument In Control Cabinet FC Fail Close I Start-up Interlock Circuit (Ball Float)
with Strainer

IMO No. 9355379 4 - 49 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.7 Forcing Vaporiser and Mist Separator Flow Control 2. Operating Procedure to Bring the Forcing Vaporiser into Service

4.7.1 Forcing Vaporiser Flow control is done by a PID controller. 1) Ensure that the deck steam and instrument air supplies are available to the
Forcing vaporiser.
1. General Following limiters are provided on the flow controller set point calculation
- SP High Limit (F/V Maximum gas flow) 2) Open the condensate drain valve and the steam side shell vent valve.
Manufacturer: Cryostar - SP Low limit (F/V Minimum gas flow)
Model: 34-UT-25/21-3.6 - SP change rate limit 3) Set up the downstream vapour lines for the required operation, to allow
Type: BEU When a mode of PID controller is “AUTO” mode, the set-point of the flow for gas expansion during the warming up stage.

SAMSUNG
controller is set by the operator.
The forcing vaporiser is operated in pressure control in order to satisfy the pressure 4) Slowly open the vaporiser steam valve bypass valve ST565F to warm
demand in Fuel Gas Line. When control position of the inlet valve is changed from remote to local, IAS through and vent the vaporiser.
change point mode of the PID controller to MAN mode.
Temperature control is based on a preset table and the temperature controller will 5) When all the air has been expelled from the shell, shut the vent valve.
only adjust the temperature on long time base in case there is an error in the preset During the local position, IAS fix mode of the PID controller at MAN mode, and
table. The temperature set point is fixed to -100ºC. output of the PID controller is the set point from local panel until control 6) When the drains are blowing clear open the drain trap outlet and inlet
position of the inlet valve return to remote. valves and shut the drain. The temperatures, pressures and condensate
Tube Side Operating Case levels of the heater should be allowed about 30 minutes to stabilise.
(Process Fluid) Unit When control position of the inlet valve return to remote, IAS don’t change point
Design
mode of the PID controller. 7) Slowly open the main steam valve ST566F and close the bypass valve
Process fluid Methane
ST565F.
Mass Flow kg/h 5438 When trip signal is detected during control position of the inlet valve is remote,
Inlet Volume Flow 3 IAS change point mode of the PID controller to MAN mode, and change output 8) Monitor the condensate level in the local level gauge.

K-LINE
m /h 12
of the PID controller to 0% (fully close inlet valve). Manual operation of the
Outlet Volume Flow 3
m /h 641
inlet valve from IAS is not available until common trip signal is recovered. 9) In the CCR, set the flow control for the vaporiser to the ON position on
Inlet Temperature °C -163 the IAS, select MAN mode and ensure that the set point is for zero flow.
Outlet Temperature Temperature Control
°C -10
(uncontroller) 10) Confirm that the spray header is pressurised and then open the manually
Outlet Temperature To control outlet temperature of forcing vaporiser IAS provides two controllers. operated liquid line isolating valve CS902.
°C -100
(controller)
Inlet Pressure kPa 800
One is a PID controller and the other is the calculator for outlet temperature 11) In MAN mode, crack open the flow control valve and admit LNG to the
control valve. Selection of the controller is to be done by operator from graphic vaporiser. Physically monitor all the vaporiser flanges and joints for any
Outlet Pressure kPa 650
display. signs of leakage.
Pressure Drop
kPa 75
(Calculated) When control position of the bypass valve is changed from remote to local, IAS 12) In the CCR, set the controls for the forcing vaporiser on the IAS mimic.
Heat Exchange change point mode of the controller to MAN mod.
kW 989
(Actual) 13) When vapour is produced, switch the control for the liquid valve to
During the local position, IAS fixes mode of the controller to MAN mode and remote and automatic.
Shell Side (Saturated Unit Operating Case output of the controller is the set point from local panel until control position of
Steam) Design the bypass valve is returned to remote. 14) Monitor the condensate level until full gas flow has been achieved on the
vaporiser to ensure stable operations.
Steam Consumption kg/h 1764
When control position of the bypass valve return to remote, IAS don’t change
Inlet Temperature °C 179 point mode of the controller. 15) Continue to monitor the vaporiser for leaks, the vapour outlet temperature,
Outlet Temperature °C 174appx. the condensate level and the drains temperature throughout the operation.
When trip signal is detected while control position of the bypass valve is in
Inlet Pressure kPa 900
remote, IAS changes point mode of the controller to MAN mode, and changes
Outlet Pressure kPa 900 output of the controller to 0% (fully close inlet valve). Manual operation of the
bypass valve from IAS is not available until common trip signal is recovered.

IMO No. 9355379 4 - 50 Part 4 Cargo System / Issus 1

Bog Comm Line Flow

<CL084>
IAS
(Node 20)
SP Control(one shot) <VH206INC>
- DFE Flow <= 1980Kg/h : SP = 480KPa

SAMSUNG
- DFE Flow > 2000Kg/h : SP = 500KPa Temp. Control Valve PV
<CL075_P> <CL075>
Position Calculator
Press Cont. Flow Cont.
PV PID SP PV PID SP <VH218>
[Reverse] [Reverse] Temp Cont.
PV PID SP
[Reverse] -100 ~ -80deg C
To LNG
Vaporizer R L R L

R L

0% 0%
0% 0%

K-LINE
High Selector <FV_TRIPI>

<CG999> Forc. vap.

<RPC312ND20> PID Calc.
<CG999_2> TRIP
High Selector Lock to PID

<VH201> <VH204> <VH205>

<CG998FV> <CG997FV> <CL075I> R/L <VH216> <VH203> <VH226> R/L <VH218I> <VH206> FB
Local Panel Local Panel

GCU Inlet
Press P
PT
FBO
Forcing
PT Mist
Bog W/U HTR From L/D Comp Vaporiser
Sep.
Fuel Gas Header

IMO No. 9355379 4 - 51 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Vaporiser Inlet Control
CAUTION
Thorough checks around the forcing vaporiser and the associated flange Bog Comm Line Flow
connections must be conducted during operation. <CL084>
IAS
(Node 20)
On completion of operation. SP Control(one shot) <VH206INC>
- DFE Flow <= 1980Kg/h : SP = 480KPa
- DFE Flow > 2000Kg/h : SP = 500KPa Temp. Control Valve PV
1) Close the manually operated liquid line isolating valve CS902. <CL075_P> <CL075>
Position Calculator
Press Cont. Flow Cont.
PV PID SP PV PID SP <VH218>

SAMSUNG
2) Switch the flow and temperature controllers to manual and manually open [Reverse] [Reverse] Temp Cont.
PV PID SP
the valves (flow control valve : CS905, temperature control valve : [Reverse] -100 ~ -80deg C
To LNG
CS906) to allow any remaining LNG to vaporise naturally. Vaporizer R L R L

3) When the heater outlet temperature is well above 0ºC and there is no R L

indication of any frosting anywhere on the heater, shut the main steam
valve. 0% 0%
0% 0%

4) Open the steam side shell vent valve.

High Selector <FV_TRIPI>
5) When steam stops issuing from the vent open the condensate drain valve
<CG999> Forc. vap.
and shut the inlet valve to the drain trap. <RPC312ND20> PID Calc.
<CG999_2> TRIP
High Selector Lock to PID
6) When the heater has cooled down to ambient temperature, shut the vapour
outlet valve CG929 and secure the rest of the system as required. <VH201> <VH204> <VH205>

K-LINE
<CG998FV> <CG997FV> <CL075I> R/L <VH216> <VH203> <VH226> R/L <VH218I> <VH206> FB
Local Panel Local Panel

GCU Inlet
Monitoring for Forcing Vaporiser Press P
PT
FBO
Forcing
PT Mist
Bog W/U HTR From L/D Comp Vaporiser
Sep.
Fuel Gas Header

IMO No. 9355379 4 - 52 Part 4 Cargo System / Issus 1

Set
Point
Compressor XA Ext. XA ZI ZIL ZIH ZIL ZIH H LAHH ZIH ZIL L HIC TI

CCC Cargo Control Room

Stop Trip 1 1A 1A 1B 1B T 1 1C 1C L/R 1 1 1
Position

I.A.S. System in
Control

Safe Area
Condensate Purge Control LIC Valve TIC
Control Valve 2 1
PDT PDT HIC TT
T
1 2 1 1

SAMSUNG

4~20 mA
4~20 mA

4~20 mA
T

E D A B C
To No.1 Low Duty
Compressor
TE
1
ZSH To No.2 Low Duty
PDTI LCV 1C Compressor
1 C 1C
ZSL
1C
SV
1C

Boil-off Gas NBO FO

Spray Precooler
From Tanks Mist CG989
Separator

K-LINE
PDTI
2

Local Equipment
Hazardous Area
F1

CN917 FO
FC 1A
N2 Inlet
CS908
SV FO
ZT 1A PCV Drain
1 ZSH 1C Pot
1A SV
ZI 1B
1 ZSL LCV
1A 1A Drain To Tank
SV PCV PCV
1 TCV B LCV ZSH
1 A 1A 1B D
1B 1B
S FC ZSL
CS909 E
HY 1B
1
Liquid Gas Inlet
Reset PCV
L/R
HS TI POT HS 1
5.1 1 1 1 Instrument
Air Supply
Interface Box

Key Legend
LNG Vapour Line Cargo Control Room (IAS) Instrument On Local Panel Zener Barrier T Trip Circuit
LNG Liquid Line
Local Instrument Instrument On Control Cabinet L/R Local/Remote A Alarm Circuit
Instrument Air Line FO Fail Open
Nitrogen Line Instrument On Local Panel Instrument In Control Cabinet FC Fail Close I Start-up Interlock Circuit

IMO No. 9355379 4 - 53 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.7.2 Natural Boil-off Mist Separator
Natural Boil-Off Mist Separator
1. General Model VMS-10/10-800 Gas composition :Standard D Case: Laden Voyage
Performance data unit 1 2 3 4 5 6 7
Manufacturer: Cryostar Operating case Design laden voyage Mix Mix Mix Mix Mix
Model: VMS-10/10-800 Fluid Mix Mix Mix Mix Mix Mix Mix Mix
Total mass flow kg/h 5324 6646 3993 2662 1332 665 665
During all periods that the vessel is in service and is ‘gassed up’, the boil-off from Inlet 1 Forced Boil-off % 80% 100% 60% 40% 20% 10% 10%
the tanks will be burnt as fuel in the ship’s main generating plant or disposed of in Mass flow kg/h 467 584 350 234 117 58 58

SAMSUNG
the gas combustion unit. This gas burning operation is started on the deck but Inlet temperature °C -120 -120 -120 -120 -120 -120 -120
controlled by the ship’s engineers from the ECR. Inlet 2 Natural Boil-off % 108% 135% 81% 54% 27% 14% 14%
Mass flow kg/h 4856 6062 3642 2428 1215 607 607
When using the natural boil-off (NBO) as fuel for the ship’s main generating plant Inlet temperature °C -120 -119 -119 -119 -119 -119 -120
it is of the utmost importance that no LNG liquid is carried over into the suction Outlet Temperature °C -119.3 -118.7 -118.7 -118.7 -118.7 -118.7 -119.3
side of the LD compressors. For this reason a mist separator is fitted downstream Dew point °C -99.4 -99.3 -99.4 -99.4 -99.4 -99.4 -99.4
of the LD compressors to protect the LD compressor impeller. Density kg/m3 1.403 1.398 1.398 1.398 1.398 1.398 1.403
Volume flow m3/h 3790 4754 2857 1904 953 476 474
The vertical separator vessel, with an inlet nozzle from the gas header and one Fluid quality wet wet wet wet wet wet Wet
outlet nozzle to the LD compressors, eliminates more than 99.5% of any mist. Any Condensate Weight% 0.5 0.5 0.5 0.5 0.5 0.5 0.5
droplets formed inside the unit are directed to the bottom of the mist separator kg/h 26.0 30.5 18.3 12.2 6.1 3.1 3.2
where they should drain by gravity to No.3 or No.4 cargo tank liquid dome. Pressure Inlet kPa A 104 104 104 104 104 104 104
Outlet kPa A 103.8 103.6 103.9 103.9 104 104 104
Press. Drop Allow. kPa 1.00 1.00 1.00 1.00 1.00 1.00 1.00

K-LINE
2. Drain Pot Control calc. kPa 0. 2 0. 4 0. 1 0. 1 0 0 0
k factor 0.117 0.146 0.088 0.058 0.029 0.015 0.015
When differential pressure of drain pot is higher than set point IAS starts sequence Nozzle velc’y Inlet m/s 21.2 26.5 15.9 10.6 5.3 2.7 2.6
so that LNG in drain pot is returned to cargo tank using pressure of the N2. Outlet m/s 21.5 26.9 16.2 10.8 5.4 2.7 2.7
Outlet Gas Compos. LNG Design laden voyage Mix Mix Mix Mix Mix
When IAS detects abnormal condition of differential pressure transmitter, IAS
Nitrogen mole % 0.350 8.375 8.373 8.374 8.374 8.375 8.374 8.375
starts the abnormal sequence per every 10 min until status of the transmitter is
recovered. Methane mole % 88.000 90.750 90.741 90.742 90.742 90.742 90.742 90.750
In case of failure of the valve IAS stops the control for drain pot and manual Ethane mole % 7.800 0.692 0.693 0.692 0.692 0.692 0.692 0.692
operation from IAS is not available under this condition. Propane mole % 2.800 0.181 0.186 0.186 0.186 0.186 0.186 0.181
Butane mole % 1.000 0.007 0.007 0.007 0.007 0.007 0.007 0.007
Pentane mole % 0.050 0.000 0.000 0.000 0.000 0.000 0.000 0.000
100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00

IMO No. 9355379 4 - 54 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
2. Spray Precooler Temperature Control NBO Mist Separator Temperature control

The IAS provides a PID controller to maintain the inlet temperature of L/D IAS (Node 20)
compressor at a constant value by manipulating the position of the control valve.
When control position of the valve is changed from remote to local, IAS changes
the point mode of the PID controller to MAN mode. Tracking
SP PID SP *1 Condensate Purge PV
-120 deg C [Direct] PV Control
During the local position, IAS fix mode of the PID controller at MAN mode, and
output of the PID controller is the set point from local panel until control position

SAMSUNG
of the valve return to remote.

When control position of the valve returns to remote, IAS does not change the
point mode of the PID controller.

<VH511> <VH513> <VH518>

From Local
Panel To No.n
L/D Comp.

Boil-Off Gas NBO Mist

Spray Precooler
From TK. Separator 4

CS989
1

K-LINE
3

CS908
LNG 2
CS909
N2
1 CS917
Open Drain Pot
100% DPT
2 3 4
Valve
Position On/Off Valve
Close
0% 0% 50% 100%
4mA 20mA To Tank
Control output

IMO No. 9355379 4 - 55 Part 4 Cargo System / Issus 1

When differential pressure of drain pot is higher than set point IAS starts sequence 1 Start 2
so that LNG in drain pot is returned to cargo tank using pressure of the N2.
1 Set The Timer To 1 Min. 1
When IAS detects abnormal condition of differential pressure transmitter, IAS Level Of Drain Pot No (Adjustable)
starts the abnormal sequence per every 10 min until status of the transmitter is Is Not Out Of Range (VH506)
Yes
recovered. Yes (VH512)
2 Close CS908 (VH513)
In case of failure of the valve IAS stops the control for drain pot and manual Level Of Drain Pot ≥ SP No (VH504O)
operation from IAS is not available under this condition.

SAMSUNG
(3 kPa)
(VH517)
Yes
Close CG989 (VH518)
(VH512)
(VH519O)
Close CS908 (VH513)
(VH504O)
No
(VH517) CS908 & CG989 Is Closed
Close CG989 (VH518) Yes No Yes
V/V FB Alarm
(VH519O)
(VH510)
Open CN917 (VH511)
No (VH503O)
CS908 & CG989 Is Closed
Yes No Yes
V/V FB Alarm
No
(VH510) CN917 Is Opened
Open CN917 (VH511) Yes No Yes
V/V FB Alarm
(VH503O)
*2 Wait (120 Secs.)
CN917 Is Opened No
Yes No Yes (VH510)

K-LINE
V/V FB Alarm
Close CN917 (VH511)
No (VH503O)
Level of Drain Pot < SP1 *1
(VH506)
No
CN917 Is Closed
(VH510) No
Yes Yes
Close CN917 (VH511) V/V FB Alarm
(VH503O) (VH517)
Open CS989 (VH518)
No (VH519O)
CN917 Is Closed
Yes No Yes
V/V FB Alarm No
CS989 Is Opened
(VH517)
Yes No Yes
Open CG989 (VH518) V/V FB Alarm
(VH519O) (VH512)
Open CG908 (VH513)
No (VH504O)
CG989 Is Opened
Yes No Yes
V/V FB Alarm No
CG908 Is Opened
(VH512)
Yes No Yes
Open CG908 (VH513) V/V FB Alarm
(VH504O)
No
Timer Up
No Yes
CG908 Is Opened
Yes No Yes PDT Of Drain Pot No
V/V FB Alarm (VH506)
Is Not Out Of Range
Reset Timer
Yes
1
*1 : 0.3 kPa Adjustable 2 2
End * 2 : Adjustable

IMO No. 9355379 4 - 56 Part 4 Cargo System / Issus 1

TI
Set 3
Point
ZI Common XA Ext. XA HIC L Control LIC HH PDAHH

CCC Cargo Control Room

Trip Trip
3 3 3 Valve 1 2

I.A.S. System in

Safe Area
Control
TIC
Valve 3
T

SAMSUNG
HIC TT PDT PDT
T
3 3 1 2

4~20 mA
TE
3
Local Panel
(Forcing Vapourizer) L/R To Low Duty
POT HS Heater
3 3

PDTI PDTI
4~20 mA 1 2

K-LINE
Forced Boil-Off Gas
FBO
From Vaporizers

Local Equipment
Hazardous Area
Condensate
Separator
F1

SV PCV
I/P 3
3 LCV
HY PCV Drain
3 1 1
S FC HY
CS912 1

ZT ZI TCV
3 3 3 FC
CS907

Liquid Gas Line Instrument

Air Supply

To Tanks

Legend
Key Cargo Control Room (IAS) Instrument On Local Panel Zener Barrier T Trip Circuit

LNG Vapour Line

Local Instrument Instrument On Control Cabinet L/R Local/Remote A Alarm Circuit
LNG Liquid Line FO Fail Open
Instrument Air Line Instrument On Local Panel Instrument In Control Cabinet FC Fail Close I Start-up Interlock Circuit

IMO No. 9355379 4 - 57 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.7.3 Forced Boil-off Mist Separator
Forced Boil-Off Mist Separator
1. General Model VMS-10/10-800 Gas composition :Standard D Case: Laden Voyage
Performance data unit 1 2 3 4 5 6 7
Manufacturer: Cryostar Operating case Laden
Design Mix Mix Mix Mix Mix
Model: VMS-6/6-500 voyage
Fluid Mix Mix Mix Mix Mix Mix Mix Mix
During forced boil-off operations normal boil-off from the tanks is still taking Total mass flow kg/h 5169 4135 3101 2068 1034 517 517
place, when the forced gas is added to the natural boil-off gas from the tanks, the Inlet 1 Forced Boil-off % 100% 80% 60% 40% 20% 10% 10%

SAMSUNG
two gases are mixed before entering the warm-up/boil-off heater. Mass flow kg/h 5169 4135 3101 2068 1034 517 517
Inlet temperature °C -100 -100 -100 -100 -100 -100 -100
Normally in a large mixing range with different gas compositions and temperatures, Inlet 2 Natural Boil-off % 0%
mist would be created at the mixing point, from two essentially dry gases. This is Mass flow kg/h 0
avoided by using both a natural boil off mist separator and a forcing mist separator Inlet temperature °C -100
and regulating the temperature of the natural boil-off gas. The temperature of the Outlet Temperature °C -100 -100 -100 -100 -100 -100 -100
natural boil-off gas is regulated using the spray coolers at the inlet to the NBO mist Dew point °C -48.9 -48.9 -48.9 -48.9 -48.9 -48.9 -48.9
separator or the outlet from the LD compressors to the heaters. Density kg/m3 9.457 9.457 9.457 9.457 9.457 9.457 9.457
Volume flow m3/h 550 437 328 219 109 55 55
The vertical separator vessel, with two inlet nozzles from the forcing vaporiser and Fluid quality wet wet wet wet wet wet Wet
one outlet nozzle to the supply line to the boil-off heaters, eliminates more than Condensate Weight% 19.2 19.2 19.2 19.2 19.2 19.2 19.2
99.5% of any mist. Any droplets formed inside the unit are directed to the bottom kg/h 994.0 795.2 596.4 397.6 198.8 99.4 99.4
of the mist separator where they should drain by gravity to No.3 or No.4 cargo tank Pressure Inlet kPa A 650 650 650 650 650 650 650
liquid dome. Outlet kPa A 650 650 650 650 650 650 650

K-LINE
Press. Drop Allow. kPa -99 -99 -99 -99 -99 -99 -99
calc. kPa 0 0 0 0 0 0 0
k factor 0.111 0.089 0.067 0.044 0.022 0.011 0.011
Nozzle velc’y Inlet m/s 8.2 6.6 4.9 3.3 1.6 0.8 0.8
Outlet m/s 8.6 6.9 5.2 3.4 1.7 0.9 0.9
Outlet Gas Compos. LNG Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7
Nitrogen mole % 0.350 0.387 0.387 0.387 0.387 0.387 0.387 0.387
Methane mole % 88.000 95.255 95.255 95.255 95.255 95.255 95.255 95.255
Ethane mole % 7.800 4.181 4.181 4.181 4.181 4.181 4.181 4.181
Propane mole % 2.800 0.167 0.167 0.167 0.167 0.167 0.167 0.167
Butane mole % 1.000 0.005 0.005 0.005 0.005 0.005 0.005 0.005
Pentane mole % 0.050 0.000 0.000 0.000 0.000 0.000 0.000 0.000
100.00 99.99 99.99 99.99 99.99 99.99 99.99 99.99

IMO No. 9355379 4 - 58 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
2. FBO Mist Separator Level Control FBO Mist Separator Level & Temperature Control

The IAS provides a PID controller to maintain the level of FBO MIST
IAS (Node 20)
SEPARATOR at a constant value by manipulating the position of the control valve.
When the level of the FBO mist separator reaches a certain set point, IAS opens the
control valve to send accumulated LNG to the cargo tank. Temp. Cont. Tracking Temp. Cont. Temp. Cont.
SP PV SP SP PV
PID PV PID PID
[Direct] [Direct] [Direct]
3. FBO Mist Separator Temperature Control

SAMSUNG
The IAS provides a PID controller to control the outlet temperature of FBO MIST
SEPARATOR at a constant set point by manipulating the position control valve. High Selector High Selector
When control position of the valve is changed from remote to local, IAS changes
the point mode of the PID controller to MAN mode.
<VH237>
During the local position, IAS fix mode of the PID controller at MAN mode, and <VH232> R/L <VH235> <VH508I> <VH227I> <VH229> <VH215> <VH115>
output of the PID controller is the set point from local panel until control position Forc. Vap. LNG Vap.
From Local Outlet Outlet
of the valve returns to remote. Press Press
Panel
To No.n BOG
When control position of the valve returns to remote, IAS does not change the W/U Heater

point mode of the PID controller.

Forced Boil-Off Gas FBO Mist
Spray Precooler DPT
From Vaporiser Separator

K-LINE
Liquid Gas
To Tank
From Fuel Gas Header
Open
100%
Valve
Position

Close n = 1.2
0% 0% 50% 100%
4mA 20mA
Control output

IMO No. 9355379 4 - 59 Part 4 Cargo System / Issus 1

SAMSUNG
This page is intentionally blank.

K-LINE
IMO No. 9355379 4 - 60 Part 4 Cargo System / Issus 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 4.8.1a Custody Transfer System
(EER)
Mains Supply Cable +10%
230V -10%
Yard Supply

4x Radar Gauge DOT Alarm Printer CTMS Printer 1 Level Unit

2 I/O Box 1
4x Pressure Transmitter By-Pass
3 Field Bus Cabinet
40x Temperature Sensors Box
4 SIOX Cabinet
5 Workstation
UPS 230V 6 Redundant WS
7 I/O Box 2

SAMSUNG
UPS 2KVA 8 DOT Printer
Dome Flange
Distrubution Box by SHI
5x Main Temp. Sensors - LU A-8995
4x Level Alarm
Sensors Level Unit (LU) 19"
5x Backup Temp Sensors
Networked x2 UPS Power Fail Relay
Printer Switch To IAS
Workstation UPS
A-8910 UPS
Dome Penetration Networked WS
LR
95/00046 UPS
Ex94C346
2x I/O-box UPS
Verification Pin LR 95/00046
Ex94C346
Relay Outputs System Failure
UPS Relay Outputs Common Alarm
RS485

K-LINE
RS485
99.0 % Master Clock Interface NMEA 0183
Field Bus Modules RS485
Serial Interface to IAS
Brackets for Support RS485
A1 A2
98.0 %
UPS

Radar Still Pipe

SIOX
Cable yard supply

SIOX Bus
8x Relay Out

A1 A2

UPS 16 Relay Outputs for HH, H, L & LL

IAS
4x1 CTS Relay Output for ESDS Override (99.2%)
ESDS
2x Thermowell 4x1 CTS Relay Output for Filling Valve Close Override (98.7%)
ESDS ESDS
CONTROL Analog Inputs from Trim/List Sensor. Yard Supply
PANEL 8x Relay Out
IAS
Array Attenuator

All 230VAC from CCR Distribution

Fittings for Temp. Environment for Non-type approved Units :
Sensors Location : Control Room
Temperature : Class A (+5℃ to +55℃)
Externally Mounted Temp. Humidity : A
Sensors for Zero Level Vibration : A
Enclosure : IP22

IMO No. 9355379 4 - 61 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.8 Custody Transfer System In a redundant system one Work Station is designated as the active master with The radar principle, the difference in frequency between the transmitted signal and
the control over a dedicated I/O Box. If the master Work Station fails the the reflected signal is directly proportional to the ullage.
4.8.1 Custody Transfer System redundant Work Station will detect this and become the active master.
CAUTION
1. General 4) The Gauge Always use the ball valve in the gauge to close the tank when replacing the
vapour pressure sensor.
Manufacturer: Rosemount TankRadar AB The Gauges measure the distance to the product surface using an FMCW radar
Type: Saab TankRadar CTS signal. The Gauges have an Electronic Box that generates and processes the NOTE
radar signal. The Gauges used for gauging liquefied gas incorporate a cone Make a note of how the leads are connected to the wire terminal on the

SAMSUNG
Custody Transfer system for liquefied gas tankers is a complete system for level, Antenna as an adapter for a full length still pipe in the tank. Electronic Box before you disconnect the leads
pressure and temperature gauging. The system includes the following features:
Additional equipment for each tank, such as temperature sensors and pressure 3. Verification
• Radar ullage measurement. sensor are connected to a wire terminal inside the Gauge Housing. The
• Temperature measurement. pressure sensor is placed inside the Gauge Housing. Verification by means of Verification Pin
• Vapor pressure measurement.
• Calculation of Liquid levels. The Transmitter emits radar waves towards the surface of the product. The Verification pin test is a complete system test. It tests the level gauging function
• Volume calculation on the basis of tank tables (tank capacity table, trim/list The reflected signal is received and processed in the Electronic Box. The signal at a level slightly above the 100% level.
correction table and thermal expansion/contraction). is then sent to the Level Unit for further processing and calculation of the ullage
• Custody Transfer reporting of calculated values. a) Open the “Verification” window on the Workstation.
• Data logging and report printing. The frequency of the transmitted signal decreases over a time period. The b) Hit the “Tank” button and choose what tank to verify.
• Data transmission to cargo control system, ship computer and/or Load incoming signal is compared with the outgoing signal. The difference between c) Hit the button “Start Verification”
calculator. these two signals is a low-frequency-signal. Its frequency is directly proportional d) Compare the “Measured V distance” with the “Corrected V distance”
• Field bus modules for analog in/out and digital in/out. to the distance from the Transmitter to the surface of the product. This is called e) Criteria ±5mm.

K-LINE
• Work Station computer graphical interface. the FMCW-method (Frequency Modulated Continuous Wave).
Verification by means of Test Cables
2. Description Saab TankRadar uses its own advanced patented method to detect the surface
echo and measure the distance to the surface accurately. The signal is filtered in The Test Cable test is a complete electronics system test. A set of two Test cables is
1) The Work Station a digitally controlled analog filter. First, a filter removes any echoes smaller than included in the system.
a threshold value. Then a narrow filter is applied around the frequency One Test cable represents a 20% level and the other 80% level. The level the Test
The Work Station is used by the operator to monitor tank liquid levels, corresponding to the surface echo. The remaining frequency is compared with Cable represents is printed on a label on the Test Cable. The level is defined as the
temperatures, vapor pressures and all the other data that is handled by Saab the one calculated in the previous sweep, resulting in a very accurate signal with Calibrated Distance at 20 °C
TankRadar. It is also used for alarm handling of the measured values, a frequency of only a few hertz. With this method it is possible to achieve a very
configuration of the system and for service purposes. The Work Station high accuracy. It uses the calculating power very efficiently, focusing on reliable Calibration of Test Cables
communicates with other systems, supervises the Gauge and Level Unit and fast results.
computers. The test cables are certified instruments and must be calibrated regularly. A
recommendation is to calibrate them every time a major overhaul of the system is
2) The Level Unit pursued and at least every third year. See the Test Cable certification documentation
Antenna
in the On-Board binder.
The Level Unit contains terminals for the intrinsically safe connection of the
Rader
Gauges. It contains the electronics used for processing the signals from the frequency
Temperature correction during the Verification
Transmitted Reflected
Difference in
Gauges, for calculating the tank parameters such as average vapor and liquid frequency
signal signal

temperature. The Level Unit communicates with the Work Station via the I/O Box. The temperature of the Test Cables must be within the range of 0 and 40°C during
the verification. At any other temperature than 20°C, the Test Cables must be
3) The I/O Box temperature corrected. The label on the Test Cables gives a table defining the “Value
T ra Re
nsm fle
itte
d
cte
d sig
for Correction” for different temperatures. Measure the test cable temperature.
sig
The I/O Box contains relays and serial interfaces. The I/O Box connects the Work na
l
na
l

Station to the Level Unit as well as other equipment such as ship main computer,
a wide range of analog/digital inputs and outputs. Time

IMO No. 9355379 4 - 62 Part 4 Cargo System / Issus 1

Electric box Pressure seal

Pressure sensor
Ball valve Cable feed through Transmitter
box for temperature

SAMSUNG
sensor
WT 500

Purge boss Cable gland

Pressure
Sensor

Gauge socket flange Protective hose

Gasket
Tank dome flange The shield must
be as short as
possible

The cable glands must

Antenna cone be adjusted to the cable PE Earth

K-LINE
extension and tightened.

To Level Unit Sensor 100% Spare Sensor 100%

No:5 No:5

Sensor 95% Spare Sensor 95%

Thermowell No:4 No:4

Ventilation hole Sensor 80 % Spare Sensor 80%

No:3 No:3

Temperature
Sensor 50 % Spare Sensor 50%
sensors No:6 No:6

Sensor 10% Spare Sensor 10%

No:2 No:2

Bottom Sensor 0% Bottom Sensor 0%

Still pipe No:M1 No:S1

IMO No. 9355379 4 - 63 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
NOTE The Help part function is based on SAAB Tank-Radar operating To set a Previously Defined Cargo Composition
The Test Cables must have a stable temperature during the verification. manual so you will basically find the same texts and figures in
Therefore, proceed with the verification as fast as possible. Prepare the Gauge the Help part as in SAAB Tank-Radar operating manual. a) Click the “Cargo composition label” of the tank you want to change.
for the verification first and then bring out the Test Cables to the Gauge. Try to However, the Help part is made in an interactive way so that, for This requires the Operator level password.
Help Part
keep the Test Cables in the protection box as much as possible. example, when you click an item in the table of contents, the - The “Cargo Mixtures” menu is displayed.
A sudden change of temperature in the Test Cable might affect the verification corresponding page is displayed. Most of the figures shown are
also interactive, so that by clicking a button, the corresponding b) Click the new cargo composition for the tank
Verification of Vapour Pressure measurement menu will be displayed - The menu is closed and the composition and label for the tank are
changed

SAMSUNG
The verification is carried out with a certified pressure calibrator. Main bar
The “Main bar” is located at the top of the screen. The bar contains the To edit and add Cargo Compositions
a) Connect the tube from the calibrator to the calibration inlet thread on the “Window” menu button, the TankRadar name, the date and time, a “Help”
Gauge button and a “Close All” button. a) In the “Setup Mixture” window (Window▼Setup►Mixtures), click the
b) Close the ball valve. “Mixture” button.
c) Check the pressure at 80, 110 and 140 kPaA. Alarm bar - A menu is displayed.
The Alarm Bar is located at the bottom of the screen, it is always present you
Verification of Temperature measurement place windows in front of the “Alarm Bar” but when an alarm is presented, the b) Click the Composition you want to edit.
“Alarm Bar” is displayed in front of the window. - The name and settings for the mixture are displayed in the window
A Resistance box can be used to verify the system’s temperature measurement You can now do the following:
accuracy. The temperature sensors are removed and the resistance box is To use a Menu button - Add a new composition.
connected to the wire terminal. This requires a service password level and can When you click a menu button, a menu is opened. The menu has alternatives that - Edit the text in “Long Name” and “Short Name” by clicking the
only be done by a service engineer. you can choose from. The alternatives can be sub-menus with more alternatives text and entering the new names.
or items that open a window when you choose that alternative - Edit the text of a label.

K-LINE
4. CTS Operation - Edit the colour of the text and/or the background.
The “Channel” and “Tank” menu buttons work in a special way. When you use - Edit the components in the Composition.
WS Basic them you don’t change windows. Instead you change the tank or channel that the
window is presenting. This means that if you have displayed the “Tank Data” To add a new Composition
During normal operation, you will mostly use the Operate part of window for CT1P and you want to view CT2P instead, you can change tank with
the Work Station software. This is where you can view each the “Tank” menu button. a) The number of possible compositions is set in the top of the window
Operation individual tank, you can set alarm limits, you can view ship data
Part like trim/list (a standard inclinometer is included in the system), Setting Click the figure “Number of mixtures used” and increase the figure with
start and view trends, set up and view groups of tanks and view Setting let you select data from a fixed number of options. There can be as many more compositions as you need.
alarm summaries etc. exclusive and nonexclusive setting. With a nonexclusive setting, more than one
item can be selected at the same time. b) Edit the text and colour of the label according to below instructions.
The Configure part of the software is used to configure the
database that contains all the information that is specific for your
Cargo composition setting c) Edit the “Components” according to below instructions.
Configure ship. It is normally only used when commissioning the system or
The vaporisation in the tank affects the radar measurement. Therefore, to achieve
when changing any part of the configuration afterwards. You can
Part the highest possible accuracy, the composition of the cargo must be entered in d) Do one of the following:
view everything in the Configure pare, but when you try to save
the TankRadar WS for each tank. In the case of setting the cargo composition in - If you have completed editing the cargo compositions, click the
any changed data, a password is required.
the WS, the composition can be air, one product or a mixture of more than one “Save” button and then the “Close” button.
The Service part of the software is used when servicing the product. - To cancel the editing, only click the “close” button and then the
Service system. You can view everything in the Service part, but when “discard” button in the pop-up menu.
Part you try to save any changed data, a password is required. The cargo composition is easily changed by choosing another Cargo
composition label. When a not yet defined cargo composition is to be loaded.
The composition has to be defined in the “Setup : Mixture” window, see
instruction below:

IMO No. 9355379 4 - 64 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
To edit the text of a label mainly shortcuts to the functions you will find by clicking the “Window” i) Alarm Summary
button. The “Alarm summary” window displays all the channels that were in alarm
a) In the “Setup : Cargo Compositions” window, change the text in “Long when the window was opened.
Name” and/or “Short Name”. iii. Tank information They are displayed with their status, their value, the limit that caused the
Each tank is graphically described with a representation similar to the one channel to go into alarm and the unit with which the channel is presented.
b) Do one of the following: below. The name of the tank is preset at delivery and cannot be changed. The “Alarm Summary” can contain an unlimited number of rows. The
- If you have completed editing the cargo compositions, click the “save” The liquid in the tank is described with the bar-graph. The bar-graph alarms for each tank are grouped together in the summary.
button and then the “Close” button. indicates the level.
- To cancel the editing, only click the “close” button and then the The Cargo composition must be changed when you change cargo in the ii) Warning Summary

SAMSUNG
“discard” button in the pop-up menu. tank. The “Mixtures” menu is displayed when clicking on the cargo The “Warning Summary” window lists all failures that normally do not
composition label. seriously affect the Tank-Radar G3 system. The window lists the failures
To edit the background colour or text colour of a label Both the Vaporisation pressure and the average temperatures can be that were present when the window was opened.
presented in the tank information area. This is different on each vessel. The following messages can be included in the “Warning Summary”
a) In the “Setup Mixture” window, find the number for the colour you want. To open the “Tank Data” window click on the bar-graph or directly on the window:
Each colour, presented to the lower right, has a number. values below the tank.
The alarm limits indicates limits such as Lo, Lo-Lo, Hi and Hi-Hi. - Level Unit Ground Failure
b) Enter that number for the “Text Colour” and/or “Background Colour” - Level Unit Memory Failure
b) Detailed Tank information-Tank Data Window - Master Communication Failed
c) Do one of the following: Open the “Tank Data” window when you want to view the data for one tank. - Level Datic Communication Failed
- If you have completed editing the grades, click the “Save” button and The “Tank Data” window displays more detailed information for one tank at a - SIOX Communication Failed
then the “Close” button. time. You can also open a number of “Tank Data” windows. One window for - Level Unit Restarted
To cancel the editing, only click the “Close” button and then the “discard” every tank you want to observe for the moment. - Gas Correction Failure
button in the pop-up menu.

K-LINE
The information you find in the “Tank Data” window is different for every iii) System Failure Summary
Cargo Handling Monitor vessel. It can be level, average temperature, pressure, level rate, volume, weight The “Sys-fail” window contains a list of the present serious system failures
and alarm limits. within the Tank-Radar G3 system when the window was opened.
a) Basic monitoring The following failures can be included in the “Sys-fail” window:
The base for all cargo monitoring is the “Overview” mimic. It gives a fast i. To open the Tank Data window
overview of the most important information you need, such as Level, pressure Open the Tank Data window by doing one of the following: - Level Unit Communication Failed
and Temperature. - Click the green “Information” button on the “Overview” mimic for the - Level Unit Sys-fail
tank you want to view. - Level Unit Power Failure
The “Overview” mimics and all the other mimics are unique for each vessel. - Click the bar-graph in the tank information area of the tank you want to - Level Unit LI Communication Failed
The “Overview” mimic has an image of the vessel and the tanks. The image is view and choose “Tank Data” from the “Channel” menu that is displayed. - I/O Box Relay Communication Failed
custom made to look like the actual vessel and therefore make it easier to find
the tanks. This also means that the mimic will look different on different c) Alarms
vessels. There can also be different information in the “Overview” mimic for Alarms can be monitored in the “Alarm Row” and in the “Alarm window”.
different vessels. There are three types of alarms:

i. Ship unique data A channel can have one or more alarm limits. When the value of
There can be fixed areas in the “Overview” window with information the channel passes the alarm limit the channel gets alarm status.
about or example draft, seawater density, trim and list. Alarm.
As an example, the value for the level channel for one tank can
pass the limit for Hi and get the Hi alarm status.
ii. Predefined buttons
The “Overview” mimic might also have additional buttons. They might be The Sys-fail alarm indicates a serious system failure in the Saab
Sys-fail.
for viewing predefined tank groups. One of these buttons could be Tank-Radar system.

configured to show for example the tanks at the aft end of the ship, The warning alarm indicates a failure that normally is not so
another one the tank at the middle part of the ship. The buttons might also Warning.
serious for the system.
open other mimics. The other buttons are unique for each system but are

IMO No. 9355379 4 - 65 Part 4 Cargo System / Issus 1

SAMSUNG
This page is intentionally blank.

K-LINE
IMO No. 9355379 4 - 66 Part 4 Cargo System / Issus 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 4.8.2a Float Level Gauge System

Hazardous Area Non-Hazardous Area

LNG Cargo Tanks
Ships Dacs System

SAMSUNG
TK 4 TB3 1084 SKT
2047MT Micro Receiver 230V AC Supply

TB4

Note
: All Intrinsically Safe Cabling Is To Have
A Continuous Screen And Should Be Connected At
One End Only In The 1761 Power Supply Unit.

K-LINE
3304 Gauge

TK 3 TK 2 TK 1 BN4
2047MT 2047MT 2047MT 1761 Power
Supply BN4
BN1 BN2

3304 Gauge 3304 Gauge 3304 Gauge

230V AC Supply

IMO No. 9355379 4 - 67 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.8.2 Float Level Gauge 2. Description The unit provides complete on-site configuration to industry standard protocols in 3
serial ports, with 4 programmed alarm relays (flexible baud rates). It has been
1. General 3304 Liquid Level Gauge designed to consider minimal fixing dimensions for DIN rack mounting (96mm x
96mm). The receiver systems include RS232C, EIA-485 and 4-20mA. The unit is
Manufacturer WHOSSOE The 3304 Liquefied Gas marine liquid level gauge is a rugged mechanical based on 16-bit micro controller technology with memory battery backup. A single
system of accurately and continuously measuring liquid levels in the refrigerated buzzer is available as well as 4 programmable relays.
Type Figure 3304
tanks of liquefied gas carriers. The gauge can operate in tanks up to 54m deep
Quantity 4(1 per tank) and at temperatures as low as -200˚C. The gauge is entirely mechanical in The unit is based upon a 16-bit architecture micro-controller, and has a battery
Accuracy ±7.5mm operation and does not require any power to provide a constant local readout. backup with a 10-year shelf life. Additionally, the unit has a real time clock

SAMSUNG
Range 0-44m(145ft) standard allowing time stamping of notable events in the monitoring system. The display
0-55m(164ft) extended The main components are a float, invar or stainless steel measuring tape, counter provides the required data in an “at a glance” format. The tank ID and product
mechanism, tape storage drum, and a negator spring. The gauge is float actuated, contained in the tank shown. The level is shown in large 12mm high characters, as
Repeatability ±4mm
and employs a “Tensator” spring as a counter-balancing mechanism. well as a graphic display of percentage level, tank temperature, and pressure. Pre-
Operating pressure 400kPa programming of the unit is completed by menu select options using six keys. Access
Product Temperature Range -200°C This maintains a constant tape tension at the float so that float immersion is not is protected by a user-programmed code, which can be changed at regular intervals
affected by the length/weight of the tape throughout the measuring range. to maintain security.
The Whessoe float level measurement system is of conventional tanker type, but The accurately perforated tape transmits float movement to the sprocket wheel,
uses an Invar tape to compensate for temperature variations. which drives to the counter mechanism. This transmits via a magnetic coupling 1761 Power Supply Intrinsically Safe
A gauge head, containing a mechanical indicator, an invar tape tensioned by a across a solid barrier flange which completely isolates the counter chamber from
negator spring and a 12” diameter PV float attached to the lower end of the tape, is the tank atmosphere. The new 1761 power supply has been designed to consider the ever-increasing
fitted to each liquid dome. demand on space within cargo control rooms. Its physical dimensions and weight
2047MT-Advanced Marine Tank Gauge Transmitter have been significantly reduced to ensure simple and flexible installation with a
Two guide wires for the float are fixed at the lower ends to an anchor bar 130mm wide range of power supply voltage options.

K-LINE
above the tank bottom, which is secured to the trellis structure base plate. The The 2047MT-advanced marine tank gauge transmitter has been specifically
shrinkage of the float in LNG is 15mm and the minimum level which can be read designed to further reduce costs of upgrading remote level, temperature and Field Cables to Transmitters
from the gauge is 145mm. pressure monitoring systems. The transmitter offers technical advantage by
utilizing absolute digital encoding without need for expensive potentiometers The wiring cable between transmitter and receiver or between transmitter and
CAUTION whilst maintaining full flexibility for commissioning. transmitter must conform to the intrinsically safe standard.
To avoid the risk of tape failure and wear on the gauging mechanism, the floats The transmitter has 4 on-board digital alarm connections, which can be All wiring must be designed to support 250 volts in service.
should be fully stowed at all times, tension may cause tape breakage. When configured from the cargo control room as opposed to time-consuming set up on The 0 volt is floating (not connected to the earth)
float is stowed, leave isolation valve open unless repairs are anticipated. This deck. Sounding / Ullage and Metric or English measurement can be selected
keeps the float casing pressurized and prevents air or water getting into the without need for hardware modification over a 50m measuring range. Up to 5 The 2047MT requires 4 wires, but if multi-core cable is used to support wire
float through any float housing leaks. individual spot temperature measurements can be directly interfaced along with damage or future options, the 2047MT wires must be screened.
facility for inert gas pressure measurement. The transmitter body must be connected to tank earth, and all intrinsically safe
‘Special attention must be paid to closing the float isolation valve. Double standards, if used, must be carefully followed.
check to assure the float is properly stowed and the gage tape will not be cut by The system is connected using Field Bus – RS485 intrinsically safe technology
closing the isolation valve.’ (this has happened on than one occasion) offering the advantage that it can be connected in any one loop with only 1 cable Non I.S Cabling to Control Room Equipment
returning to the cargo control room.
To obtain the liquid level, the float is released from its stowage position using the A 3-core RS-485 screened data cable is required between the Fig. 1761 and 1084
release lever, and allowed to descend freely to the liquid surface. The tank sounding 1084 Mini Receiver components. This should have a conductor size of 24 AWG (7/32 AWG) tinned
may then be read from the meter. The Whessoe gauges are checked against the Saab copper conductors, with PVC jacket for extended cable life.
CTS during each alternate loading. The 1084 remote receiver offers the ability to monitor up to 6 cargo tanks
simultaneously via a backlit LCD display. The 1084 Mini receiver is a
standalone display unit designed to read the data sent by up to 32 inventory
management instruments. The information is displayed on a large format backlit
LCD display for easy viewing, which can then be retranslated and sent to an IAS,
or host computer system. This is achieved by an easy to use tactile user interface.

IMO No. 9355379 4 - 68 Part 4 Cargo System / Issus 1

1) Open the gauge isolating valve fully; normally it is left open.

2) Put the crank handle in the STORED position, i.e., with the handle towards the
gauge covers.

3) Put the spring-loaded automatic float lock-up and the datum plunger up to
release the float and allow it to descend at a controlled rate to the liquid level.

SAMSUNG
To Return the Gauge to the Stored Position

1) Put the crank to the CRANKING position, i.e., with the handle outwards.

NOTE
The cranking handle is designed to drive in one direction only and is spring
loaded by a cam arrangement so that it is not in motion during normal gauging

2) Carefully raise the float by turning the crank slowly in a counter clockwise
direction, as indicated by the arrow on the main cover inspection plate.

3) Watch the read out counter, which will indicate when the float nears the top.
When resistance is felt by the float touching the cushion spring, continue

K-LINE
cranking until the plunger is seated and the automatic float lock-up and datum
plunger spring fully inward, securing the float.

4) Check that the counter reads exactly the same before and after use.

5) Move the crank handle to its STORAGE position.

CAUTION
Do not attempt to turn the crank clockwise or to interfere with the free fall of
the float. To do so will severely damage the tape or the tensator spring.

IMO No. 9355379 4 - 69 Part 4 Cargo System / Issus 1

ow
nd
Wi
out
a d
Re
c al
Lo
2-holes 16 Dia. for
M16 Screws

Inspection Plate
Stating Operation of
Crank Handle

SAMSUNG
Spring loaded automatic
float lock up and datum
plunger "PULL" to release
float

Inspection Chamber

K-LINE Float level gauge pipe

IMO No. 9355379 4 - 70 Part 4 Cargo System / Issus 1

Gravity Center of Ship Equip. Room W/H

List Indicator Trim Indicator Dimmer

AC220V

% %
24VDC Power Supply

SAMSUNG
+ - L L + - L L A B C D
4~20mA for List Indicator Barrier 4~20mA
Trim & List
Sensor

Power (DC24V)

4~20mA for Trim Indicator Barrier 4~20mA A : In

B : Com
C : Com
D : Out

CCR

K-LINE
Barrier List Indicator Trim Indicator

Power (24VDC)
% %

+ - + -

CTS For List

For Trim

IAS For List

For Trim

Hazardous Area Safety Area

IMO No. 9355379 4 - 71 Part 4 Cargo System / Issus 1

The ship is provided with a fixed Trim-List Indicator system for the Custody The inclinometer is a dual close loop instrumentation transducer, which can
Transfer System.
measure angles along two perpendicular directions. The sensing element is a
1. Specification galvanometer pendulum associated with an optical position sensor. The signal
outputs are proportional to the sine of the angles (component of the gravity
acceleration).
Item Specification
Maker GMB When the instrument is submitted to a certain angle, alpha, the pendulous mass

SAMSUNG
Enclosure Detector Model No. SX 41170 (SENSOREX) tends to move in the direction of the inclination. The position is detected and
Box Direction Twin Axial Type, 1 Direction converted into a current, which feeds back the galvanometer in order to bring
Measuring Trim: ± 2.0˚(±9.5m) / List: ± 5.0˚ back the initial position. This current proportional to the measured gravity passes
Range through a precision resistor and provides the output signal. An output amplifier
Accuracy ±0.05 % Full Span allows low output impedance.

Output 4~20 mA
3. Operation
IP 66
Operating -40˚C ~ 80˚C 1) Check the following before putting on power.
Temperature
Power DC 24 V a) Check the wiring connection for enclosure box and signal box as the
Box Inlet Cable Gland drawing.
Material Stainless Steel
b) Check the power supply voltage.

K-LINE
Type of EEX-e
Protection
2) Check the following after putting on power.
Size 372 (W) x 448 (H) x 200 (D)
Signal Box Input Power AC220V, 1PH a) Check the “0” indication on the indicator.
Box Size 350 (W) x 400 (H) x 200 (D) b) Check the 12mA indication on the sensor installed in No.3 cofferdam.
Material Mild Steel 2.3t c) Check the indicator at W/H and CCR properly working.
Colour 7.5 BG 7/2
3) Check and Maintenance.
I.S Model No. KFD2-STC4-EX1.2O
Isolator Signal Range 4~20mA a) Indication sensor
for
No. of CH. 2 Check whether the fitting bolts and nuts are loose. If loose, adjust the
Signal
indication by adjusting them per as the Horizontal adjusting procedure.
I.S Model No. BXNE 01002
Isolator Rate 160mA, 24V
for P/S
b) Enclosure box
Check the input power DC24V.
W/H & Trim Direction ± 2.0˚ & ±9.5m
CCR Indicator Input 4~20 mA
Power DC 24 V
List Direction ± 5˚
Indicator Input 4~20 mA
Power DC 24 V

IMO No. 9355379 4 - 72 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 4.9a Nitrogen Generator
To be terminated
Engine at the safe area.
To Nitrogen Main Line Casing
Upper Deck

CN032F PI
Sett. PI
10.0 kg/cm2

SAMSUNG
N2 Buffer
Tank From Air
CN033F Receiver
To G.C.U. Shut Stand To IAS
Safety Valve
Down -by Running Fault (Serial Interface) FI Outlet
To Main G/E XS XS XS FI PI
PT SI PT
IAS IAS IAS
G.V.U. Unit
To No.1 Compressor
XA Emergency Stop
Crossover Panel
Main G/E Control
XA PLC Battery Failure
Panel
To No.2 XA Communication Failure MAH MI
MT
Auto SI SI
Main G/E ST/SP
DPAH OAH OAH OI
TAH TAH
To No.3 SI SI SI
TIAH PIAL
Main G/E XA XI DPI DPI TIC
To No.4 Membrane
Separator
Main G/E

K-LINE
Electric
Heater

No.1 Nitrogen Generator

No.1 Feed Air (120 m3/h, @ 97% N2)
Compressor
2nd Deck, P Shut Stand To IAS
Down -by Running Fault (Serial Interface)
(450 m3/h x 12 bar) FI
FI PI
XS XS XS PT SI PT
IAS IAS IAS

XA Emergency Stop
Control
XA PLC Battery Failure
Panel
XA Communication Failure MAH MI
Auto MT
SI SI
ST/SP
DPAH OAH OAH OI
TAH TAH
SI SI SI
TIAH PIAL
XA XI DPI DPI TIC
Membrane
Separator
Electric
Heater
Key
Nitrogen Line
Fresh Water Line No.2 Nitrogen Generator
No.2 Feed Air
Compressed Air Line Compressor (120 m3/h, @ 97% N2)
Drain Line 2nd Deck, P
(450 m3/h x 12 bar) To Bilge Primary Tank

IMO No. 9355379 4 - 73 Part 4 Cargo System / Issus 1

SAMSUNG
Nitrogen permeates slowly, oxygen, CO2 and water rapidly, through the membrane. - Continuous N2 delivery pressure valves will reverse and the system will supply nitrogen again.
This allows nitrogen to be separated from oxygen.
Membrane modules consist of a bundle of numerous hollow fibres. - Continuous O2 content reading If the nitrogen consumption is lower than design, the backpressure in the
Compressed air connected to a bundle of membranes will leave this bundle as pure distribution lines will build up and give a lower product flow.
nitrogen, while oxygen enriched air will be vented. - Dew point analyzer A lower flow in turn will result in higher nitrogen purity, i.e. less oxygen in the
product. In this manner, the Nitrogen Generator Package will be capable of a 0-
Continuous monitoring of the gas ensures that it is always of the correct purity. - Electrical heater temperature control 100% capacity turndown. At no product consumption there will be some
The membrane type nitrogen generator is of skid-mounted design. consumptions of feed air due to permeation of air to the low pressure (permeate)
After connecting outlet, venting piping and electrical supply, the generator is ready - Emergency stop push button side.
for operation.
3. Process Description The on-spec. Nitrogen will be distributed to misc. consumers. A pressure
1) Specification transmitter on the outlet produces signals to the PLC, and by parameters in the
The compressed air supply to the Nitrogen Generator and passes through a filter- PLC/MAC panel, the start/stop values of delivery can be set.
package that will protect the membranes from any harmful particles and oil and These settings will automatically stop the unit at high-pressure setting, and

K-LINE
Manufacturer: Air Products As
water condensate. automatically start the unit at lower pressure.
Membrane Separation of
Operating principle: The air then passes through an electric heater which will heat the air temperature The nitrogen is stored in a 24 m3 Nitrogen Buffer tank, where high and low service
Nitrogen from Air
by min.8 °C to approximately 50 °C, which is the optimal temperature to reach the pressure set points actuate the start and stopping of the generators.
Capacity – Nitrogen Flow 120 Nm3/h design capacity. The heater is controlled by a temperature controller receiving
signal from a temperature transmitter located downstream of the heater. 4. Physical Properties of Nitrogen
N2 Purity (N2+Argon): 97 vol %

A temperature switch in the heater and in the piping will protect the heater and the Nitrogen is the most common gas in nature since it represents 78 % in volume of
N2 Dew point at atm press.: -70°C
membrane from over-temperature. Membranes can withstand temperatures up to the atmospheric air. At room temperature, nitrogen is a colourless and odourless
N2 Discharge pressure 1.0MPa 85~90 °C without being damaged. To avoid any potential overheating, heater shut gas. Its density is near that of air, 1.25 kg/m3 under the standard conditions.
(Process design): (At generator outlet/tank inlet) down set point is 70 °C.
When liquefied, the temperature is -196 °C under atmospheric pressure, density of
0.75 / 1.0 MPa
N2 Buffer tank start/stop switch: The heated air is now fed via a manifold to each individual membrane separator 810 kg/m3 and a vaporisation heat of 199 kJ/kg.
0.7 / 0.95 MPa
and the product exiting the membrane is nitrogen.
Outlet Temperature: Max. 50 °C 1) Properties of Nitrogen
In order to maintain a constant process and hence constant flow across the
Product CO, SO2 and NOx 0% membranes, the nitrogen passes a flow control valves. Regulation of the flow is Molecular weight 28.016
done by PLC-software through signals from a pressure transmitter installed
Boiling point at 0.1MPa absolute -196 °C
upstream and a flow transmitter downstream the membranes. Fine tuning is done
Liquid S.G at boiling point 0.81
through signals from the oxygen analyzer. Parameters in PLC-software can be set
to limit the max capacity to design capacity. Vapour S.G at 15 °C and 0.1MPa absolute 0.97
Gas volume/liquid volume ratio at -196 °C 695
Since the inlet pressure defines the nitrogen flow necessary to meet a set O2 level, a Flammable limits None
mathematical function in the PLC will make the Nitrogen Generator automatically
Dew point of 100% pure N2 Below -80 °C
producing on-space nitrogen at varying inlet pressures.

IMO No. 9355379 4 - 74 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 4.9a Nitrogen Generator
To be terminated
Engine at the safe area.
To Nitrogen Main Line Casing
Upper Deck

CN032F PI
Sett. PI
10.0 kg/cm2

K-LINE
Electric
Heater

No.1 Nitrogen Generator

No.1 Feed Air (120 m3/h, @ 97% N2)
Compressor
2nd Deck, P Shut Stand To IAS
Down -by Running Fault (Serial Interface)
(450 m3/h x 12 bar) FI
FI PI
XS XS XS PT SI PT
IAS IAS IAS

IMO No. 9355379 4 - 75 Part 4 Cargo System / Issus 1

Nitrogen is considered as an inert gas; it is non flammable and without chemical

affinity. However, at high temperatures, it can be combined with other gases and
metals.

WARNING
Due to the absence or to the very low content of oxygen, nitrogen is
asphyxiate.

SAMSUNG
At liquid state, its low temperature will damage living tissue and any spillage
of liquid nitrogen on the ship’s deck will result in failure as for LNG.

5. Alarm List

Description Set Point

Feed air filter diff. pressure high 60kPa

Feed air temp. high 50°C

Heater temp. rise low 5°C

Heater overtemp. 350°C

K-LINE
Separator feed temp. high 70°C

Separator feed pressure low 400kPa

Dew-point content high - 60°C

Oxygen content high 3.5%

Oxygen content high high 4.0 %

IMO No. 9355379 4 - 76 Part 4 Cargo System / Issus 1

Key
Steam Line Fresh Water Line
Fuel Oil Line Air Line
Sea Water Line Condensate Line
Inert Gas Line

PZA
1505 L Vent Vent To
PI PZA To Pneum. Equipment Weather Deck Atmosphere
1503 1505 L AS
Weather Deck
PIC
Water Chiller Unit
1504

1506

2112

SAMSUNG
Instrument 1501 1502
Air 2111 4105

4052

4052
PCV PIC

4102
4107 4104 4128 4130 Air Supply
PIC

4171
GT

4054
1509 4129 4126
4176 Cooling
4127 Water Out
PZA H
LI Condenser 4125

4051
4108
2312
Cooling

4083
Water In
TT TI H
GS 2332 2311 4109 4103

4071

4061
Cooling a/b 4163 4106
PT 4154 4152
4164 4155 4151
Water

2132
2114
2306 S
1012a 4113
TI
2310 4114 4115 4112 4111 4110

Spare Oil Pump Rinsing

2309
Economiser

4053
4171 4113
4264
S S 4265
M 1013a

2344
TT TI

4202
4065 4150 4056 4209
2105 2103 4266
2306 Heat Exchanger

4062
F.O Pump
1062

1056

2040

TI LI
Fuel PZA S S S
Washing
L35 TT TI 4055 Evaporator 4262
PI TI XZA 4025

ne r
1053 L 4066 Signal Lamps Minic-
Oil

4172
1636 1639 2022 L LZ
1012 PI Cooling Waterseal TZA H TIA H
4261
board Generator Unit

Pilot Bur
PI PZA PI 4019 4263 L
1002 2037 Vent Conn. 4027 4233
1637

1003 1006 1053 L 1054 XZA Igni-

2121 L tion Tower (8Unded) TT
4028 4015
4207 4206
4029
2038

PZA
Expansion
1004

1058

1055

K-LINE
1051 1052 P H P LS 4016 L
Fuel 4030 4017
Barrel
1001

1007

Ma in B 4015A

4068
Oil 1005 1059 2032
urner PZA H TS
4018
2042 4026

4042
Combu
1008

Spare Oil Pump

2003

stio
1061

4235
1008 P H Chamb n 2303 4007 4041 TI
4014 4203 FZ
er 2304 TT PT 4212 L
PI M 1013A 4205 4204
1009 2322 4251
4001
1060 2033 Heating Tracing
4253 M 4255
LZA H 220V-60Hz
Compressor PI PI
2351 2322 TT TT

4067
P 4256 4252 4254
S 2352 4211 4213
TE
2054 AS PI 4002a M 4002
P 2012
2052 2013 4005 4006 4250

4257
PZA 4069 4066 Circ. Pump
GS GS
H H PZA PT 2318 Chilled Chilled
a b 2015 2319
Excess Air (Hot) To Outside 2010 Water In Water Out
2314

2014
2051 2055 4004a
PZA
L 2011 PT
2324a
4004
2340

P 2324
2341
2341

2353

Blower 1 S S PZA H
2202 2207 2204 2321
2201 2205 Signal Lamps Minic-
Ambient TI
2317 board Generator Unit
Air
PZA H TZA H PI
TT TT Permanent F.W 4410 4407 4415
2203b Signal Lamps Minic-
2202A Connection TT TIZA H

4414
M 2203 4402
board Generator Unit 8004 L
PT
2323a PI PT TT
4408 4412 4406
2323
Blower 2 TT
To Inert Gas

4409

4411
2222 2227 2224 PZA 4404
2221 2225 L 2320
Ambient AS
TI TI Sample Gas
4401 Demister
Air PI
2327 PC Rinsing Water 4506 4503
To O2 Analyser
PIC PIC 2326 2418 Vessel
TT TT 1628 1633 Hose Fitting
2222A 2223b PT Inert Gas Cooler 4314a
M 2223 1635
1620

1632

S 1630 S LZA
PI PI 4314
1638

1630

4303

4302
1622 1626
DPT
PC P IG021 2415
1623

1627

1601 1621 1602 1624

Rinsing Drain Drain

4304 4315
Steam PIC
2422 2414
1607 5111a Valve To Be
1625

1606 Adjusted on AS
24 P
Drain/Decompr.
Board G
24 C
20 Vent
LF 21
1603

G
1604 (Don't need to be connected GS a/ bS
1605 2372

4305
a
for maintenance only)
2370

P 24
Condensate AS 2071 19
GS H
2416

S
b S
G
Sea Water a/bS
2
(IG 430
2410

P
2411 00 Washing/Cooling
GS 7)
b Water Overboard

Drain Near Scupper or

Bilge Well

IMO No. 9355379 4 - 77 Part 4 Cargo System / Issus 1

SAMSUNG
operated. The connection to the cargo system is made through two non-return valves droplets from the gas stream. discharge of the seawater.
and a blind flange valve, which is normally in the closed position.
Further removal of the water takes place in two steps. The gas is cooled down in The inert gas coming from the burner has a rather high temperature and contains
y The inert gas/dry air is used for the following functions:
a refrigeration unit first. The bulk of the water present in the gas is condensed sulphur oxides.
y To supply inert gas/ dry air into the cargo tanks for inerting or gas freeing.
y To supply inert gas into the cargo compressor room. and drained. Then in the first stage, the water is removed by adsorption in a
y To supply inert gas into ballast tank for gas freeing. desiccant dryer. The roots type air blower supplying the combustion air to the In the cooling/ scrubbing section the construction ensures an intense contact
y To supply inert gas into aft pipe duct exhaust vent for gas freeing. burner achieves the required final pressure of the gas. between gas and water, reducing the inert gas temperature and the content of sulphur
oxides. Water droplets are separated, by means of a demister, before the gas leaves
Specification The pressure inside the plant is maintained constant to ensure a stable flame the generator.
during operation, independent of pressure fluctuations in the piping system. This
Manufacturer: SMIT Gas System is done via a pressure control valve at the end of the installation. 6. Refrigeration Unit (R407C refrigerant )
Type: Gln 14,000 – 0.25 BUFD
3 3. Blower Unit This unit cools the required quantity of inert gas or dry air with a relative humidity
Capacity: 14,000 m /h
of 100%, from +35°C to about +5°C(average).

K-LINE
Discharge pressure: 25kPa
The air required for combustion is supplied by means of two 50% roots type
Dew point: Max. -45°C after expansion to atmospheric
blower unit. This unit is direct driven and mounted on a frame with vibration The capacity of the plant is controlled automatically over a range of 0-100% to
pressure
isolators, coupling-guard, flexible hose connection, non-return valve, combined adapt the cooling capacity to the freshwater temperature, which has to be 36°C
Temperature: About 30°C Average (Max. 65°Cduring switch-
filter suction silencer and discharge silencer. constant.
over of dryer vessel)

4. Ultramizing Burner This control is necessary to prevent the condensing water from freezing. The
Typical gas composition (on dry basis)
materials applied in the inert gas cooler are adapted to the presence of seawater
Oxygen (O2) Max. 1.0 vol.% A Good combustion process is the first requirement for a reliable inert gas vapours in the inert gas.
Carbon-dioxide (CO2) Max. 14 vol.% generator. The burner is of our special design, according to the Smit Ultramizing
Carbon-oxide (CO) Max. 100 ppm System. The unit consists of:
Sulphur-oxides (SOx) Max. 2 ppm - Inert gas cooler by cold water (water/glycol mixture)
Nitrogen-oxides (NOx) Max. 65 ppm In this design the fuel oil is atomized in two steps. First a conventional nozzle - Demister unit to separate droplets from the inert gas
sprays the oil, supplied under pressure to the burner, and then the oil spray is - Water (water/glycol/mixture) cooling unit with:
Nitrogen (N2) Balance
subjected to a tangential impulse flow of steam, which added to the mainly y Compressor unit with capacity control (step control by valve
Soot (On Bacharach scale) 0 (= Complete absence)
axially orientated impulse flow of the oil spray itself, results in and ultra-fine lifting) followed. By hot gas flowing from a high pressure side of
dispersion of the liquid. the compressor through a by-pass control valve to the suction side
2. Working Principle
of the compressor.
The combustion air is mixed with the fuel/steam at the end of the burner gun. y Electronic expansion valve(s)
Inert gas produced by the combustion of oil with air, followed by further treatments
The combustion process guarantees that absolutely no soot will be produced, not y Water chiller by refrigerant R407C
in order to obtain the required quality and properties. The combustion is a chemical
even at understoichiometric conditions, e.g. during combustion-air shortage, y R407C condenser
reaction between the hydrocarbon and oxygen, mainly producing carbon dioxide
caused by a lower speed of the combustion air blower, which could occur by y Water circulation pump with E-motor
and water. The water is condensed for the greater part.
voltage and/or frequency fluctuations in the electrical supply. - All safety equipment

The nitrogen of the air leaves the generator unchanged. Some small rest quantities
Soot cannot be tolerated in the plant, neither in the ship’s cargo tanks nor in the Refrigeration unit supplies the inert gas to the inert gas dryer.
of carbon monoxide and hydrogen may remain. Thus, the inert gas produced mainly
piping system.
consists of nitrogen and CO2.

IMO No. 9355379 4 - 78 Part 4 Cargo System / Issus 1

S S
P P
Weather Deck 5451 5441
5452 5442
GS GS
b b

Purge To 5450 5440

Vent To Outside
H TT TIS TT TI
Atmosphere 5057 5058 5056 5055

5457

5456

5459

5458
5453 Vent

5431
Weather Deck
Water Chiller Unit Drain Drain

SAMSUNG
4105 Drain Drain Cooler
5437

5436
4052

4052
PCV Drain

5016

5026
PIC P P

4102
4107 4104 4128 4130 Air Supply 5017 5027
S GS GS S Drain
4171

GT b b

4054
4129 4126
4176 Cooling

Cooling

Cooling
Water In

Water Out
5018 5028
4127 Water Out
LI Condenser 4125

S
4051
4108
Cooling PZA
4083

Water In 5305 L
5013 5023 S 5405
4109 4103 P P
4071

4061

4163 4106 5012 5022

PT 4154 4152
4164 4155 4151 PI PT
5303 5307 GS GS GS GS 5401
a b a b Ambient
H TIZA TT
Air

5304

5306
4113 Instrument 5301 5302 5011 5021
5408 5409 Screen
TI
4114 4112 4110 Air Dry Inertgas /Air
4115 4111 P

5407
5402

PT
Economiser 5404
4053

4171 4113 6006

4264 Fan
4265 M

6005
5403
TT TI
4202

4065 4150 4056 4209 5404a

4266
Heat Exchanger

5406
TIZA H
4062

TT
5225 5216
TI
TT 4055 Evaporator LI Sample
TI 4262
4025 4066 Signal Lamps Minic- Line
4172

TZA H TIA H LZ
4019
4261 4263 L board Generator Unit 5109a
4027 4233
TT 4207 4206
4028 4029 4015 PZA
Expansion

K-LINE
PT LS 4016 L Dewpoint S
5083 5093
S 5108a 5112a 5111a
4030 4017 Filling Filling 5110a
4015A Barrel Analyser
Steam
4068

5062

5072
4235 GS GS GS GS
4007 4041 TI FZ a b b a
4014 TT 4203 4212 L
PT S
4205

5114
4204 4251 P
4001 5081 5091
Heating Tracing
Compressor 4253 M 4255 5116
220V-60Hz TT TT PI PI PIC 5110
4067

4211 4213 4256 4252 4254 S 5113

TE P
4002a M 4002 5032

5007

5008
5033

5108 5109
4005 4006 4250

4257
4069 4066 Circ. Pump
Chilled Chilled 5011 S

5104
P
Water In Water Out Drain Drain
4004a S 5104
P

5111 5112
4004 5035
5036 5106
PI
5105
5034 TZA H
From Demister 5416

5102 5103
(Refer to Illustration 4.10a) Signal Lamps Minic-

5041

5051
P P
board Generator Unit 5042 5052
S GS GS S H TZA
PZA H TZA H PI b b 5416
4410 4407 4415
TT Signal Lamps Minic- TIZA H 5043 5053
5411
4414

4402
PI PT TT board Generator Unit 8004 L Electrical
4408 4412 4406
TIC TIZA H Heater
TT 5412 5414 L
4409

4411

4404

4401 TI TI Demister Sample Gas

Rinsing Water 4506 4503
To O2 Analyser
TT
5415
TT
5413
Vessel
Hose Fitting
Inert Gas Cooler 4314a
LZA
4314
4303

4302

Drain Drain Steam

4304 4315

Dryer Units Condensate

Vent
4305

Key
Steam Line Fresh Water Line
Fuel Oil Line Air Line
Sea Water Line Condensate Line
Inert Gas Line
Near Scupper or
Bilge Well

IMO No. 9355379 4 - 79 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
7. Inert Gas Dryer 9. Electrical Equipment Indirect-acting protections are components which continuously compare the actual
process value to a set value; if this set value is reached or exceeded, they will give a
In this equipment the inert gas is dehumidified to the required final dewpoint. A 1) Panels signal to the signalizing system which undertakes the required actions in the
desiccant, adsorbing the water still contained in the inert gas now effects drying. The system has several panels for starting, control and safeguarding: generator operations.
The inert gas dryer has two vessels, while one vessel is in drying operation, the - One main separately installed control panel to control the inert gas Combined with limit switches, these protections and safety devices from a series of
second vessel is being regenerated. generator (combustion and scrubbing) and the whole system. This panel is conditions for safe and proper operation.
giving ‘instructions’ to the local panels (automatic starting of fuel-oil
The changeover from drying operation to regeneration is automatically controlled. pump and blower, checking conditions on refrigeration and dryer site). It The high water level alarm of the washing/ scrubbing tower will be always alert,
Provisions have been included to ensure that the regeneration process will be fully has a mimic diagram in the front. In case of a failure, a sound will be given also if the generator is totally switched-off; this alarm is fed by the ship’s emergency

SAMSUNG
completed after the generator has been stopped. and the direct cause of the failure will be indicated in the mimic. system.

Vessel changeover takes place every eight hours. The vessel is regenerated by - One starter panel for fuel oil pump, for mounting close to the motor. 11. Oxygen Content Measurement
flushing it with hot air of about 150°C. No inert gas is required then, the water in the
adsorbent is evaporated by the hot air and carried off in the flushing stream. - One starter panel for blower, for mounting close to the motor. Both panels The classification authorities prescribe a continuous check (indication and alarm)
contain a circuit breaker (with manual and automatic disconnection), oxygen content in the inert gas.
Heating of the air can be done electrically .The dryer has to be insulated. Smit Gas thermal overload protection, starter relays and hour counter and ammeter.
System will do insulation of the dryer with glass wool (thickness 50 mm). The analyzer constantly indicates the oxygen content in the inert gas and will effect
an alarm when a set maximum or minimum quantity of oxygen is exceeded. The
The total regeneration time lasts six hours of which maximum three hours are used - One control/ starter panel, mounted on the refrigeration skid for fully highest value is determined by the application of the inert gas.
for flushing with hot air (5440 closed, 5401 open, electric and steam heaters in independent starting and control of the refrigeration unit, completely
operation). cabled to the components on the skid, with mimic in the front with The lowest value protects against under-stoichiometric combustion (too high content
ammeter. of combustibles CO + H2).
The electric heater controls the temperature of the regeneration air. The hot air goes

K-LINE
in counter flow through the vessel that just finished the adsorption period and was - One control/ starter panel, mounted on the dryer skid for fully independent The generator will not stop at alarm condition. This enables the operator to change
depressurized (5016/5026 valve is open for depressurization via 5453, valves starting and control of the dryer unit completely cabled to the components the adjustment of the fuel/ air ration and to see the result.
5011/5021 and 5081/5091 are open during adsorption). The hot air leaves the vessel on the skid, with mimic in the front with ammeter.
via 5016/ 5026. The inert gas produced is purged at alarm condition. For remote indication or
2) Electrical connection of the various main parts recording a 4-20 mA signal is available.
The regeneration is stopped on the regeneration air temperature (5057). Now the
cooling period starts. Valve 5440 opens, while 5401 closes (automatically). At the All electrical equipment on the inert gas generator main units will be cabled. 12. Operation
same time valve 5031 opens to fill the cooling circuit with dry inert gas. All cables will end in a connecting box fitted to the generator and in the
control panels on the refrigeration and dryer unit. - First of all manual valves for utilities (seawater, fuel, etc.) will be opened.
Valve 5450 keeps the circuit under a slight over-pressure (approx.200mm WC).
5031 remains open. The fan sucks inert gas through the cooler and starts circulating The interconnecting cabling between these connecting boxes, the control - Main switch is actuated.
the cooled inert gas. If the vessel is cooled, both inlet/ outlet valves will be open for panel, the electric motors, etc., is no part of our of our delivery.
1 hour (5016, 5026,5011, 5021 all open) to have parallel drying of both vessels. The - Switch for starting refrigeration unit and dryer is actuated.
regenerated vessel is now ready for the next adsorption period alone. We deliver a diagram of connections with numbers and sizes of cables, and
showing the terminal numbers of all electrical equipment delivered by us. - Now the generator can be started by operating a switch.
8. Pressure Control System This is possible, since the complete starting process is fully programmed and
10. Protections and Safety Devices safeguarded.
A pressure control valve maintains a constant pressure in the inert gas generator
system, in order to guarantee the specified gas quality. The pressure in the inert gas The generator is equipped with several protections and safety devices, which are - The purge line is open when the generator is started.
generator is not affected by variations behind the pressure control valve. partly shown in the flow diagram. There are direct and indirect-acting protections
and safety devices. The starting program runs as follows:

Direct-acting protections are breakers, pressure relief valves and water-seal; they - The blower purges the system with air before the pilot burner is ignited by a
are operated by the medium they have to protect. spark plug.

IMO No. 9355379 4 - 80 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
- The pilot burner is ignited; as soon as the flame is detected the main burner is
started.

- After flame detection of the main burner and flame stabilization, the pilot
burner is shut down.

- After 4 minutes of purging after start, the delivery line is opened and the
purge line closed, provided that the oxygen content is correct. If not. The
purge line remains open until the correct fuel/ air ratio has been set and the

SAMSUNG
correct oxygen content is obtained.

- For longer standstill periods it is recommended to purge the seawater cooling

system with fresh water.

- An extra contact is available in the control panel for connection to the ship’s
main control room to allow for a remote stop of the generator.

13. Maintenance

Hardly any maintenance is required owing to the application of high-quality

components and the selective choice of materials.

Components requiring maintenance as well as vital parts will be always situated at a

K-LINE
readily accessible place.

In the instruction manual you will find a clear description of the maintenance
procedures.

Monitoring for Inert Gas Generator

IMO No. 9355379 4 - 81 Part 4 Cargo System / Issus 1

SAMSUNG
This page is intentionally blank.

K-LINE
IMO No. 9355379 4 - 82 Part 4 Cargo System / Issus 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 4.11a Gas Detection System

Stop Valve
(To be Located 25
at Safety Area) Passage Way

26
Bow
Main Cabinet at Thrust
Elec. Equip. Room Room
Control
Air 12 9 6 3 C.L
No.4 No.3 No.2 No.1

SAMSUNG
11 8 5 2
Gas Gas Gas Gas

Cofferdam

Cofferdam
Engine Accommodation No.4 Dome No.3 Dome No.2 Dome No.1 Dome
Void Liquid Liquid Liquid Liquid Void
Casing Space 10 7 4 1
Dome Dome Dome Dome

C.L

Elec. Cargo
Motor Machinery
Room Room
28
27

Key
Control Air Line
Drain Line

K-LINE
Drain Separator
(20, 33)
Venting Tank No.4 No.3 No.2 No.1
Cargo Mach. Liquid Liquid Liquid Liquid
Room Dome Dome Dome Dome
Elec.
32 31 30 29
Stop Valve Motor Deck
Room 21 22 Store
In EER
Main
Cabinet

13
17 16 15 14
Bosun Store
23
C.L

S/G
Room 24
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank B.W
Engine Room
FWD Water
Void Ballast Tank Bow Void
(P & S) Thrust
Room

C.W.T.
19 18

IMO No. 9355379 4 - 83 Part 4 Cargo System / Issus 1

Weather Deck

Gas Detection Drain Separator

Point
Main Cabinet Deck House
Filter (Analysing Unit) Front Wall

Gas Venting To be Considered as

r
a Hazardous Area

te
SAMSUNG
Tank

Me
C-deck

3
Cargo Area
Main Cabinet
in Elec. Equip. Room
B-deck
Vent Mast
Trunk

A-deck
Drain Separator Stop Valve O.D 8 x 33 Lines
Venting Tank (To be Located
Air Lock at Safety Area)
Filter Gas Detection Lines
* Should be Located as High as Possible (Pass Through
DPAL For Air Lock PORT Passage Way)
* Should be Considered for Maintenance CM051
of Filter Replacement
Cargo Tank

Collector Cone Trunk

Filter To be Located
on Each Sampling

Gas Detection
Suction Side Acc. Front Wall

K-LINE
Lines
Pipe Duct Access Trunk

Safety Line (50A)

Filter
Liquid Dome
Gas Dome

Gas Detection Lines O.D 8 x 1.2T Trunk

Cargo Tank

Filter

Cargo Tank IBS/IS

Water Ballast Tank (P) Water Ballast Tank (S)

IMO No. 9355379 4 - 84 Part 4 Cargo System / Issus 1

SAMSUNG
Detecting gas Methane (CH4) 22 cargo machinery room aft
2 Electric Motor Room (center)
23 Bosun store
Detecting principle NDIR (non-dispersive infrared absorption))
24 Bow thrust room 3 Electric Motor Room (starboard)
Measuring Point 33 points 25 Side passage way port forward
4 E/R supply fan No.1
Continuous section by switching the measuring 26 Side passage way port aft
Sampling method 5 E/R supply fan No. 2
points 27 Side passage way starboard forward
28 Side passage way starboard aft E/R supply fan No. 3
Detecting range 0 ~ 100 % LEL, 0 ~ 100 % VOL 6
29 No.1 cargo tank vent mast
30% LEL(1st) , 60% LEL(2nd) / 7 E/R supply fan No. 4
Alarm Set Point 30 No.2 cargo tank vent mast
0% VOL~30% VOL (for IBS)
31 No.3 cargo tank vent mast 8 Emergency D/G room
32 No.4 cargo tank vent mast Bow thruster room
This Gas detection and alarm system detects and monitors the methane gas(LNG) 9
leaked at the hazardous area in LNG tanker. 33 Gas vent drain tank for bilge
When the leaked gas would be detected at each sampling point, the gas leakage
announcement is given on the panel by the alarm lamp and the alarm buzzer. Accommodation
This system consists of gas detecting panel and control panel of gas detection 2. Cargo Machinery Room, Engine Room, Accommodation, DE Engines, GCU
Type of Infrared Bucom ST600EX-IR, EEx d IIC T6, for methane 0-100%
system. Area, Main Return Duct, IGG Room system

K-LINE
detectors LEL
The gas detecting system panel is installed in electric equipment room.
1) Specification 1 Wheel house
This system uses infra-red method as measuring principle.
The infrared type( IR type) can be switched automatically or manually between 33 2 CCR
points with a single analyzer. Sample gas is sucked through 33 points of sampling Detecting gas Methane (CH4)
3 Ship’s office
line by the sampling pump and pre-sampling pump built in the system panel. The Detecting principle NDIR type (non-dispersive infrared absorption)
range of measurement is 0~100% LEL and 0~100% VOL. 4 Gymnasium & game room
One sampling cycle is settled for within 30 minutes. Measuring Point 59 points (CH4) + 2 points (CO2)
5 Office’s recreation room
Sampling Type Diffusion type / Sampling type
For the leaked gas inside panel, there is one catalytic combustion detector inside 6 Crew’s recreation room
panel when the gas concentration exceeds 30% LEL(1st) & 60% LEL(2nd), the Detecting range 0 ~ 100 % LEL
power input into panel is automatically will be shut off. The measuring range is 7 Officer’s mess room
0~100%LEL Alarm Set Point 30% LEL(1st), 60% LEL(2nd)
8 Crew’s mess room

2) Measuring points This gas detection and alarm system detects and monitors the methane gas(LNG) 9 Officer’s TV room
leaked at the C.M.R, E/R, ACCO. Area, DF engines, GCU area, Main return duct
and IGG room of LNG tanker. 10 C-deck passage entrance (port)
Cargo Area
1 No.1 Cargo Tank IBS(1) – gas dome 11 C-deck passage entrance (starboard)
When the leaked gas detected is exceeded to the alarm preset point, the
2 No.1 Cargo Tank IBS(2) – liquid dome
indicator/alarm unit indicates in leaked gas concentration value. 12 A-deck passage entrance (port)
3 No.1 Cargo Tank IS
In simultaneous, alarm sound activates at the alarm buzzer and alarm contact puts
4 No.2 Cargo Tank IBS(1) – gas dome out to the remote equipment (IAS). 13 A-deck passage entrance (starboard)
5 No.2 Cargo Tank IBS(2) – liquid dome
14 Galley supply duct
6 No.2 Cargo Tank IS
7 No.3 Cargo Tank IBS(1) – gas dome 15 Upper deck passage entrance (port)
8 No.3 Cargo Tank IBS(2) – liquid dome 16 Upper passage entrance (starboard)
9 No.3 Cargo Tank IS
10 No.4 Cargo Tank IBS(1) – gas dome 17 F. air intake (P) in air hand .unit room
11 No.4 Cargo Tank IBS(2) – liquid dome 18 F. air intake (S) in air hand .unit room
12 No.4 Cargo Tank IS

IMO No. 9355379 4 - 85 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
25 No. 2 G/E exhaust damper
GCU Area 26 No. 3 G/E exhaust damper
Type of Electro chemical Buveco ST400EC for CO 0-250 ppm No. 4 G/E exhaust damper
27
detectors
Bucom ST600EX-IR EEx d IIC T6, for CO2 0-10000 ppm

1 Extraction fan outlet pipe for GCU valve unit room

2 GCU combustion air fan room

3 GCU side

SAMSUNG
4 GCU dilution air fan (port)

5 GCU dilution air fan (starboard)

DF Endings Additional
Type of Electro chemical Buveco ST400EC for CO 0-250 ppm
detectors
Bucom ST600EX-IR EEx d IIC T6, for CO2 0-10000 ppm

1 Main G/E C.F.W expansion tank (starboard)

2 Main G/E C.F.W expansion tank (port)

3 Ext. Fan outlet for port GVU room

4 Ext. Fan outlet for starboard GVU room

K-LINE
5 No.1 GVU on port GVU room

6 No.2 GVU on port GVU room

7 No.3 GVU on starboard GVU room

8 No.4 GVU on starboard GVU room

9 No. 1 G/E aft pipe duct port GVU room

10 No. 2 G/E aft pipe duct port GVU room

11 No. 3 G/E aft pipe duct starboard GVU room

12 No. 4 G/E aft pipe duct starboard GVU room

13 Center of No. 1 G/E

14 Center of No. 2 G/E

15 Center of No. 3 G/E

16 Center of No. 4 G/E

17 No. 1 G/E fwd port pipe duct

18 No. 1 G/E fwd starboard pipe duct

19 No. 2G/E fwd port pipe duct

20 No. 2 G/E fwd starboard pipe duct

21 No. 3 G/E fwd port pipe duct

22 No. 3 G/E fwd starboard pipe duct

23 No. 4G/E fwd pipe duct

24 No. 1 G/E exhaust damper

IMO No. 9355379 4 - 86 Part 4 Cargo System / Issus 1

Valve Box with Accumulator

for ESD Valves

(50) Pressure
(50) Return

(25)

(25)
Stop Valve Valve Box
7C 5C 3C (P) 2C 1C (To be Located in P-way) Bow
Thrust
CL401 CL402 CL403 CS071 Room

SAMSUNG
CL301 CL302
CG946 CS400 CS401 CS403 CL303 CG075 C.L
CS407 CS408 CL011
CS300 CS301

Cofferdam

Cofferdam
CS409 CS410 CS412 CL201 CL202 CL203 CL101 CL102 CL103
Engine Accommodation CS303 CL021
Void CS702 CS703 CG708 CL031 CS200 CS201 CS203 CS100 CS101 CS103 Void
Casing Space CS307 CS308
CG947 CL400 CL407 CL041 CS207 CS208 CS107 CS108
CS309 CS310
CS702 CS703 CS706 CS312 CG071 CL200 CL207 CL100 CL107 CG702
CS209 CS210 C.L
CG708 CG938 CL300 CL307 CL012 CL022 CL032
CG939 CS212
CL042 CG072
CG940 6C
Elec.
Cargo Machinery
Motor 4C (S)
Room
Room
Hyd. Power To/From CG900 CG903 CG904
Pack Room Engine Room CG901 CG902 CG917 Valve Box with Accumulator
CG918 CG919 CG920 for ESD Valves
CG925 CG926 CG927
CG928 CG936 CG937

K-LINE
For Cargo Valves

Trunk
Cargo Cargo
Manifold Manifold
PORT STBD
Valve Box (3C) Valve Box (4C)

Cargo Tank

Key
Hydraulic Oil Line
: Intermediated Position
Water Ballast Tank (P) Water Ballast Tank (S) Control Type
: ESDS Block

IMO No. 9355379 4 - 87 Part 4 Cargo System / Issus 1

SAMSUNG
No.7 Solenoid valve box feeds Valves CL 400, 401, 402, 403, 407
Filter clogging (Alarm) 0.2 MPa
The hydraulic power unit consists of two main pumps and one topping-up pump. No.4 cargo tank Valves CS 400, 401, 403, 407, 408, 409,
During normal loading and unloading operations only one pump is required to meet 410, 412, 702, 703
NOTE
the demand, while the second pump is put on automatic standby cut-in mode and
1) Low level - a timer allows up to 15 seconds operation after the Low level
will cut in when the system pressure is reduced to 10.5 MPa. The topping up pump 3. Hydraulic Power Pack
contact activates.
is normally used during sea-going condition.
2) In case of topping up pump running, the topping up pump will not be
The power pack builds up the hydraulic pressure for actuating the valves. The
automatically stopped.
General Specification constant running pumps are of the self regulating type, which keep the oil
pressure at the preset pressure in the circuit.
5. Remote Control
Maker AMRI-SEIL
The hydraulic power pack can be operated remotely from the IAS or locally from
Accumulator capacity 50 Litre x 9 sets Valve remote control and position indication is carried out from the IAS.
the local control box.
N2 Bottle 45 Litre x 1 Set When no valve operation is required, running of the topping up pump for each
1) Open/Closed Valves
Main electric motor 25kW, 1750rpm, 440V, 60Hz system is sufficient. The hydraulic topping up pump is designed to keep the
Opening or closing order is obtained when the solenoid corresponding to

K-LINE
Topping up electric motor 4.8kW, 1750rpm, 440V, 60Hz system pressurised when no valve is under operation.
the requested motion is energized (the signal to be through intrinsically
Main pump capacity 78 Litre/Min x 2sets safe power supply unit in the barrier box). The valve moves to full open or
When valve operation is required, one of the two main pumps is to be started.
full close and cannot be stopped at any intermediate position.
Topping up pump capacity 18 Litre/Min x 1 Set Each hydraulic main pump has sufficient capacity to close or open two (2) of the
largest valves within one (1) minute. When one main pump is selected, the other
2) Throttling Valves
2. Location of Cabinets main pump will act as the standby pump.
An opening or closing order is obtained when the solenoid corresponding
to the requested motion is energized. The valve moves as long as the
All remotely operated valves are piston operated except for the liquid dome and the The accumulator will store pressurised oil from the hydraulic pumps through the
corresponding solenoid is energized (the signal to be through the
spray header isolating valves, which are vane type actuators. The supply oil is “P” port of the accumulator which is connected in parallel to the main hydraulic
intrinsically safe power supply unit in the barrier box). * Marked valve can
distributed to 7 solenoid valve boxes situated in the side passageway (port and “P” line. The isolating valve on the “P” port of the accumulator is to remain
be stopped at any intermediate position.
starboard) and 1 in the cargo compressor room. Each cargo tank, manifold area, normally opened and the drain port normally closed.
cargo compressor room has its respective solenoid valve box as follows:
3) ESD Valves (** Marked valves)
In the event that the Cargo System hydraulic pack fails, the Ballast System
Under normal operating condition, the ESD valves can be controlled in the
Valves CG702 hydraulics may be used by opening valves VR002 and VR003.
same way as the other valves (ESD solenoid valve is normally energised
No.1 Solenoid valve box feeds In this case the “hydraulic pressure low low” switch signal for the ESDS should
Valves CL100, 101, 102, 103, 107 and shuts the oil way from the ESD solenoid to the closing chamber of the
No.1 cargo tank be manually bypassed.
Valves CS100, 101, 103, 107, 108 corresponding actuators).
In normal use, VR002 and VR003 must be kept shut.
Valves CL200, 201, 202, 203, 207 Under ESD conditions, the ESD solenoid valve is de-energised to open the
No.2 Solenoid valve box feeds
Valves CS200, 201, 203, 207, 208, 209, oil way from the ESD solenoid valve to the closing chamber of the
No.2 cargo tank 4. Pump Settings
210, 212 corresponding actuators.
Valves CG071, 075 Setting Value
No.3 Solenoid valve box feeds Consequently, ESD valves are automatically shut at the ESD condition.
Valves CL011, 021, 031, 041
port manifold Low Low pressure(Alarm) 9 MPa The hydraulic power for closing ESD valves (at ESD condition) is supplied
Valves CS071
Low pressure(Alarm) 10 MPa from the hydraulic accumulators.
No.4 Solenoid valve box feeds Valves CG072
The capacity of the accumulators has been sized to allow two (2) strokes of
starboard manifold Valves CL012, 022, 032, 042 Standby pump start pressure 10.5 MPa
the corresponding ESD valves.

IMO No. 9355379 4 - 88 Part 4 Cargo System / Issus 1

OD521 FD571
SP571
SP572
Bow
Thrust

SAMSUNG
Room
SP574
C.L

Cofferdam

Cofferdam
OD510
Engine Accommodation
Void Void
Casing Space
Solenoid

OD501
Valve Box
C.L
To/From 1H SP573
E/R
Elec.
Cargo Machinery
Motor
Room
Room
Hyd. Power FD572
Pack Room
OD522

K-LINE
Key
Hydraulic Oil Line
: Intermediated Position
Control Type

Elec. Cargo
SP574 Motor Machinery Deck
SP573 Room Room Store

No.4 Trunk Deck No.3 Trunk Deck No.2 Trunk Deck No.1 Trunk Deck
OD521
OD522
FD571 SP571
FD572 SP572
OD510 Bosun Store

Solenoid
Valve Box C.L

S/G
Room To/From
Engine Room
1H
B.W
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
FWD Water
Void Ballast Tank Bow Void
Engine Room (P & S) Thrust
Room

C.W.T.
OD501

BA524 BA520 BA516 BA512 BA508 BA504

BA525 BA521 BA517 BA513 BA509 BA505
BA526 BA522 BA518 BA514 BA510 BA503
BA527 BA523 BA519 BA515 BA511

IMO No. 9355379 4 - 89 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.12.2 Ballast and F.O. Valve Remote Control System 5. Emergency Control
When valve operation is required, one of the two main pumps is to be started. Each
1. Description hydraulic main pump has sufficient capacity to close or open two (2) of the largest There are three (3) portable hand pump units in engine room floor, pipe duct space
valves within one (1) minute. and deck store.
The system is supplied for remote control of valves and actuators, designed When one main pump is selected, the other main pump will act as the standby
primarily for use on board ships as shown in the attached hydraulic schematic pump. 1) Emergency hand pump operating procedure
diagram and valve lists.
The remote valves are provided with hydraulic actuators powered from a hydraulic The accumulator will store pressurised oil from the hydraulic pumps through the a) Check oil level in the tank.
power unit and controlled by electro-hydraulic solenoid valves. “P” port of the accumulator which is connected in parallel to the main hydraulic b) Connect the connectors (threaded ends) to the pressure “O” / return

SAMSUNG
All remote valve actuators are designed to be capable of local manual operation. “P” line. The isolating valve on the “P” port of the accumulator is to remain “S” ports.
normally opened and the drain port normally closed. c) Lock the decompression lever
General Specification d) Select the direction of oil with the direction valve on the tank.
In the event that the Cargo System hydraulic pack fails, the Ballast System e) Operate the pump lever whilst monitoring the pressure on the
Maker AMRI-SEIL hydraulics may be used by opening valves VR002 and VR003. pressure gauge until the valve operation is completed.
f) Unlock the decompression lever for decompression of the circuit.
Accumulator capacity 50 Litre x 2 sets
In normal use, VR002 and VR003 must be kept shut.
N2 Bottle 45 Litre x 1Set
Main electric motor 9kW, 1750rpm, 440V, 60Hz 4. Pump Settings
Topping up electric motor 4.8kW, 1750rpm, 440V, 60Hz
Setting Value
Main pump capacity 34 Litre/Min x 2sets 1 Threaded End
Low pressure(Alarm) 10 MPa
Topping pump capacity 18 Litre/Min x 1 Set
Standby pump start pressure 10.5 MPa

K-LINE
Normal working pressure 12.0 MPa
2. Ballast, Bilge, F.O. Sea Water Cooling and Water Spray Systems High pressure (Alarm) 13.0 MPa

Relief valve 14.3 MPa 3 Special Connector

The hydraulic power unit consists of two main pumps and one topping-up pump.
During normal loading and unloading operations, only one pump is required to Motor detect (Alarm) -
meet the demand, while the second pump is put on automatic standby mode ready Low level (Alarm) 433 litre
to cut in when the system pressure is reduced to 10.5 MPa. The topping up pump is
Low-Low level (P/P Shut Down) 305 litre
normally used when the vessel is in sea mode condition.
High temperature (Alarm) 70°C
Direction Valve
All remotely operated valves are piston operated. The supply oil is distributed to a Filter clogging (Alarm) 0.2 MPa
solenoid valve board situated in the engine room. The operation of the valves is
conducted from the IAS in the CCR. NOTE Pressure Gauge
1) Low level - a timer allows up to 15 seconds operation after the Low level
3. Hydraulic Power Pack contact activates.
2) In case of topping up pump running, the topping up pump will not be
The power pack builds up the hydraulic pressure for actuating the valves. The automatically stopped.
constant running pumps are of the self-regulating type, which keep the oil pressure
at the preset pressure in the circuit.

The hydraulic power pack can be operated remotely from the IAS or locally from
the local control box.

When no valve operation is required, running of the topping up pump for each When using the ACTO model actuator supplied by AMRI, connect the special
system is sufficient. The hydraulic topping up pump is designed to keep the system connector ③ with threaded ends ①, and then connect the special connector ③ to
pressurised when no valve is under operation. the actuator “O” and “S”.

IMO No. 9355379 4 - 90 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
2) Solenoid valve box
NOTE
a) In case of electric failure, operate the solenoid valves manually. The operation must be in accordance with the hand wheel procedure
recommended by the actuator maker.
NOTE
Refer to the indication plate provided on each solenoid valve box for the position 5) Local actuator operation with stationary hand pump
of the open/close sides of the solenoid.
a) Close the isolating valves on the valve actuator.
y Open/shut valves from solenoid valve box in E/R: operate the b) Open the isolating valves on the stationary hand pump.

SAMSUNG
manual override; the solenoid valve need not be kept pushed c) Select the direction of oil with the direction valve on the stationary
continuously to obtain a corresponding valve position (full close or hand pump.
full open). d) Operate the pump until the valve operation is completed.
e) Operate the direction valve on the stationary hand pump to the neutral
y All the intermediate valves and open/shut valves from the IS position to depressurise the circuit.
solenoid valve box in the under deck passage way or cargo
machinery room push the manual override until the desired valve 6) Valve speed control (operating time adjustment)
position is obtained.
Adjust valve operating time by adjusting the flow reducer or flow control.
b) In case of lack of hydraulic Pressure
The operating time must be long enough to avoid any pipe hammer in the
y Close the main isolating valves or column isolating valves on the valve and pipe, but the maximum operating time must be in accordance
solenoid valve box. with valve actuator manufacturer’s recommendation.
y Connect the emergency hand pump connectors with the connection

K-LINE
block on the pressure common line and the return common line. Except for the ESD valves, pump discharge valves and tank filling valves
y Operate the solenoid manual overrides as described above. (which are provided with a pressure and temperature compensated flow
control valve) the operating time is strongly influenced by the ambient
3) Local actuator operation with portable hand pump temperature, which means the time will be shorter with a high temperature
and longer with a low temperature.
All the valves except those valves provided with hand wheels can be
operated with the portable hand pump locally at the valve actuator.

a) Ballast, Bilge and FO valves

y Close the isolating valves on the valve actuator.

y Connect the emergency hand pump hose connectors with the
emergency hand pump connection ports on the actuators.
y Operate hand pump per procedure described above.

b) Cargo valves and E/R shipside valves

y Connect the emergency hand pump hose connectors with the

emergency hand pump connection ports on the actuators.
y Operate hand pump per procedure described above.

4) Valves with hand wheels

All the valves provided with a hand wheel can be operated locally.

IMO No. 9355379 4 - 91 Part 4 Cargo System / Issus 1

SAMSUNG
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IMO No. 9355379 4 - 92 Part 4 Cargo System / Issus 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 4.13a Emergency Shutdown System

Of Engine
Normal Operation I.S. Barrier & ESDS Control Panel Alarm
IAS ESDS TPS 1 TPS 2 TPS 3 GLC GBSC1~4
CCC
Normal Operation
Supplied Sol. Valve Box Shore Connection VRC Shore Connection
Normal & Trip Pressure Setting By VRC Vender (I.S.) Valve (PORT) Valves (PORT)
Close Order ESDS Q'ty - 5
Interlock/Override Operation Shore Connection VRC Shore Connection
I.S. Sol. Valve Box Valves (STBD)
Barrier (I.S.) Valve (STBD) ESDS
ESDS Test Switch (CCC) Close Order Q'ty - 5
Test (Sol Cont.)
ESDS Cargo Switch Cargo Pump
CCC Reset Switch (CCC) Q'ty - 8 ESDS TPS 1
Reset Board

SAMSUNG
ESDS Cancel Switch (CCC) Cargo Switch Spray Pump
Cancel ESDS TPS 1 TPS 3
Board Q'ty - 4
Cargo Tank Level
Extremely High Cargo Switch
Override Switch (CTS) H/D Compressor
CCC Cargo Tank Board Q'ty - 2 ESDS TPS 1 GLC
Level Override
Full V/v Close
Override Switch (CTS) Cargo Switch L/D Compressor
Board Q'ty - 2 ESDS TPS 1 GLC GBSC
Electric Power Electric Power Fail
IAS Fail, Override
Override Switch (IAS) Forcing Vaporizer
IAS Q'ty - 1 ESDS GLC GBSC TPS 1
ESDS PLC
Emergency Shut Down System
Cargo Switch GCU Trip
NC Q'ty - 1 ESDS GLC GBSC TPS 1
Manual Switches Manual Switch (L.S.) Board
I.S.
Cargo Tank Liquid Dome Top --- Q'TY 4 Barrier
Shore Connection ---------- Q'TY 2 (Signal) Cargo Switch DF Engine Gas Trip (P & S)
Forward Area ------------- Q'TY 1 Emergency Board Q'ty - 2 ESDS GLC GBSC TPS 1
Cargo Machinery Room ----- Q'TY 1 Shut Down
Electric Motor Room -------- Q'TY 1 Control Cargo Switch IGG Blower
Board Q'ty - 2 ESDS
NC
Manual Switch (N.I.S)
Cargo Switch Em'cy Cargo Pump
CCR (CCC) -------------------- Q'TY 1 Board Q'ty - 1 ESDS TPS 1
FCS -------------------------- Q'TY 1
Wheelhouse -------------------- Q'TY 1 Fuel Gas Pump
LS. Barrier Cargo Switch
NC Board Q'ty - 2 ESDS GLC GBSC TPS 1
Fusible Plug Fusible Plug (I.S.) (Sol.Cont.)

Cargo Tank LIQ. Dome Top -- Q'TY 4 Sol. Valve Box Tank Filling Valve

K-LINE
Shore Connection --------- Q'TY 2 Tank (I.S.) Q'ty - 4 TPS 2
Cargo Machinery Room ---- Q'TY 2 Protection
Electric Motor Room ------ Q'TY1 Control 1 LS. Barrier Fuel Gas Valve To Of Engine And GCU(CG938,939)
Pneumatic Press. Low (Sol.Cont.) Sol. Valve Box
Press. Transmitter PNEU. Press. < Trip Press. Set(CCC) (I.S.) Q'ty - 2 ESDS TPS 1 GLC GBSC
In Ship/Shore (017)(I.S.)
Connection Tank
Protection
Control Press. Transmitter CTL. Air Press. < 0.5MPa Control 2 LS. Barrier Fuel Gas Return Valve To Vapour Header(CG940)
(Sol.Cont.) Sol. Valve Box
Air Press. Low (040)(ACB) (I.S.) Q'ty - 1 ESDS TPS 1 GLC GBSC

Cargo Tank Level Tank

I.S. Type NC Protection
Extremely High Sensor Sol. Valve Box Spray Nozzle Valves
(99.0% -Independent) Control 3 LS. Barrier (I.S.) Q'ty - 8
(Sol.Cont.) TPS 1 TPS 3
Vapor Header Press. Low Low
(To Within 2 kPa Of ATM.) PGB Ship/Shore
Gas Burning PNEU. Connector
HV Cargo Switch Safety Air Release Air Release Soloenoid Valve
NC Q'ty - 1
Board Control(1~4) LS. Barrier LS. Type ESDS
Electric Power (PORT) Blackout (Sol.Cont.)
Failure HV Cargo Switch Gas
NC
Board Leakage
(STBD) Blackout Control LS. Barrier Pneumatic
Interface ESDS To Shore
Hyd. Oil Press. NC (Sol.Cont.)
Low Press. Switch Air Signal
NC
Both CPU Failure PLC CPU
ESD Sol V/v Optical ESDS
Is ESD Sol V/V Power Fail Power Failure NC Interface From/To Shore
(3C, 4C, 6C) Relay (3Points) Em'cy Shut
Optical Signal ESDS Down System
Tank Protection System 1 TPS 1 Tank Protection
System 1
Cargo Tank Press. Low Low
(To Within 2 kPa) PGB Tank Protection
Elect. Connector ESDS TPS 2 System 2
Interface From/To Shore
Tank Protection System 2 TPS 3 Tank Protection
Electric Signal System 3
Cargo Tank Level I.S. Type NC NOTE EER
GLC GasLeakage
Very High(98.5%-CTS) Sensor Ship/Shore Link Cabinet Control
NO : Normal Open Contact Gas Burning
Tank Protection System 3 NC : Normal Close Contact GBSC Safety Control
Cargo Tank Press. High High CCR : Cargo Control Room
PGB I.S : Intrinsically Safety
(22 kPa)

Gas Burning Safety Control (1~4)

Gas Leakage Control

IMO No. 9355379 4 - 93 Part 4 Cargo System / Issus 1

SAMSUNG
The manual emergency shutdown push buttons are located as follows (Total 12 Fuel gas master valve close
4. Gas Burning Safety Control (1~4)
units): Pneumatic air valve release
Each cargo tank liquid dome (4 units) CG938 fuel gas valve to DE engine close
1) Causes
Port and starboard shore connection (2 units) CG939 fuel gas valve to GCU close
Gas leak detected(60%LEL) in DE engine room(P&S)
Forward end of Trunk deck (1 unit) CG940 fuel gas valve return valve to vapour header close Gas valve unit room extraction fan stop (P&S)
Cargo compressor room (1 unit) DFEF/GVU room fire (P& S)
Electric motor room (1 unit) 3. Cargo Tank Protection
Less than 2 E/R vent fan running
cargo control console (1 unit) Fuel gas supply to DF engine temp High-high /Low-Low
1) TPS 1 (Cargo Tank Protection: Underpressure)
Fire control room (1 unit) DFDE Gas tripped
a) Causes
Wheelhouse (1 unit) Master gas valve close from GCU
Cargo tank pressure low low (2 kPa).
Fire alarm in GCU area
Fusible elements are located as follows (Total 9 units):
b) Actions
Each cargo tank liquid dome (4 units) 2) Actions
Main cargo pumps stop
Port and starboard shore connection (2 units)

K-LINE
LD compressor stops
Stripping/Spray pumps stop
Cargo compressor room (2 unit) Fuel gas pump stop
Emergency cargo pump stop
Cargo electric motor room (1 unit) Forcing vaporiser stop
Close spray nozzle valve (port & starboard)
GCU trip
HD/LD compressor stops
There are three ESDS interface connections made to the shore facility; electrical, DE engine gas trip
optical and pneumatic. In port, the optical link and pneumatic systems will inform CG938 fuel gas valve to DE engine close
the shore of any ship’s ESDS actuation and will stop the loading or discharge The trip overriding functions for each cargo tank, high duty compressor
and low duty compressor are prepared to prevent trip of each equipment CG939 fuel gas valve to GCU close
pumps and close the shore liquid valves.
from the TPS1 system when the differential pressure condition is lower CG940 fuel gas valve return valve to vapour header close

2. Emergency Shutdown Function than the set-point. CG946/947 fuel gas valve to DF engine close

1) Causes 2) TPS 2 (Cargo Tank Protection: Overfilling) 5. Gas Leakage Control

a) Causes
ESDS test switch
Cargo tank level very high (98.5% - CTS ) 1) Causes
Fusible plug
Gas leakage detector in electric motor room (60%LEL)
Manual switch
b) Actions Gas leakage detector in cargo compressor room (60%LEL)
Ship/Shore link failure (optic/electric)
Close filling valve Cargo detection system fail
Cargo tank extremely high level (99.0% - independent)
Hydraulic oil pressure low (8MPa)
Cargo tank Very High level sensors - filling level (98.5%) - are installed in 2) Actions
Cargo vapour header pressure low low (2kPa) each cargo tank (4) for alarming and closing of the filling valve on each HD/LD compressor stops
Control air pressure low (< 0.5MPa) tank. Forcing vaporiser stop
Pneumatic pressure low The sensors are interfaced via the tank level system by serial line to the GCU trip
Electric power failure (black-out) IAS. From the IAS the very-high level alarm is interfaced to ESD by the DE engine gas trip
IS ESD solenoid valve power fail redundant network. Fuel gas pump stop
The Filling valve close override for each cargo tank is prepared to prevent
CG938 fuel gas valve to DE engine close
2) Actions closing of the filling valve when level very high is activated. The operator
CG939 fuel gas valve to GCU close
ESD act to Shore (optic/electric) can manually set the filling valve close override in the mimic for each
CG940 fuel gas valve return valve to vapour header close
Shore connection valves (port & starboard) close cargo tank, so that the logic function of filling valve close is deactivated.

IMO No. 9355379 4 - 94 Part 4 Cargo System / Issus 1

Cargo
Solenoid Valve Box Manifold (P)
(P-only)
Pressure Switch Box
(P-only)
PI

Miniature
Valve

SAMSUNG
(15)
Em'cy Shut Down Line
Passing Through Trunk

Cofferdam

Cofferdam
Bow
Air Control Board Thrust Void
in Elec. Equip. Room
(15) Room

(15) Deck Store

(15)
(15) From Control
Air Supply Elec.
Cargo Mach.
Motor
Room
Room

Shore Connection (P&S)

Connection : SVHC-8F (Male) Key
Compressed Air Line

K-LINE
6-10 Meter AFT From Vapour Center
Drain Line

ESDS Main (15A)

(15) (15)

PI Trunk PI

Solenoid Valve Box

(P-only)
Pressure Switch Box
(P-only)

(15)

From Control Air Supply

Air Control Board
For ESDS
At Elec. Equip. Room
Bosun Store Cargo Tank

S/G Room

Engine Room
Bow
Thrust Void
Room

C.W.T.
Water Ballast Tank (P) Water Ballast Tank (S)

IMO No. 9355379 4 - 95 Part 4 Cargo System / Issus 1

SAMSUNG
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This page is intentionally blank.

IMO No. 9355379 4 - 96 Part 4 Cargo System / Issus 1

ELECTRIC EQIPMENT ROOM CARGO CONTROL ROOM SHIP /SHORE CONNECTORS BOX
ACCOMODATION
SHIP SHORE LINK ENCLOSURE UPP DK
(Under Manifold Area)

SAMSUNG
ELECTRIC SYSTEM
FIBREOPTIC SYSTEM ELECTRIC SHORE ESD
TRIP INPUTS
LAM P

PORT
SHIP ESD
TEST STATUS ESD STATUS ESD STATUS
ESD HEALTHY

SELECTED SELECTED SHORE RECEIVING TANK

HIGH LEVEL

LOADING ARM T RIP1

POWER

LOADING ARM T RIP2 Y

FIBREOPTIC & ELECTRIC

SYSTEM SELECTOR MODULE CARGO CONTROL CONSOLE
PORT ST BD
ITT
FO PORT STARBOARD SELECTOR MODULE

ESD SYSTEM Telephone SYSTEM

CANNON
MLM DESKTOP PC
LAM P SYST EM
TEST FAULT
SHIP -> SHORE NORMAL
PRESS
TO NORMAL
TEST ABNORM AL

CH 1 CH 2 CH 3 CH 4
AUDIO
ESD
ALARM SHORE- > SHIP NORMAL

PRESS
TO ABNORM AL
TEST
SIGNALF AULT

PSU Console
PRESS
CIRCUIT TO
FO CONTROL & ALARM MODULE TEST TEST

220 VAC
Mounted
1X2X2.5
MODEN TFT

FO ESD MODULE

AC M AINS
SUPPLY
NORMAL ABNORM AL

POWER SUPPLY MODULE

HOTPHONE PRIVATELINE
SHIP TO SHIP
TRIPSACT IVE
REVERSE CONNECTION
SW 7

ESD

C
SYST EM SELECT

MIYAKI
TEL CH1

C
TEL CH2

C
TEL CH3

C
TEL CH4

C
HOT-LINE
A
B D

E
PYLE ITT
CANNON
A
B D

E A
B D

E
TELEPHONE
SW 1 SW 2 SW 3 SW 4 SW 5 SW 6
PSU
ELECTRI C SYSTEM CONFI GURATION MODULE 220 VAC UPS GENERAL ALM

1X2X1.0
SERIAL
JB-INT
C/O
PABX PUBLIC SWITCH
TELEPHONE TELEPHONE STBD

K-LINE
SHIP /SHORE CONNECTORS BOX
ITT
GEN ER AL AL M GEN ER AL AL M

CANNON
RJ11 RJ11 (Under Manifold Area)

RJ11 9w D

ELECTRIC ESD SHIP SHORE/SHORE-SHIP

FO ESD SHIP SHORE/SHORE-SHIP

IAS

SYSTEM PWR FAIL, F/O LINK ESD ACTIVITED

AC 230V MAIN NORMAL POWER

24V DC BACKUP SUPPLY, 8A MAX

IMO No. 9355379 4 - 97 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.14 Ship Shore Communication System Systems are used in Japan, Korea, Indonesia, Australia, India, Middle East, 3) Miyaki Denki Electric System
Africa and US.
4.14.1 Ship Shore Link
3
2) Pyle National Electric System 4 3
4
Maker: Seatechnik
2
(37) # I G AWG. FEMALE CONTACTS 2

1. Integrated Electric and Fibre optic Ship-Shore Link System 5

5
1
1

Ship Shore Link System have been in use almost universally in the LNG industry 6

SAMSUNG
1
2 6
since the introduction of the SIGTTO Recommendations and Guidelines for 77.73 DIA
3
37

Linked Ship/Shore Emergency shut-Down of Liquefied Gas Cargo Transfer in

1987. Primarily for Emergency Shut-Down(ESD), the systems support Manufactured by Miyaki Denki, Kyoto, Japan.
telecommunications and data transfer. Connector carries KEMA certification to CENELEC EEx’d standards. Prior to
August 2003 Miyaki provided a 21E-P-T connector to TTIS standards and is
The initial trade in LNG was from dedicated loading terminals to a small number compatible mechanically with `the new units, which are designated 21CE-P-T.
Electric System were introduced by El Paso Corp in 1976 using Pyle National
of receiving terminals and generally each trade used a unique ship-shore link
Connectors, type A, Manufactured to National Electric Flameproof standards for
compatible with ships and shore installations, Following the expansion of trade in 2 or 3 21-E-P-T Receptacles are used, 1 dedicated to ESD and 1 or 2 to
Class 1 Division 1 Group C & D hazardous areas carrying FM approval. Pyle
the 1990’s, compatibility issues required solving as ships were required to visit telephone connection.
National product was designated AF-B1716-621 SL-AG (receptacle) and AF-
more terminals to avoid proliferation of expansive systems and installations. Some terminals do not provide a ship-shore ESD facility, contrary to SIGTTO
1016-621PL-37 (Plug).
guidelines
As the connection and installation at mid-ships passed through Hazardous areas
Manufacture of Pyle compatible Product continued in 1997 by EEC, Chicago
(To Shore) and Gas Dangerous areas (on board), any electrical equipment requires These systems are in use in the Far East, Indonesia, Malaysia and Middle East.
USA.
either flameproof (EEx’d’) certified equipment or intrinsically Safe (Ex’ia’ or

K-LINE
From August 2003, the certification is ATEX. Regrettably there are many
EEx’ib’) circuitry. 4) ‘ITT Canon’ Electric System
idiosyncratic pin in use at many terminals, both old and recent.

The current SSL systems in use are

Generally the link supports:
L
L
1) Fibre optic Ship Shore Link System B C
- ESD Ship Shore M B E C F
M E F
G H
RED DOT - ESD – Shore-Ship D G A H K
D A K
- Telecommunication channels D J
J
D
- Additional Shore-Ship trips required by some US import terminals
1 - Test facilities
2 6 - Data transfer for mooring Load Monitor
APPROX - Connection identification Uses a MIL-STD 11 pin connector installed in safe area aft of accommodation
45MM DIA front on ship. Carries only telephone functions with ESD at these terminals
3
5
Standard practice is to ensure safe functioning during emergency breakaway of normally utilizing pneumatic umbilical.
4
a ship and thus, requiring all ESD circuits to be protected by intrinsically safe
(Ex’ia’) techniques. The telephone circuits which themselves cannot be passed These systems are in use in Taiwan, Indonesia and Japan.
through Ex’ia’ certified barriers are powered from shore and isolated by an
Ex’ia’ relays in shore which are switched by continuity loops in board. The
The Ship Shore Link was developed for Japanese receiving terminals in 1989 by principal protection is however Ex’ia’ not Ex’ia’
Sumitomo and later by Furukawa. Seatechnik-NFI developed a system in 1996 These systems are in use in Atlantic, Europe, Mediterranean, Africa, Middle
which was certified by Oman LNG as compatible. The system uses a 6-way East and India.
fibre-optic connector to carry full duplex signals as:

- 4 channels of Telephone/Date
- Ship-shore and shore-ship emergency shutdown ESD

IMO No. 9355379 4 - 98 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
2. Ship Shore Link System, Fibre-Optic Ship-Side System ESD Status Lamp Operation Fibre Optic & Electric SSL/ESD SHIP SIDE BOX

Normal Green
1) General
Fault (Abnormal) when no ship Yellow
A Fibre-Optic Ship-Shore Link (FO SSL) comprising 4 channels of multiplexed Fault (Abnormal) with ship Yellow & Red
communications/data, ship-shore and shore-ship Emergency Shutdown (ESD) is ESD Red
in use at 55% of LNG Terminals worldwide and almost all the Japanese import
terminals.
No operator actions are required during system operation between the ship

SAMSUNG
& shore.
The original Ship-Shore Link system was developed in Japan by Sumitomo and
manufactured by Furukawa Electric Ltd. In 1996, UK partner’s seatechnik-NFI
b) Fault Alarm Output
for the Das Island export terminal developed a totally compatible but
significantly improved system.
A fault alarm output is issued in the following situations :
y Supply Voltage Abnormal
The shipboard system and terminal systems are identical other than the
y Optical failure
transposition of frequencies of the telecommunications transmit and receive The connection box includes a hinged lockable door and is made entirely from
y TEL I/F module operation faulty, i.e. Tx or Rx carrier frequency
channels and the need for a special fibre-optic cable reel on the shore and 316 stainless steel.
failure on any channel ship or shore
selector switches for the shipboard installation between port & starboard.
y ESD module faulty
The following connectors are included in the connection box :
y No ESD carrier signal from shipside
The system comprises:
y Pyle 37-way receptacle – 1set
c) Fail-Safe Features
Control Enclosure usually located in or adjacent to the cargo control y Pyle 4-way receptacle – 1set
room y Miyaki 6-way – 3sets

K-LINE
For Fail-Safe operation, the control system includes the following
Fibre Optic cable from Control Enclosure to shipside boxes for fibre y FO receptacle (NFI FURUKAWA) – 1set
features :
optic connector. y Strainstall connector – 1set
y Incorporated spare photo-couplers
Shipside boxed port and starboard for 6-way fibre optic connectors y Frequency checking circuits
to shore System 3) Loop-Back Connector (Check Plug)
y Ship side output circuit has double output contacts available
Hotline Telephone Seatechnik CTS-HP3 Iwatsu compatible Hot- y ESD signal (panel output contacts : open) issued in the case of
phone The loop-back connector is used to carry out local functional test of the system.
failure mode
Test unit a passive loop back test unit or an active EEx’d’ It allows a full test to be carried out from the electrical telephone and ESD
All outgoing contacts fail open with a control system fault condition of :
simulator, which electrically simulates a shore inputs , via the cable, up to the shipside combination connector (mounted in the
y Cable failure
system connector box) without the need for the vessel to be alongside a jetty.
y System failure
y Power loss
The system developed by Seatechnik/NFI in 1995-96 is 100% guaranteed 4) Hotline Telephone unit
y Optical plug disconnected
compatible, both electrically and mechanically with the shore systems provided
by seatechnik-NFI and it has also formally been proven compatible with the The dial-less version of the CTS-HP-3 uses two push buttons, Call and Signal.
d) Telephone Operation
Furukawa Japanese developed system in use in terminals worldwide.
The SeaTechnik Hotphone consists of the telephone body and handset, an
During normal operation the indicators display the status of each
The Seatechnik Dual Mode CTS-HP3 is a special signaling Iwatsu compatible external power-supply and an external speaker.
telephone channel received from the ship and shore as follows;
Hot-phone which can be switched to operate in standard (private line-48V DC/
78V AC signaling mode). This means only 1 hotline phone is necessary for the The SeaTechnik Hotphone supports the following functionality for a maximum
Green Indicator : Frequency carrier present of 3 inters connected Hotphones :
control room.
Amber Indicator : Frequency carrier missing or faulty
2) Operation z Call The terminal Hotphone(s) are called by lifting the handset and
pressing the call button whilst the caller speaks into the mouth piece.
a) ESD Operation These actions result in the caller being heard at the called phones, and a
ESD operation is by means of a 5 kHz or 10kHz signal. visual indication. A two way conversation can commence when the
Operation of the ESD system front panel status lamps are as follows. handset on one of the called phones is lifted.

IMO No. 9355379 4 - 99 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
z Signal The terminal Hotphone(s) are signaled by lifting the handset and 1) Configuration of 37-way connector Telephone Channel allocation
pressing the signal button. These actions result in an audible tremolo y CH1 : MLM Modem signal – Rx(Receiver) data only
sound and a visual indication at the signaled phones. A two way Telephone circuits are isolated by most shore systems via relay contacts, y CH2 : Interphone audio signal (Hotline telephone)
conversation can commence when the handset on one of the signaled normally open. y CH3 : PSTN Public telephone audio signal
phones is lifted. y CH4 : PABX Plant telephone audio signal
The ship is fitted with one 37-way Pyle Receptacle for the comms/ESD circuits
5) PABX/Public Telephones and one 4-way Pyle Receptacle whose pins are grounded to the ship’s structure. Functionality
y A receive function, which accepts signals from the optical
Standard type European telephones for 48 V DC operations with on-hook line 2) Umbilical cable Pyle-Pyle transducer and demodulates the four telephone channels.

SAMSUNG
impedance of 6000 ohm will be supplied. Line termination shall be by RJ11
standard type socket outlet (USA/International). It is a Requirement of some terminals that the ship provides the ship-shore y A transmit (Tx) function which interfaces to the four
The telephones may be mounted on the console. They will be connected into umbilical cable, which is fitted at each end with 37-way Pyle National Plugs. communication channels on the ship. The channels are modulated
the Fibre optic ship-shore link cabinet and switched by internal circuitry within and multiplexed and output as a signal capable of driving the optical
the Fibre optic ship-shore link cabinet. The electric system selector is 3) Electric Systems Explosion Proof (Ex’d;) Pyle National Connector-type transmitter.
controlled by a yard supplied FO-EL selector switch fitted to the Cargo Control
console. A 37-way Pyle National Connector system is fitted at port and starboard y A carrier detect, test function, which detects the presence of each Tx
manifold area. The main protection is made by a single explosion proof and Rx carrier frequency signal. The Tx or Rx test function is
3. Ship Shore Link System, Electric Shipside System connector for both ISESD and non-IS telephone circuits. These circuits are controlled and displayed on the C & A module as follows
mixed in a single multicore cable.
The Ship-Shore Link Control Panel, for Emergency Shut Down System (ESDS) &
Carrier Signal Detected Normal (Green) LED
Communications, is supplied for complete compatibility with the Middle Eastern WARNING
and Atlantic Basin import LNG Terminals. These systems are used in 30% of all 4-way earth bonding connectors are provided but not used due to SIGTTO Carrier Signal Missing Fault (Amber) LED
LNG terminals as either a main system or as a back-up system. The system regulations recommending they are not to be used

K-LINE
handles;
4) Control Enclosure Ship-Shore Receive Ship-Shore Transmit
Channel
z 4 telephone channels carriers carriers
z Single ship-shore and Shore-ship ESD volt free contact signals The NFI-Seatechnik system is installed in a Control Enclosure, which is now
1-Data Channel 18 kHz 78 kHz
designed for front access only.
The main Fibre Optic Ship Shore Link system (FO-SSL) is used in conjunction 2-Hot line phone 30 kHz 90 kHz
with this Electric ESD system (PNC). This standard unit is an IP55 steel enclosure with part glazed front door panel.
3-Public phone 42 kHz 102 kHz

The system relies on Pyle National Ex’d flameproof connectors for connection of The internal equipment includes: 4-Internal phone 54 kHz 114 z
the shore cable the ship shore interface and, once connected to the ship, at the shore y 4 off full duplex Telephone Interfaces(Tel/IF)
receptacle at the shore cable reel. The system uses a 37 way Pyle National y 1 full duplex ESD Interfaces-ship-shore and shore-ship
b) ESDS Module
telecommunications and ESD digital and a 4∼20 mA ship analogue process signal. y Electrical/Optical interface unit to connect to cabling
The 37 pin connector is fitted to the end of a cable reel on which the shore end is y Port starboard selection panel
The ESD signal functionality is divided into three operating regions :
provided with a second connector provided by NFI. The telephones on the ship are y Dual Redundant Power Supply
connected to the shore and are not powered from shipboard supplies. y Control & alarm module
y Normal (Healthy) ; This condition exists when the frequency tone
emitted from the shore to ship and received by ship from shore is in
There is a 4 way earth connector fitted from ship-shore as used on some European The system is designed for ship or shore use, and complies with IEC-945 for
the region 10 kHz +/- 1kHz.
terminals, but this contravenes current OCIMF and SIGGTO regulations and is not shipboard equipment. The equipment complies with SIGTTO July 1987
y Signal Fault ; This condition exists of no tone is received or if the
recommended unless insisted upon by the terminal. recommendations.
signal is outside the Normal and ESD conditions. This may occur if
the FO connector is removed or a core is broken.
A 50 m umbilical is fitted to enable ship-to shore linking. Ship supply is required a) TEL/IF Module
y ESD (Trip) ; This condition exists when the frequency tone emitted
by some terminals.
from the shore to ship and received by ship from shore is in region 5
The TEL/IF module provides four full duplex telephone communication
kHz +/- 1kHz.
channels, which are modulated and multiplexed for transmission over the
fibre optic link

IMO No. 9355379 4 - 100 Part 4 Cargo System / Issus 1

The shore who also determines procedures and limits in case of the onset of
adverse weather normally sets mooring configurations/patterns. Shore based
Mooring Line Monitoring Systems (MLM) are present at many LNG terminals.
In some cases Mooring Load Monitor data can be transmitted to the ship in order
that the ship’s staff can be aware of mooring loads and the shore-set limits to
normal loading.

SAMSUNG
1. Mooring Load Monitor Fixed Repeater - Hardware

Mooring data is received from the MLMS via an RS232 serial communications
port either via the Ch 1 FO Ship-to-Shore Link (SSL) or a direct serial interface
SSL cable.

The MLM-Vessel Repeater accepts mooring data from the MLMS and presents it
on the Graphical User interface (GUI). MLM-Vessel Repeater includes a database
of the vessel information, a table of port specifications as per the SIGTTO data and
a table to store mooring patterns for each jetty. The database is customized for each Creating and Saving a Mooring Pattern
vessel by H&M. MLM Vessel Repeater Window
The MLM-Vessel Repeater system runs on dedicated PC supplied by Seatechnik. 3) Mooring Patterns
CPU: Pentium III or Pentium 4 1) Load Histograms
A graphical representation of the preferred mooring pattern may be
Ram: 256Mb The mooring line loads are displayed graphically as histograms.
created, saved edited, recalled or deleted for each jetty. Dragging a line

K-LINE
Serial Ports: 2 x RS232 (9 pin) The histograms are grouped by dolphin and are individually labeled.
from a hook to a fairlead position draws a mooring line. Right-clicking on
Display: 1024 x 768 Pixels 256 colour The histograms change colour according to the status of the hook loads.
the fairlead allows a choice of which line to remove. Continue drawing or
Operating System: Win 98, NT4, MS-2000 or Windows XPPro deleting lines for each active hook until the mooring pattern is completed.
Once complete the pattern can be saved for this jetty
2. Mooring Load Monitor Fixed Repeater - Software

NOTE
The graphical images contained in this document are indicative only and the
Delivered Software Graphics may vary.

The operator interface to the Mooring Line Monitoring System displays

the data in a separate window. The figure below shows a typical screen
layout.
Mooring load monitoring is always active once a jetty has been selected.
The load-bar graphs show the current line loads, without further operator
intervention.

Histograms with numerical load readout on and off

2) Numerical Load Display

The line tension can be viewed numerically on the pedestal. The readout
in a pedestal, below the histograms, can be toggled on and off by left-
clicking the pedestal with the mouse.

IMO No. 9355379 4 - 101 Part 4 Cargo System / Issus 1

General Description
Test Gag
Each cargo tank is fitted with two pressure/vacuum relief valves as required by the Exhaust Tube
IGC code. The IBS and IS are each protected by two pressure relief valves per cargo

Off Set 20
tank. The valves are manufactured by Fukui Seisakusho Co., Ltd. and are designed
specifically to work on marine based LNG systems. Adjust Screw

SAMSUNG
Check Plate
4.15.1 Cargo Tank Relief Valves
(See Illustration 4.15.1a) Diaphragm

Specification
Manufacturer: Fukui Seisakusho Co., Ltd.
Design Type: Pilot Operated
Type & Size: PSL-MD13-131-NS1(B), 10”x12”
Number of sets: 8
Number per tank: 2
Pilot Valve
Tag No. : CR100, 200, 300, 400, 101, 201, 301, For Test Connection
401 RC 1/2

For Manual Lifting Device

Setting Value Connection RC 1/2

K-LINE
Diaphragm Retainer Set Plate
Set Pressure 25 kPa
Closing Pressure 22 kPa (g)
Required Capacity 26000 Nm3/h
Relieving Capacity 26050 Nm3/h
Relieving Pressure 0.1313 MPa(a)

The cargo tank relief valves are fitted at the liquid domes of each tank and vent to
their associated vent mast riser. A cargo tank pressure sensing line relays the
Supply
pressure directly to the pilot operating valve. In this manner, accurate operation at
Pipe
the low pressures prevailing inside the tank is assured.

The cargo relief valves are set up initially by the manufacturers for the requirements
on the ship. If overhaul of the valves by ship’s staff is carried out, the valves must
be checked and reset to the original settings (See manufacturer’s instructions for
Nozzle
details).

It is extremely important that the vent mast is checked on a regular basis and
drained of any accumulation of water. This is to ensure that the relief valves operate
at their correct settings, which would otherwise be altered if water were to
accumulate in the vent mast and flow into the valve assembly.

IMO No. 9355379 4 - 102 Part 4 Cargo System / Issus 1

Specification Test Gag

Exhaust Tube
Manufacturer: Fukui Seisakusho Co., Ltd.
Design Type: Pilot Operated
Type & Size: PSL-MD13-131-S1(B), 2” X 3”

Offset 20
Number of units: 16 Adjust Screw
Number per tank: Inter Barrier Space: 8

SAMSUNG
Insulation Space: 8 Check Plate
Tag No. : IBS type: CN102, 202, 302, 402, 104, 204, 304,
404 Diaphragm
IS type: CN101, 201, 301, 401, , 103, 203, 303,
403
Setting Value

I.B.S I.S
Set Pressure 3 kPa 3.5 kPa
Closing Pressure 1.8 kPa 2.1 kPa
Required Capacity 240 Nm3/h 170 Nm3/h
Relieving Capacity 382 Nm3/h 544 Nm3/h
Relieving Pressure 0.1049 MPa(a) 0.1055 kPa(a)
Pilot Valve

K-LINE
The IBS and IS are protected by 4 relief valves per cargo tank.
Vent Tube

Field Test Valve

A gas detection line is lead out from below the valves, (one point for the I.B.S and
one point for the I.S per cargo tank) to the gas monitoring system, to give a constant
indication of the atmosphere inside the I.B.S and I.S.
For Test Connection
Rc 1/2
The I.B.S relief valve vapour outlet is led to a separate vent line, which runs up
alongside the associated vent mast. This is to prevent any counter pressure or back
flow from the main vent mast should the cargo tank relief valves lift, or from the
nitrogen snuffing system.

It is extremely important that the vent line is checked on a regular basis and drained
of any accumulation of water. This is to ensure that the relief valves operate at their
correct settings, which would otherwise be altered if water were to accumulate in
Supply Pipe Main
the vent mast and flow into the valve assembly.
Valve
The I.S relief valves vent directly to deck, via a downward facing tail pipe. It is not
necessary for these to be led to a vent mast as the likelihood of LNG vapour in the
insulation space is very remote.

The I.B.S and I.S valves are set up initially by the manufacturer for the requirements
on the ship. If overhaul of the valves by ship’s staff is carried out, the valves must
be checked and reset to the original settings (See manufacturer’s instructions for
details).

IMO No. 9355379 4 - 103 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4.15.3 Cargo Tank and Insulation Space Relief Valves Operating Furthermore, pressure is also directly introduced to the boost chamber from the Therefore, the disc of the pilot valve is caused to slightly open, thus allowing a
Principle pressure intake line in order to always equalize it with the system pressure. In this small amount of flow to the pilot line, which is then discharged through the outlet
condition, the system pressure (PO), the dome pressure (PD), the sensing pressure of the pilot valve. The flow caused by this discharge process brings about pressure
The following designations are described as below. (PS) and the boost pressure (PB) are all the same, as expressed in the following loss at the adjusting needle (A), causing pressure drop of the sensing chamber.
formula.
PO: System pressure This pressure drop in turn destroys the pressure balanced condition between the
PD: Main valve dome pressure PO=PD=PS=PB sensing chamber and the boost chamber, causing an upward load [AS x PS + AB x
PS: Pilot sensing pressure (PB-PS)] to be produced.
PB: pilot boost pressure Since the main valve is so designed that the pressure receiving area of the piston
AO: Pressure receiving area of main valve disc (AD is larger than that of the disc (AO), the disc of the main valve is firmly As a result, the pilot valve is fully opened. Namely, the following relation is

SAMSUNG
AD: Pressure receiving area of main valve dome pressed against the nozzle seat by the load obtained by (AD-AO) x PO. established.
AS: Pressure receiving area of sensing diaphragm
AB: Pressure receiving area of boost diaphragm In the pilot valve, the sensing chamber and boost chamber are balanced in pressure F + △F < AS x PS + AB (PB-PS)
and the force which acts to open the pilot valve is the one obtained by multi-
1. Over Pressure Function playing the pressure receiving area of the sensing diagram (AS) with PS. The Where;
following relation is maintained for the pilot valve. △F is an increased portion of load by lift of the pilot valve.
Valve Closed Condition
Spring Load F > AS x PS Operation of Main Valve
Blowdown Adjustments
A : Adjusting Needle Blowdown Adjustments
Spring Load F B : Fixed Needle Operation of Pilot Valve
A : Adjusting Needle
Spring Load F B : Fixed Needle
Blowdown Adjustments
A : Adjusting Needle
Sensing Diaphragm Spring Load F B : Fixed Needle

Sensing Chamber Sensing Diaphragm

K-LINE
PS AB Sensing Chamber
Sensing Diaphragm PS
PB
Boost Diaphragm
Sensing Chamber PB
A Boost Chamber Boost Diaphragm
PS
A Boost Chamber
PB
B Main Diaphragm Boost Diaphragm
B Main Diaphragm
Dome A Boost Chamber
PD
AD Dome
B Main Diaphragm

Dome
PD

Main Valve Disc

AO
Main Valve Disc
PO
PO
Primary Pressure Intake Line
Primary Pressure
Primary Pressure Intake Line
- Fig. 1 - PO Primary Pressure

Primary Pressure Intake Line

- Fig. 3-
Pressure is supplied to the dome chamber of the main valve from the pressure Primary Pressure
intake line of the primary side through the adjusting needle (A) and the fixed - Fig. 2 - Since the flow rate of fluid discharged from the pilot valve is larger than that of
needle (B), and then to the sensing chamber from downstream of the adjusting fluid flowing into the dome chamber through the adjusting needle (A) and the fixed
needle (A). When the primary pressure reaches the set pressure, the following relation is needle (B) due to the full lift of the pilot valve, the dome chamber pressure drop.
established. Owing to this pressure drop of the dome chamber, the disc of the main valve is
Spring Load F < AS x PS lifted by the system pressure, attaining a full lift at the specified pressure.

IMO No. 9355379 4 - 104 Part 4 Cargo System / Issus 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Closing of Pilot Valve 2. Vacuum Pressure Function Operation of Main Valve

Blowdown Adjustments Valve Closed Condition When the primary pressure reaches the set pressure of vacuum, the following
A : Adjusting Needle
Spring Load F B : Fixed Needle
relation is established.
Pressure is supplied to the dome chamber of the main valve from the pressure
intake line of the primary side through the adjusting needle (A) and the fixed Spring Load F > AS x PS
Sensing Diaphragm needle (B), and then to the sensing chamber from downstream of the adjusting
needle (A). Therefore, the value of AS x PS is minus. So the pilot valve does not operate.
Sensing Chamber
PS
Blowdown Adjustments (AD-AO) x PO > Dead weight disc assembly

SAMSUNG
PB A : Adjusting Needle
Boost Diaphragm Spring Load F B : Fixed Needle
A Boost Chamber The disc of the main valve is lifted by the atmospheric pressure, attaining a full lift
at the specified pressure.
B Main Diaphragm
Sensing Diaphragm
Blowdown Adjustments
Dome
As Sensing Chamber A : Adjusting Needle
Spring Load F B : Fixed Needle
PS AB
PB
Boost Diaphragm

A Boost Chamber Sensing Diaphragm

As Sensing Chamber
B Main Diaphragm
PS AB
Dome
PB
PD Boost Diaphragm
PO AD
A Boost Chamber

K-LINE
Primary Pressure Intake Line
Primary Pressure Main Diaphragm
B

Dome
- Fig. 4-

When the system pressure approaches the specified reseating pressure, the spring AO

load begins to overcome the system pressure again, causing the disc of the pilot PO

valve to go down and reseat. At the same time when the disc reaches the nozzle Primary Pressure Intake Line
seat, the pressures in the sensing chamber and the dome chamber are recovered to Primary Pressure
the system pressure, with the disc of the main valve correspondingly re-seated at - Fig. 5-
the nozzle seat, returning to the condition as shown in Fig.1.
Furthermore, pressure is also directly introduced to the boost chamber from the PO
pressure intake line in order to always equalize it with the system pressure. In this Primary Pressure Intake Line
condition, the system pressure (PO), the dome pressure (PD), the sensing pressure Primary Pressure
(PS) and the boost pressure (PB) are all the same, as expressed in the following - Fig. 6-
formula.

PO=PD=PS=PB

Since the main valve is so designed that the pressure receiving area of the piston
(AD is larger than that of the disc (AO), the disc of the main valve is firmly
pressed against the nozzle seat by the load obtained by (AD-AO) x PO.

In the pilot valve, the sensing chamber and boost chamber are balanced in pressure
and the force which acts to open the pilot valve is the one obtained by multi-
playing the pressure receiving area of the sensing diagram (AS) with PS. The
following relation is maintained for the pilot valve.

Spring Load F > AS x PS

IMO No. 9355379 4 - 105 Part 4 Cargo System / Issus 1

Each section of the cargo pipe work, except the vapour line that can be isolated by
two valves, has an overpressure relief valve fitted. The cargo manifold relief lines,
the cargo machinery space relief lines and No.3 & 4 cargo tanks relief lines are led
to No.3 & 4 vapour domes. No.1 & 2 cargo tank relief lines are led to No.1 & 2
vapour domes.

Specification

SAMSUNG
Manufacturer: Fukui Seisakusho Co., Ltd.
Design Type: Conventional
Type & Number of units: REC131-S1(E) x22EA
Type & Number of units : REC131-S1(N) x 20EA
Tag No. : (E) type : CR700, 703, 013, 023, 033, 043,
014, 024, 034, 044, 103, 203, 303, 403,
904, 905, 071, 701, 702, 704, 706, 902
(N) type: CR011, 021, 031, 041, 012, 022,
032, 042, 901, 903, 701, 711, 205, 305,
405, 102, 202, 302, 402, CN516

Setting Value

CR 205, 305,

K-LINE
Tag No. The others 405, 903, CR706 CN516
901, 905
Set Pressure 1000 kPa
1200 kPa 1200 kPa 60 kPa

Closing
900 kPa 1080 kPa 1080 kPa 40 kPa
Pressure
Required
5800 Nm3/h 1000 Nm3/h 5500 Nm3/h 180 Nm3/h
Capacity
Relieving
6844 Nm3/h 1527 Nm3/h 897 Nm3/h 237 Nm3/h
Capacity
Relieving
1.2013MPa(a) 1.4213MPa(a) 1.4213MPa(a) 0.1673MPa(a)
pressure

IMO No. 9355379 4 - 106 Part 4 Cargo System / Issus 1

SAMSUNG
5.5.2 Ballast Exchange System ..................................................... 5 - 22
5.6 Loading Computer........................................................................... 5 - 23
5.6.1 ON-Line and OFF-Line Mode ............................................. 5 - 23
5.6.2 Software Configuration ........................................................ 5 - 23
5.6.3 Explanation of the Ship Manager Screen ............................. 5 - 25
5.6.4 Operation Explanation ......................................................... 5 - 26
5.7 Bilge System for Cargo Compressor Room .................................... 5 - 28
5.8 Control and Instrument Air System ................................................. 5 - 29
5.9 Compressed Air System .................................................................. 5 - 31
5.10 Emergency Air System .................................................................. 5 - 32

Illustration
5.1a Temperature Sensors in Cofferdams, Trunk Deck and Duct Keel ... 5 - 1
5.1b Temperature Sensors on Secondary Barrier..................................... 5 - 2

K-LINE
5.1c Cargo Tank Temperature.................................................................. 5 - 3
5.2a Insulation Space Nitrogen Control System ...................................... 5 - 5
5.2b Barrier Space N2 Pressurization Control ......................................... 5 - 7
5.3.1a Glycol Water Heater ..................................................................... 5 - 9
5.3.2a Cofferdam Glycol Heating System ............................................. 5 - 11
5.3.3a Hull Ventilation........................................................................... 5 - 15
5.4a Auxiliary Fresh Water Cooling System ......................................... 5 - 17
5.5a Ballast System ............................................................................... 5 - 19
5.5.2c Sequence of Ballast Exchange .................................................... 5 - 21
5.7a Bilge System for Cargo Compressor Room................................... 5 - 27
5.8a Control and Instrument Air System A............................................ 5 - 29
5.8b Control and Instrument Air System B ........................................... 5 - 30
5.9a Compressed Air System................................................................. 5 - 31
5.10a Emergency Air System ................................................................ 5 - 32

Part 5
Cargo Auxiliary and Ballast System
IMO No. 9355379 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 5.1a Temperature Sensors in Cofferdams, Trunk Deck and Duct Keel

5℃ for in Cofferdam
(Adjustable)
5℃ for in Cofferdam TIC TAL -10℃ for in Duct Keel
(Adjustable) IAS IAS (Adjustable)
-20℃ for in Trunk Deck
AFT PORT (Adjustable)
me
Liquid Do
Starboard TE

SAMSUNG
9

TIAL TE TIAL
CH106 1 CTn08
TIAL
CH204
TIAL TE TIAL
CH304 TIAL 10 CTn07
TE
4 CH405 No.4 Tank Only
TIAL
CH404

TE TIAL
2 CH107
TIAL
CH205
TIAL
FWD
TIAL CH305
TE
No.4 Tank Only CH408 5

K-LINE
TIAL
CH407

TE TIAL
TIAL TE 11 CH101
CH108 3
TIAL
TIAL CH201
CH206
TIAL
TIAL TIAL CH301
TE
CH306 No.1 Tank Only CH102 14 TIAL
TIAL CH401
CH406 TIAL TE
CTn11 6 Pump Tower Temperature Sensors In Cofferdam (Tank AFT)
Base Support - No.1, 2, 3 Tank : TE1, TE2, TE3
TIAL TE - No.4 Tank : TE1, TE2, TE3, TE4, TE5
CH103 12

TIAL Temperature Sensors In Cofferdam (Tank FWD)

CH202 - No.2, 3, 4 Tank : TE11, TE12, TE13
TIAL - No.1 Tank : TE11, TE12, TE13, TE14, TE15
TIAL TE CH302 TIAL
TE
CTn09 7 15 CH105 No.1 Tank Only Temperature Sensors on Double Hull
TIAL
CH402 - In Duct Keel : TE6, TE7
- In Trunk Deck : TE9, TE10

TE TIAL n = Cargo Tank Number

13 CH104
TIAL
CH203
PORT
TIAL
CH303
TIAL
Starboard CH403

IMO No. 9355379 5-1 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 5.1b Temperature Sensors on Secondary Barrier

TI TAL -150℃ n = Cargo Tank Number

IAS IAS (Adjustable)
AFT PORT Temperature Sensors on Secondary Barrier In Primary Space :
me - 1A (For Service)
Starboard Liquid Do - 1B (For Stand-by)

Temperature Sensors Under Secondary Barrier In Secondary Space :

- 2A, 3A, 4A, 5A, 6A, 7A, 8A (For Service)
- 2B, 3B, 4B, 5B, 6B, 7B, 8B (For Stand-by)

SAMSUNG
Temperature Sensors Under Primary Barrier In Primary Space :
- 9A, 10A (For Service)
- 9B, 10B (For Stand-by)
Top
6A 6B Upper Chamfer Temperature Sensors on Side Wall In Secondary Space :
5A TIAL - 16A (For Service)
AFT CTn02 - 16B (For Stand-by)
TIAL 7A 5B
CTn16
TIAL
7B CTn01

FWD

K-LINE
Side Wall Side Wall (Hull)
TIAL 4A 16A TIAL
Bottom CTn03 CTn15

9A TIAL 4B 16B
CTn19

Bottom 9B
10A TIAL FWD
CTn18 Lower Chamfer
8A TIAL
10B Bottom TIAL 3A CTn06
CTn04
1A 1B 8B
3B

TIAL
CTn17
Bottom
2A 2B

TIAL
CTn05

PORT

Starboard

IMO No. 9355379 5-2 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Part 5 : Cargo Auxiliary and Ballast System Illustration 5.1c Cargo Tank Temperature

5.1 Temperature Monitoring System SI

CM004
Serial Interface
1. General Description

Temp
Monitoring equipment is provided in the CCR for the secondary insulation barrier CTS
END 10% 50% 80% 95% 100% CTn21
and inner hull temperatures, to give warning in case of failure of insulation or
TI TI TI TI TI TI API
leakage of the primary insulation barrier.

SAMSUNG
CTS CTS CTS CTS CTS CTS CTS
TE
Each sensor is of the PT100 resistance type. The sensors are installed in the
secondary insulation barriers and alongside the inner hull associated with each Gas Dome
cargo tank. The temperature range of each sensor is: -200 °C to +100 °C. Back-up

The secondary insulation barrier thermocouples (sensors) are installed at 7pairs

around the space as shown, all 14 of them in pairs. Main

For the inner hull temperature measurement there are 11 sensors in each tank.
Three(3) are located along the bottom of the tank in the pipe duct and two(2) n = Cargo Tank Number (1,2,3,4)
sensors are located in the trunk deck. In the cofferdam spaces there are 3 Maker Supply Instruments
temperature sensors on each of the forward and aft bulkheads.
Liquid Dome
In the No.1 cofferdam space there are 2 temperature sensors added on the forward

K-LINE
bulkhead. Trunk Deck
Under Deck Under Deck
Passage Way Passage Way
100%
In the No.4 cofferdam space there are 2 temperature sensors added on the aft
IS TE TE
bulkhead.
IBS
95%
The temperature measurements are indicated, for each sensor in service, in the TE TE
CCR via the IAS. Recording of these temperatures is also available via the IAS.
80%
The thermocouples for the secondary insulation barrier sensor alarm points are set TE TE
at -120 °C.
50%
TE TE
The thermocouples for the inner hull sensor alarm points are set at 0°C.
Cargo Tank
10%
Trend curves from the received data can be plotted via the IAS in the CCR. TE TE

END
TE TE

W.B.Tank Pipe Duct W.B.Tank

IMO No. 9355379 5-3 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual

SAMSUNG
This page is intentionally blank.

K-LINE
IMO No. 9355379 5-4 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 5.2a Insulation Space Nitrogen Control System

Flame Screen I.B.S. and I.S. Piping I.B.S. and I.S. Piping
Arrangement on Liquid Dome Arrangement on Gas Dome
Motor Room Cargo Mach. Room
Bulkhead Sealing Shaft Sealing A - E , F J L : N2 distribution of nitrogen at IBS bottom and stripping Q : N2 exhaust, safety vent and gas detection
of the leaked cargo in I.B.S. (Bottom AFT part) and portable gas sampling for I.B.S.
Oil Demiseter
M HDC G : Portable liquid level measuring (Bubbling Type) R : Pressure sensor connection to controller
CN908
and portable gas sampling for I.B.S. (Low point) and indicator for I.B.S.
H : N2 distribution at IBS top and portable gas S : N2 exhaust, safety vent and gas detection
sampling for I.B.S. (High point) and portable gas sampling for I.S.
M HDC I : Safety Valve connection for I.B.S. T : Pressure sensor connection to controller

SAMSUNG
CN907 & indicator for I.S.
V : N2 distribution in I.S. (Bottom through coffermdam AFT)
with portable liquid level gauge (Bubbling type) & Manual
CN917
CN918 sounding (AFT) and portable gas sampling for I.S.
N2 Supply for Drain Trap (Low point-FWD)
M LDC
CN906 CN915 K : Safety Valve Connection for I.S.
CN916
PI N2 Supply for G.C.U. Purging M : I.S. safety valve pilot portable gas sampling for I.S.
FM007 CN913 (High point)
CN914
CN553

From N2 Buffer CN514 CN515 VF N : I.B.S. safety valve pilot

Tank in M LDC N2 Supply for Overpressure Line Purging
Engine Room CN905 CN911 I.B.S. : Interbarrier space
CN512 CN511 CN510

CN910 CN912
FM008

I.S. : Insulation space

CN513 VF

N2 Supply for Eng. Purging

CN902
CN901

(PORT, FWD)
CN509

(PORT, AFT)
Manifold

Manifold
CN504

CN504
CN516
Sett.
0.6 Kpa
CN552

CN551

PI PI

To Gas To Gas To Gas To Gas

Detector Detector Detector Detector

K-LINE
CN401 CN301 CN201 CN101
CN435

CN335

CN235
CN416 CN407 CN415

CN316 CN307 CN315

CN216 CN207 CN215

CN116 CN107 CN115

CN410 CN405 CN409

CN310 CN305 CN309

CN210 CN205 CN209

CN110 CN105 CN109

PI PI PI PI
CN428

CN328

CN228

CN128
CN427

CN327

CN227

CN127
CN417

CN317

CN217

CN117
DPT PT PI DPT PT PI DPT PT PI DPT PT PI
CN455

CN456

CN457

CN355

CN356

CN357

CN255

CN256

CN257

CN155

CN156

CN157
CN135
CN411

CN311

CN211

CN111
CN403 CN425 CN303 CN325 CN203 CN225 CN103 CN125
CN445

CN345

CN245

CN145
CN446 CN346 CN246 CN146

CN137
CN505
For Deck
Store
CN337

CN237
CN503

CN501
K M S CN440 K M S K M S K M S
CN437

T T T T

Manifold (STBD, FWD)

Manifold (STBD, AFT)
AFT V W
FWD CN441 N2 V W V W V W
B/W B/W Purge
No.4 Liquid No.4 Gas CN442 Exh. No.3 Liquid No.3 Gas No.2 Liquid No.2 Gas CN136 No.1 Liquid No.1 Gas
IBS

IBS

IBS
IS

IS
Dome Dome for Dome Dome Dome Dome Dome Dome
CN450

CN336 CN236 I
IBS

IBS

IBS
IS

IS
CN443 Fuel N
I I I CN104
H G L J F E ........ A R Q CN436 Gas H G L J F E ........ A R Q H G L J F E ........ A R Q H G L J F E ........ A R Q
CN444 Line
N CN404 N CN304 N CN204
PI PI PI PI
CN431

CN331

CN231

CN131
CN451

CN452

CN453

CN351

CN352

CN353

CN251

CN252

CN253

CN151

CN152

CN153
CN432 CN430 CN332 CN330 CN232 CN230 CN132 CN130
N2 Mast
CN426 CN326 CN226 CN126
CN412 CN406 CN413

CN414

CN312 CN306 CN313

CN314

CN212 CN206 CN213

CN214

CN112 CN106 CN113

CN114
CN421

CN321

CN221

CN121
PI PT PT DPT PI PT PT DPT PI PT PT DPT PI PT PT DPT
CN422

CN322

CN222

CN122
CN419

CN319

CN219

CN119
CN433 CN333 CN233 CN133
CN408

CN308

CN208

CN108
CN420

CN320

CN220

CN120
FM504

FM503

FM502

FM501
F F F F
CN418

CN318

CN218

CN118
CN358

CN258
CN424

CN324

CN224

CN124
CN402 CN302 CN202 CN102
CN458

CN158
To Gas
To Spray Line To Gas Detector To Spray Line To Gas Detector To Spray Line To Gas Detector Detector To Spray Line

IMO No. 9355379 5-5 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
5.2 Insulation Space Nitrogen Control System For the insulation space (I.S) the pressure shall be maintained between 0.2kPa 4. Barrier Space Pressure Control
and 0.7 kPa above I.B.S pressure.
1. General The IAS controls N2 header pressure, Inter Barrier Space (I.B.S) N2 pressure and
The barrier space header control valve CN544 reacts to the demand on the Insulation Space (I.S) N2 pressure by PID controllers (See Illustration 5.2b – Barrier
Nitrogen is produced by nitrogen generators and stored in a pressurised buffer tank system and maintains the header pressure at 50kPa. Space N2 Pressurization Control).
in the E/R. It is supplied to the cargo side pressurization headers through make-up
regulating valves. It is also used for purging gas in the fuel gas line in the E/R with High/Low and differential pressure alarms are fitted to the pressure control 1) N2 header pressure control
N2. systems for each primary and secondary insulation space.
The IAS controls N2 header press via a PID controller.

SAMSUNG
From the headers, branches are led to the insulated spaces of each tank. Excess 2. Insulated Space Pressure Control
nitrogen is vented through exhaust pressure control valves of each tank vent mast 2) IBS N2 press control
from the I.B.S. Also insulation spaces excess nitrogen is vented atmosphere. 1) Nitrogen Supply System
The IAS provide 2 PID controller for each cargo tank.
Both I.B.S and I.S of each cargo tank are provided with pressure relief valves which Two (2) make-up control valves for each tank, one (1) for each inter barrier IAS control each cargo tank IBS N2 press by 2 PID controllers; one is for
open at a pressure, sensed in each space, of 3 kPa for the I.B.S and 3.5 kPa for I.S. and insulation space, shall automatically maintain a minimum pressure for IBS N2 supply valve control, and the other is for IBS N2 exhaust valve
In normal operation, the inter-barrier space and insulation space shall be purged each space. A by-pass valve shall be provided to each make-up valve. control.
with nitrogen in relation with atmospheric pressure variation and cooling or 2 PID controller use same PV (cargo tank inter barrier space N2 press), bat
warming of the spaces during loading or unloading. The inter-barrier space should The control valves shall be designed for the normal make-up flow rate to both PID controller are individual each other.
be continuously purged with nitrogen if gas is detected through a micro-leakage of the inter barrier and insulation spaces as well as for the make-up flow rate
the membrane. required for cargo tank loading and cooling down operations. 3) IS/IBS N2 differential pressure control

If a gas detector shows a gas concentration above 30% of volume in one (1) inter- Audible and visual alarms which are duplicated in the wheel house and the IAS provide 2 PID controller for each cargo tank.
barrier space through a micro-leakage of the welded parts of a membrane, this gas IAS and are activated in case of insufficient pressure in the pressurised IAS control each cargo tank IAS/IBS N2 diff. press by 2 PID controllers: one

K-LINE
concentration should be reduced by continuous nitrogen purging using the by-pass insulated spaces, shall be provided is for IS N2 supply valve control, and the other is for IS N2 exhaust valve
to the pressure control valve on the nitrogen supply line of this space in accordance control.
with the recommendation from GTT. 2) Venting system 2 PID controller use same PV (cargo tank inter barrier space N2 press), bat
both PID controller are individual each other.
The nitrogen is provided as a dry and inert medium for the following purposes: The venting system shall be consist of two (2) vent control valves for each
cargo tank, one (1) for each inter barrier and insulation space and a by-pass 4) IS/IBS N2 differential pressure monitoring
- To prevent formation of a flammable mixture in the event of an LNG leak. valve shall be arranged for each space. Valve operation shall be indicated in
- To permit easy detection of an LNG leak through a barrier. the IAS. Each vent control valve shall be dimensioned to handle the IAS calculate each cargo tank IS/IBS N2 diff. press by using each IS N2 press
- To prevent corrosion. maximum nitrogen flow rate. and IBS N2 press for indication.

2. Insulated Spaces 3. Nitrogen Barrier Space Header and I.B.S / I.S Alarms

There are two (2) different spaces located between the primary barrier and the inner High pressure alarm: 1.5 kPa
I.B.S pressure
hull. Low pressure alarm: 0.2 kPa
High pressure alarm: 2.5 kPa
I.S pressure
- The inter barrier space (I.B.S) between the primary and secondary barrier. Low pressure alarm: 0.3 kPa
- The insulation space (I.S) between the secondary barrier and the inner hull. Differential pressure between I.B.S
Low pressure alarm: 0.0 kPa
and I.S.
These two (2) spaces shall be maintained under a dry and inert atmosphere using High pressure alarm: 55 kPa
Nitrogen main line pressure
nitrogen gas. The pressure in these spaces shall be regulated at a pressure slightly Low pressure alarm: 20 kPa
above atmospheric pressure in order to prevent any air ingress.
The O2 content shall not exceed 5% by volume.
For the inter barrier space (I.B.S) the pressure shall be maintained between 0.5kPa Nitrogen shall be used for inerting; O2 content and CH4 concentration shall be
and 1.0kPa above atmospheric pressure. checked at regular intervals.

IMO No. 9355379 5-6 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 5.2b Barrier Space N2 Pressurisation Control

IAS PV PV PV PV PV

N2 HEADER IBS N2 SUPPLY IBS N2 EXHAUST IS N2 SUPPLY IS N2 EXHAUST

CONTROL CONTROL CONTROL CONTROL CONTROL
SP SP SP SP
PID PID PID PID PID

SAMSUNG
[REVERSE] [REVERSE] [DIRECT] [REVERSE] [DIRECT]
[DIRECT]

<NG040> <CHxxx> <CHxxx> <CHxxx> <CHxxx>

IS/IBS
DIFF.
PRESS
HIGH/LOW HIGH/LOW HIGH/LOW HIGH/LOW <CHxxx>
LIMIT LIMIT LIMIT LIMIT x-y
x y

K-LINE
IS/IBS
PT PT DPT DIFF. PT
IBS SUPP. IS SUPP. PRESS
V/V V/V
kPa
Pressure
kPa 3.5 Relief Valve
Pressure
3.0 Relief Valve
Open
IBS

IBS
Gas PAH
IS

IS
Liquid Dome 2.5
Dome

2.0

PAH
1.5 1.5 kPa
N2 SUPP. LINE
IBS EXH. IS EXH. Set Point
V/V V/V Exhaust
PT 1.0
1.0 Control Valve 1.0
Operating Set Point
N2 HEADER 0.7 0.7
Exhaust
Range Set Point
Supply Operating Control Valve
0.5 Range
Control Valve PAL Set Point
0.2 0.3
TO OTHER N2 EXH. LINE 0.2 0.2 Supply
PAL Control Valve
CARGO TANK 0.0 0.0 0.0
DPAL
N2
TO VENT MAST IBS IS Diff. Pressure
BUFFER TANK Pressure Control Pressure Control with IBS

IMO No. 9355379 5-7 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual

SAMSUNG
This page is intentionally blank.

K-LINE
IMO No. 9355379 5-8 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 5.3.1a Glycol Water Heater

To Be Located
In Safe Area Flame Screen

Electric Moor Room

Key
(50)

(65)

(65)
Main Line

SAMSUNG
(65)
Stand-by Line
Steam Line
Fresh Water Line
Glycol Air Line
Glycol Water The Detecting Device
Reservoir Shall Not Be Provided.
Expansion Tank
(4.5 m3)
(1.0 m3) ST581F
LAL (25)
CH038 Steam
GH631F ST591F ST582F ST551F ST583F Inlet
Steam Inlet
(50)

PT
(25)

GH629F
From Cargo Steam System PI
GH632F

Sett. Press.
TIAL PIAL 0.6 MPa.G TIC TIAH TSHH
CH025 CH039 CH030 CH029 CH043

(50)
(65) Air Separator
TE PI PI PT PI TI PI TI TE TE TS

(40)

(65)
K-LINE
From Cofferdam GH608F GH605F (65) No.1 Glycol GH602F GH601F To Cofferdam
A (Ill. 5.3.2a) GH607F Water Heater (Ill. 5.3.2a) D
GH606F

GH622F
No.1 Glycol Water
GH603F
From Circulating Pump
ST586F
(25)

Comp. (30 m3/h x 30 MWC)

(25)
Air
GH633F

Air Filter & Steam

Regulator ST587F ST552F ST588F Inlet
(25)

(25)
(25)
AR551F PI
WG540F
(25)

F.W.
GH624F

Filling Sett. Press.

TIAL PIAL 0.6 MPa.G TIC TIAH TSHH
CH035 CH040 CH034 CH033 CH044

(50)
Pneumatic Pump (65)
(25)

GH627F

GH623F

(2 m3/h x 10 MTH) TE PI PI PT PI TI PI TI TE TE TS

(40)
From Cofferdam GH618F GH615F (65) No.2 Glycol GH612F GH611F To Cofferdam
The top of the tanks
Scale Mixing Tank to be opened. B (Ill. 5.3.2a) GH617F Water Heater (Ill. 5.3.2a) C
GH616F
750

Board (0.2 m3) When not in use.

It will be covered by No.2 Glycol Water
(600A 9.5T, 750L) GH613F
st. steel cover. Circulating Pump
(30 m3/h x 30 MWC)
Drain
GH625F

Plug
(25)

(M24)
(25)

GH626F
(40)

IMO No. 9355379 5-9 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
5.3 Cofferdam Glycol Heating System 5) Repeat until the glycol water expansion tank is full and repeat steps 1) ~ 2. Topping up Procedure
4) whenever the glycol water expansion tank level falls low.
5.3.1 Glycol Water Heater If the level falls in the glycol water expansion tank, it must be replenished by 45%
6) Open all the test valves/vents in the starboard passageway to both main glycol water mixture.
The glycol water heating system is located in the electric motor room. and stand-by cofferdam heating systems.
The system heats glycol water which is pumped around the cofferdam system to 1) Ensure that valves GH627F and GH625F at the mixing tank are closed.
maintain the temperature inside those spaces, when loaded, at approximately +5°C. 7) Ensure that the rundown and bypass valves to the stand-by coils are
closed and fill the main system via valves GH629F and GH622F until 2) Calculate the proportion of strong glycol required which, with water added,
The main and stand-by heating coils are served by main and stand-by steam heaters. glycol water just starts to issue from the test valves. The No.1 glycol produces 200litres of 45% glycol.

SAMSUNG
water circulating pump can be used to help the flow. Close each test
The system comprises: valve in turn when purged. 3) Open valve GH632F on the Glycol Reservoir and run down strong glycol
to this level as observed on the reservoir gauge glass. Close this valve and
2 x glycol water centrifugal circulating pumps rated at 30m3/h x 30 MTH. 8) Check that glycol water is flowing at the flow sight glasses in each add water to the mixing tank 200litre mark by opening valve WG540F.
2 x steam heaters rated at 242600kcal/h with high and low steam demand branch to the cofferdams. Force a flow through any stagnant branches
regulating valves. by closing off return valves to the other branches as necessary. 4) Ensure the Glycol Water Expansion Tank outlet valve GH629F is closed,
1 glycol expansion tank of 1000litre. and transfer the 200litres of glycol water into the glycol water expansion
1 glycol reserve tank of 4500 litre. 9) Open the vent valves on No.1 glycol water heater to vent air from the tank using the pneumatic transfer pump.
1 glycol mixing tank of 200litre. system. Continue until no more air is vented.
1 pneumatic operated expansion tank topping up pump rated at 2.0m3/h x 10 5) Repeat until the glycol water expansion tank is full and repeat steps 1) ~ 4)
MTH. 10) Close rundown valve GH622F to the main coils and fill the stand-by whenever the glycol water expansion tank level falls low.
system via GH629F and GH623F until glycol water just starts to issue
There are two (2) steam heaters to heat the glycol water with service steam at 0.98 from the test valves. No. 2 glycol water circulating pump can be used to 6) Open the vent valves on No.1 and 2 glycol water heaters to vent any air
MPa. The steam flow is controlled by manipulating the steam flow control valve in help the flow. Close each test valve in turn when purged. from the system.

K-LINE
accordance with the measured outlet temperature. Also, the inlet temperature to the
cofferdam is controlled by manipulating a 3-way temperature control valve. 11) Check that glycol water is flowing at the flow sight glasses in each Monitoring for Glycol Heating
branch to the cofferdams. Force a flow through any stagnant branches
1. Filling Procedure by closing off return valves to the other branches as necessary.

The capacity of the system is 6.97 m3(volume by circuit) of 45% by volume glycol 12) Open the vent valves on No. 2 glycol water heater to vent air from the
water mixture. An initial fill of the glycol reservoir is sufficient for the whole standby system. Continue until no more air is vented. Close the
system. If glycol is supplied already mixed then steps 2) and 3) can be omitted. If expansion tank rundown valve GH623F to the standby system, leaving
stronger glycol or neat glycol is supplied, follow steps 2) and 3) to correctly mix the expansion tank rundown valve GH629F open.
45% glycol water.
13) Set the main system ready for operation by ensuring all rundown and
1) With valve GH632F closed, fill the glycol reservoir from drums using a bypass valves between the main and stand-by systems are closed.
pneumatic portable pump. Open the main system valves GH622F, GH608F and GH601F and the
inlet and outlet valves GH608F on the No.1 Glycol water pump.
2) Ensure that the valves GH627F, GH633F and GH625F at the mixing tank Check that the heater valves GH605F, GH602F are open.
are closed.
14) Open the Standby Glycol system valves in the same way ready for use.
3) Calculate the proportion of strong glycol required which, with water added, Before starting the standby system, close the expansion tank rundown to
produces 200litres of 45% glycol. Open valve GH632F and run down the main system (GH622F) and open the valve to the standby system
strong glycol to this level as observed on the gauge glass. Close this valve (GH623F).
and add water to the 200litre mark by opening valve WG540F.
NOTE
4) Ensure the outlet valve GH629F is closed, and then transfer the 200litres of Mixing ratio of glycol water is 45%
glycol water into the glycol water expansion tank using the pneumatic
transfer pump.

IMO No. 9355379 5 - 10 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 5.3.2a Cofferdam Glycol Heating System

GH504F

GH503F

GH502F

GH501F
Key Electric Motor Room Expansion Loop

GH507F

GH506F

GH505F
Main Line (Illustration 5.3.1a) as Necessary To be kept in GH508F
D C B A Passing Through open position normally.
Stand-by Line Trunk Deck
Passage Way (S)

(15)

(15)
(32) (65) No.1 Return (Main) (32)

(32) (65) No.2 Return (Stand-by) (32)

(32) (65) No.2 Supply (Stand-by) (32)

SAMSUNG
(32) (65) No.1 Supply (Main) (32)
GH557F

GH710F GH559F

GH563F

GH564F

GH545F

GH708F GH547F

GH552F

GH551F

GH533F

GH706F GH535F

GH540F

GH539F

GH521F

GH704F GH523F

GH528F

GH527F

GH509F

GH702F GH511F

GH516F

GH515F
GH562F GH550F GH538F GH526F GH514F
(32) (32) (32) (32) (32)

GH561F GH549F GH537F GH525F GH513F

GH709F

GH707F

GH705F

GH703F

GH701F
(32) (32) (32) (32) (32)

(32) (32) (32) (32) (32)

GH558F GH560F GH546F GH548F GH534F GH536F GH522F GH524F GH510F GH512F
GH568F

GH566F

GH567F

GH565F

GH556F

GH554F

GH555F

GH553F

GH544F

GH542F

GH543F

GH541F

GH532F

GH530F

GH531F

GH529F

GH520F

GH518F

GH519F

GH517F
PF3/8"
Press. PF1/2"
Boss Temp.
Boss

K-LINE
(65)

(65)

(65)
Same Same Same Same Same
Loop Loop Loop Loop Loop
As Main As Main As Main As Main As Main
(65) (65) (65) (65) (65)

No.5 Cofferdam No.4 Cofferdam No.3 Cofferdam No.2 Cofferdam No.1 Cofferdam

IMO No. 9355379 5 - 11 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
5.3.2 Cofferdam Heating System 1. Heating Coils Control 3) Sequence Management, Monitoring

Description There are five (5) temperature controllers in the IAS to manipulate the 3-way a) Main and stand-by supply lines:
type pneumatic control valves in accordance with the measured temperature at Each supply line has a dedicated circulating pump. The pumps may be
started locally or from the IAS. Selection of remote or local control is local
The purpose of this system is to ensure that the cofferdam temperature is kept at all the cofferdam. Each controller has main and stand-by temperature control valves.
to the pump starter.
times at 5°C or above, when the cargo tanks are in a cold condition. Each cofferdam
can be heated by two independent systems; one in service, with the other on stand- The purpose of this system is to ensure that the cofferdam temperature is kept at
Glycol water pump discharge pressure is indicated and alarmed if low. This
by. all times at 5 °C or above, when the cargo tanks are in a cold condition. Each will cause the pump to stop after the starting period has passed.
cofferdam can be heated by two independent systems; one in service, with the Glycol water return line temperature is indicated and alarmed if low.

SAMSUNG
The maximum heating condition is determined by the following extreme operating other on stand-by.
conditions: b) Cofferdams:
The five (5) PID controllers are provided to ensure that the cofferdam In each cofferdam, the selected supply line temperature control valve is
External air temperature -18 °C temperature is kept constant. According to the measured temperature, each PID modulated to maintain an average temperature of the related bulkheads.
controller manipulates either the main or stand-by 3-way control valve, The other supply line valve is maintained closed.
Sea water temperature 0 °C
depending on which coil is in service. The main or stand-by service selection is
done from the schematic display or point detail display in the IAS. The temperature controllers may be set to automatic or manually operated
The requirements for the individual cofferdams are as follows: from the IAS
2. Steam Heater Outlet Temperature Control
No.1 Cofferdam 52867 kcal/h with a heating coil length of 391 m Position of the supply line of each temperature control valve is indicated
No.2 Cofferdam 45046 kcal/h with a heating coil length of 334 m The IAS provides one (1) controller to control the heater outlet at the and low average temperature of each cofferdam is alarmed.
No.3 Cofferdam 56347 kcal/h with a heating coil length of 417 m required temperature. The controller is used to control the heater outlet
temperature by manipulating two (2) steam flow control valve. c) Steam glycol water heaters:
No.4 Cofferdam 56347 kcal/h with a heating coil length of 417 m
Each steam heater has a steam pressure indicating controller modulating
No.5 Cofferdam 31987 kcal/h with a heating coil length of 237 m
split range pressure control valves.

K-LINE
If the glycol temperature from the heater outlet increases to 105 °C, the IAS
fully closes the large and small steam flow control valves automatically and
Any failure of the cofferdam heating system with cargo on board must be treated as Each steam heater glycol water outlet temperature is controlled by a
generates an abnormal alarm.
serious and repairs must be effected immediately. temperature indicating controller modulating a three way control valve.
The control valve mixes heater glycol water with glycol water by-passing
Any accumulation of water in the cofferdam areas can be pumped out using the 3. Operating the heater to provide the required temperature.
bilge eductor located in the engine room.
The system can be operated locally for initial glycol water heater warm-up Steam pressure and glycol water outlet temperature are also indicated by a
A temperature control 3-way valve shall be provided on each inlet line of the and then remotely from the IAS. separate (redundant) transmitters with low pressure and high/low
cofferdams as follows: temperature being alarmed.
The Glycol water circulating pumps can be started locally or remotely.
A separate glycol water outlet temperature switch will cause the steam
z Cofferdams : Main or stand-by lines may be selected. control valves to close if the outlet temperature is high-high.

Main Line Stand-by Line Set 1) Local Operation

Position of the condensate drain valve is indicated at the IAS
Normally only for initial start-up.
No.1 Cofferdam GH701F, GH702F Set 5°C Glycol water circulating pressure is indicated at the inlet of each heater and
Remote/local operation of the circulating pumps is set locally.
No.2 Cofferdam GH703 F GH704F Set 5°C alarmed if low.
Main or stand-by glycol water supply line set locally
No.3 Cofferdam GH705F, GH706F Set 5°C
No.4 Cofferdam : GH707F GH708F Set 5°C Differential pressure between the glycol water and the heater steam
2) Remote Operation
No.5 Cofferdam : GH709F GH710F Set 5°C pressure will cause an emergency shut down of the circulating pump if
The glycol water circulating pump is started related to the heater selected.
steam pressure is lower that the water pressure. This will also cause the
The above valves shall be set based on the most severe condition in the winter steam controller to close the steam supply valve.
Steam heaters:
season and LNG on the primary barrier. a) Steam pressure for the glycol heater(s) is set.
Steam heater inlet steam pressure to be established before the circulating
b) Heater outlet temperature of the glycol water is set.
pump can be started
Cofferdam temperatures:
An alarm is raised if the open position of all cofferdam temperature control
a) Cofferdam temperature control is set for each cofferdam on the
valves is less than 20%. An alarm is also raised if the open position of one
temperature indicator controller related to the supply line selected.

IMO No. 9355379 5 - 12 Part 5 Cargo Auxiliary and Ballast System / Issue 1
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TANGGUH PALUNG Cargo Operating Manual
or more cofferdam temperature control valves is greater than 90.0%.

Glycol water outlet temperature is indicated at the IAS with high and low
temperatures alarmed. A Glycol water outlet temperature switch provides a
high-high temperature alarm and trip function for all heater elements.

Monitoring for Cofferdam Heating

SAMSUNG
K-LINE
IMO No. 9355379 5 - 13 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual

SAMSUNG
This page is intentionally blank.

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IMO No. 9355379 5 - 14 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 5.3.3a Hull Ventilation

Passage Way
Nat. Supply Vent Passage Way Passage Way
Flex. Hose Conn. For Mech. Exhaust Fan Nat. Supply Vent Flex. Hose Conn. For
(300)
Dry Air Supply Dry Air Supply
To Passage Way (AFT-P&S) Em'cy Vent Line (300) To Passage Way (FWD-P&S)
Dry Air Supply
(450) (300) (300)
From I.G. System
in Engine Room M/H Flex. Hose Conn. For M/H M/H
M/H
Spool Piece Dry Air Supply
To Cofferdam (P-only)
(300) (300) (300) (300) (300)
Conn. For

SAMSUNG
M/H M/H M/H M/H M/H M/H M/H M/H
Portable Fan (P-only)
Pipe Duct To Cargo Pipe Duct
Mech. Exhaust Fan Vapour Line To Be Installed Portable Fan Manhole Cover For Trunk Nat. Supply Vent
On Manhole For Trunk Space To Be Opened When Gas
Accommodation M/H M/H M/H (AFT Side-P&S) M/H M/H Freeing (FWD Side-P&S) M/H M/H M/H For Dry Air Supply
M/H M/H M/H M/H
Space To Be Installed Portable Fan To Pipe Duct
On Injured Person's Manhole (AFT & P-only)
For Cofferdam (STBD Only)
M/H Manhole Cover For C/D M/H M/H M/H
To Be Opened When Gas
Freeing (P&S)
(300)
(300)

Passage Way Passage Way

Passage Way
Nat. Supply Vent Mech. Exhaust Fan Nat. Supply Vent

Portable Gas Freeing Fan Manhole Cover For Trunk

On Dry Air Pipe To Be Opened When Gas Duct Keel
For Cofferdam (PORT) Freeing (FWD-P&S) Natural Supply Fan (FWD)
Em'cy Vent Line
Flex. Hose Conn. For Dry Air Supply Portable Gas Freeing Fan Dry Air Supply Duct Keel

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To Cofferdam (P-only) On Manhole For Trunk (AFT-P&S)
Passage Way (300) Mech. Exhaust Fan (AFT)
Em'cy Vent Portable Gas Freeing Fan
Natural Supply
On Manhole For C/D
Manhole Cover For C/D To Be (FWD & AFT-P&S) Passage Way
(300)
Opened When Gas Freeing (P&S) (300) (300) Mech. Exhaust Fan
(Mid-P&S)
Trunk Trunk

Blind Flange
STPG370E, 12.7 mm (Gal'v)
(300)

Access Trunk
Transverse Cofferdam Transverse Cofferdam

Water Ballast Tank (P) Pipe Duct Water Ballast Tank (S) Water Ballast Tank (P) Pipe Duct Water Ballast Tank (S) Key
Compressed Air Line
Gas freeing & Dry Air Supply Dry Air Supply Drain Line
(Trans. C/D, Trunk Space) (Pipe Duct & Passage Way)

IMO No. 9355379 5 - 15 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
5.3.3 Hull Ventilation

The ballast tanks 1 to 4, the cofferdams, trunk space and areas surrounding the
liquid domes are inspected on a regular basis in order to check for cold spots,
condition of the paint work and general inspection of piping, fittings and valves.

In general it should be expected to inspect one cofferdam area per month.

The compartments to be entered must first be ventilated. The ship is fitted with a

SAMSUNG
mechanical exhaust fan for the pipe duct which is situated on the aft pipe duct
trunk top. Above the forward pipe duct trunk top is a natural supply ventilator
which must be opened before starting the exhaust fan.

When it is judged that the atmosphere inside the cofferdams is safe, entry can be
made. The entry personnel must take with them a personal O2 meter. The portable
detector head should be lowered down to each level as they proceed.

WARNING
If it has been found that the nitrogen consumption has increased beyond
normally acceptable levels, then added precautions should be observed before
entering the cofferdam spaces.

Each cofferdam is fitted with a manhole cover located on the starboard side, which

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may be removed and a portable gas freeing fan fitted to which is attached a flexible
ducting. This is also the location that any injured person can be removed from the
cofferdam space.

The port and starboard side of each cofferdam is provided with access manholes
for exhaust of air.
There are two (2) portable supply fans for the cofferdam spaces which give a total
air volume flow of 48000m3/h.

The passageway areas, port and starboard, are equipped with a mechanical exhaust
fan located mid-ships, and two natural supply ventilators forward and aft.

The trunk deck areas have four manhole covers, two forward and two aft. The aft
manholes are used to fit a portable supply fan for gas freeing, with the forward
manholes being removed for exhausting during gas freeing.

IMO No. 9355379 5 - 16 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 5.4a Auxiliary Fresh Water Cooling System

Motor Room Cargo Machinery Room

(40)
The vent to be connected Key
WF512F at the highest point on Fresh Water Line
(40) the cooling return line.
L.O. Cooler WF523F Drain Line
for No.1 H/D WF511F
Compressor (40)

SAMSUNG (40)
WF525F (65)
Motor Cooler
WF524F for No.1 H/D
(65) Compressor

(40)
WF514F

(125)

(125)
L.O. Cooler WF527F
for No.2 H/D WF513F (65)
Compressor (40) Motor Cooler
WF526F for No.2 H/D
(65) Compressor

(40)
WF516F
L.O. Cooler WF520F

K-LINE
for No.1 L/D WF515F (65)
Compressor (40) Motor Cooler
WF519F for No.1 L/D
(65) Compressor

TI
(10)
WF518F Vent (A)
(40) Drain Cooler
(125)

(125)

L.O. Cooler WF522F For Heater (10)

for No.2 L/D WF517F (65) Drain (B)
Compressor (40) Motor Cooler

WF502F

WF501F
TI
WF521F for No.2 L/D
(65) Compressor

WF503F
WF530F
(125)

(125)
To/From
Engine Room Passage Way (S)

IMO No. 9355379 5 - 17 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
5.4 Cargo Machinery F.W. Cooling System
5) Stop the running pump and ensure that the stand-by pump cuts in.
1. General
6) Return the pumps to their original running condition of one pump running
The cargo machinery cooling fresh water system is provided by two cargo and the other on stand-by.
machinery fresh water cooling pumps located in the engine room. The cargo and
machinery fresh water system is cooled by the central cooling system in the engine
room.

SAMSUNG
Cargo Machinery Cooling F.W. Pump

Maker: Shinko pump

Type: SVS125-2M
Vertical, centrifugal, electric motor driven
Number of sets: 2
Rated output: 95 m3/h X 40 MTH

Each pump can be started locally or remotely. For the remote control of each pump,
the pump control position should be set to remote on the motor starter panel. Also,
if the control position is not in remote position, the stand-by logic cannot be
activated on the IAS. If the following conditions are met, the IAS activates the
stand-by logic control function:

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z Control position of each pump is set to Remote.
z The stand-by control mode is set to AUTO on the schematic display.

The FW cooling system is used to serve the following equipment

z HD compressor Lube. Oil coolers and air cooler of electric motor.

z LD compressor Lube. Oil coolers and air cooler of electric motor.
z Cargo compressor room steam drain cooler.

2. Operating Procedures

One auxiliary cooling FW pump is normally required to meet the system cooling
capacity.

1) Open the inlet and outlet valves on both Cargo Machinery cooling FW
pumps.

2) Open the valves on the respective system to be cooled i.e. HD compressor

Lube Oil cooler and motor air cooler, LD compressor Lube Oil cooler and
motor air cooled, and steam drain cooler. Check for leaks.

3) Select one of the Cargo Machinery cooling FW pumps on local control and
start the pump. Check that the system pressures are normal.

4) Select the other pump on stand-by.

IMO No. 9355379 5 - 18 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 5.5a Ballast System

BA529F
(450)
From Inert Gas Line

BA490F
No.1 Ballast
No.4A W.B.T. (P) No.4A W.B.T. (P) No.3 W.B.T. (P) No.2 W.B.T. (P) No.1 W.B.T. (P)
Stripping
LIAH LIAH LIAH LIAH LIAH LIAH
BA150F Eductor BA023F BD017 BD015 BD013 BD011 BD009 BD007
LIAH (300) (250)

(450)
E/R Water BA021

(150)

(450)

(150)

(450)

(150)

(450)

(150)

(450)

(150)

(450)

(450)
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Ballast (250)
(600)

Tank (P)
(1,767 m3) No.2 Ballast Bow
(250)

Thrust
BA480F

Stripping

BA526F

BA524F

BA528F

BA522F

BA520F

BA518F

BA516F

BA514F

BA512F

BA510F

BA508F

BA504F
BA015F BA151F Eductor BA024F Room
(300) (600) (600)
C.L
(350)

From Bilge
F.P.T. (C)

BA503F
Overboard
BA016F
(600) (600) (600) C.L

(250)

BA527F

BA525F

BA523F

BA521F

BA519F

BA517F

BA515F

BA513F

BA511F

BA509F

BA505F
BA013F
To I.G.

BA021F
Generator

(600)

(150)

(450)

(150)

(450)

(150)

(450)

(150)

(450)

(150)

(450)

(450)
BA009F BA001F
(500) (600)
LIAH LIAH LIAH LIAH LIAH LIAH
BA002F BD018 BD016 BD014 BD012 BD010 BD008
No.1 Ballast Pump
No.4A W.B.T. (S) No.4A W.B.T. (S) No.3 W.B.T. (S) No.2 W.B.T. (S) No.1 W.B.T. (S)
BA027F

(3,000 m3/h x 0.3 MPa)

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BA025F

BA012F

BA011F BA006F Portable Spool Piece

(500) (600) (600)
BA529F
BA028F

No.2 Ballast Pump BA005F (450)

From Inert Gas Line
(3,000 m3/h x 0.3 MPa)
BA026F

BA022F

Trunk

BA014F
BA010F BA003F
(500) (600)
(250)

No.3 Ballast Pump BA004F

(600)

(3,000 m3/h x 0.3 MPa)

(450)
Cargo Tank

BA019F
(600)

LIAH
BA022 Key
Sea Water Line
(Steel Pipe)
BA481F

(450) GRP Steel Pipe Sea Water Line

E/R Water
(350)

Ballast (450) (450)

(G.R.P Pipe)
BA018F GRP
Water Ballast Water Ballast
(600)

Tank (S) Inert Gas Line

(1,780.3 m3) Tank (P) (150) (150) Tank (S)
Steel : Position Controlled
Pipe Hyd. Valve
Engine Room

IMO No. 9355379 5 - 19 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
5.5 Ballast System Two eductors are fitted for stripping and final educting of the tanks, one starboard the solenoid valve station, using the pushbuttons on the individual solenoids.
(No.2) and one port (No.1), with their own respective discharge valves.
5.5.1 Ballast Piping System The driving water for No.1 ballast stripping eductor is from No.1 ballast pump and The on screen ballast menu also shows when the pumps are switched to remote, the
No.2 ballast stripping eductor is fed from No.2 ballast pump. pump’s suction and discharge pressures, the position of the manually operated
1. General valves and the level in each tank, in terms of image.
Ballast tank stripping is a manual operation, done by starting Ballast Pumps,
Ballast pumps opening the Water Ballast Stripping Eductor Discharge valve (No.1:BA150F, Table – Summary of Ballast Tank Capacity
No.2:BA151F) and corresponding valves for the actual tank. Ballast pumps can
Manufacturer Shinko pump
also be used in manual mode from IAS for tank stripping. Compartment Volume (m3) Weight (tons)

SAMSUNG
GVD500-3M
Type: 2019.1 2048.8
Vertical ,single stage ,centrifugal FWD W.B.T (P)
All valves are butterfly valves, hydraulically operated. The tank aft main suctions,
FWD W.B.T (S) 2019.1 2048.8
Rating 3000m3/h x 30 m pump discharge valves etc, as indicated with * on the above drawing are of the
No. 1 W.B.T (P) 4889.0 4961.1
intermediate position controlled type (to be used various operations).
Power 330kW
No. 1 W.B.T (S) 4889.0 4961.1
No. of sets 3
All ballast pipes in the pipe duct are of GRE with galvanised steel bulkhead pieces No. 2 W.B.T (P) 6079.2 6168.9
and suction bellmouths. No. 2 W.B.T (S) 6079.2 6168.9
Ballast stripping eductor
No. 3 W.B.T (P) 6224.7 6316.6
Capacity 300m3/h x 11 m The pumps take their suction from the sea to sea crossover, with the high sea
No. 3 W.B.T (S) 6224.7 6316.6
suction being on the port side of the ship and the low sea suction being on the
Driving capacity 1200m3/h x 0.3 MPa
starboard side of the centre line on the flat bottom. The low sea suction is normally No. 4F W.B.T (P) 2926.0 2969.2
No. of sets 2
used when loading ballast. When discharging ballast, the pumps take their suction No. 4F W.B.T (S) 2926.0 2969.2
from the ballast crossover main and the open ballast tanks. 3002.2 3046.4
No. 4A W.B.T (P)
The primary spaces beneath and around the outboard side of the cargo tanks are

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No.4A W.B.T (S) 3002.2 3046.4
utilized as ballast tanks to optimize draft, trim and heel during the various load The ballast pumps are also used to supply sea water to the inert gas system.
conditions of the vessel. Any of the ballast pumps can be used to supply sea water to the inert gas generator E/R W.B.T (P) 1767.7 1793.7
system. E/R W.B.T (S) 1780.3 1806.6
Ballast will be carried during the return passage to the loading port, when only
Total 53828.2 54622.2
sufficient gas is carried to maintain the cargo tanks and their insulation at 2. System Control
cryogenic temperatures.
The ballast system is controlled entirely from the CCR using the IAS in
The primary ballast spaces are divided into 8 tanks, port and starboard under each conjunction with the ballast mimic.
of the 4 cargo tanks. In addition, the forward water ballast tank (port and starboard)
are also used to carry ballast when required. The ballast pumps are started and stopped using the mimic, provided that the
switches on the local control panel are set to remote. The pumps have an auto stop
There are also two small ballast tanks in the engine room (E/R water ballast tank sequence control for low and high tank status. When on local control, the pumps
port and starboard), which are used to give fine list control. This gives a total can be started and stopped from the local control panel and can be stopped from
ballast capacity of 53828.2 m3, 54622.2 tonnes when filled with sea water. this panel regardless of the position of the local/remote switch.

Three, 3000m3/h, vertical centrifugal pumps are fitted, which enable the total All hydraulically operated valves in the system are also operated using the on
ballast capacity to be discharged or loaded in approximately 24 hours using one screen menu/keyboard in conjunction with ballast mimic. Two basic types of valve
pump, or 12 hours for ballasting or de-ballasting. During cargo loading and are fitted, those which can be positioned at the fully closed position or fully open,
unloading two (2) ballast pump sets are used and during ballast water exchange, and those which can be positioned at any point between fully open and fully closed.
three (3) ballast pump sets are used. The pumps are driven by electric motors and The position of all valves is shown on the mimic.
are located on the engine room floor.
Provision is made for a portable hand pump to be used to operate each valve in the
The ballast plant consists of 600A main tank lines for ballasting / deballasting of event of hydraulic accumulator failure. The pump discharge valves, and tank after
tanks, serving port and starboard side tanks. main suction valves are multi-positional. All other valves are either open or closed.
In addition to being operable from the CCR, the valves can also be operated from

IMO No. 9355379 5 - 20 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 5.5.2c Sequence of Ballast Exchange

Ballast Tank Step0 Step 1 Step 2 Step 3 Step 4 Step 5 Step 6 Step 7 Step 8 Step 9

FWD W.B.T.(P) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

FWD W.B.T.(S) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

No.1 W.B.T.(P) 4961.1 0.0 4961.1 4961.1 4961.1 4961.1 4961.1 4961.1 4961.1 4961.1

No.1 W.B.T.(S) 4961.1 4961.1 4961.1 0.0 4961.1 4961.1 4961.1 4961.1 4961.1 4961.1

SAMSUNG
No.2 W.B.T.(P) 6168.9 6168.9 6168.9 6168.9 6168.9 0.0 6168.9 6168.9 6168.9 6168.9

No.2 W.B.T.(S) 6168.9 6168.9 6168.9 6168.9 6168.9 6168.9 6168.9 0.0 6168.9 6168.9

No.3 W.B.T.(P) 6316.6 6316.6 6316.6 0.0 6316.6 6316.6 6316.6 6316.6 6316.6 6316.6

No.3 W.B.T.(S) 6316.6 0.0 6316.6 6316.6 6316.6 6316.6 6316.6 6316.6 6316.6 6316.6

No.4F W.B.T.(P) 2969.2 2969.2 2969.2 2969.2 2969.2 2969.2 2969.2 0.0 2969.2 2969.2

No.4F W.B.T.(S) 2969.2 2969.2 2969.2 2,969.2 2969.2 0.0 2969.2 2969.2 2969.2 2969.2

No.4A W.B.T.(P) 3046.4 1675.5 3046.4 2894.1 3046.4 3046.4 3046.4 0.0 3046.4 3046.4

No.4A W.B.T.(S) 3046.4 2802.7 3046.4 1584.1 3046.4 0.0 3046.4 3046.4 3046.4 3046.4

E/R W.B.T.(P) 394.6 0.0 700.0 700.0 700.0 700.0 700.0 700.0 700.0 700.0

E/R W.B.T.(S) 144.5 0.0 430.0 430.0 430.0 430.0 430.0 430.0 430.0 430.0
Total W.B.

K-LINE
47463.5 34032.1 48054.4 35162.1 48054.4 35869.9 48054.4 35869.9 48054.4 47463.5
(MT)
Transfer W.B. (MT) 0.0 13431.4 14022.3 12892.3 12892.3 12184.5 12184.5 12184.5 12184.5 590.9

Fwd. 8.625 6.510 8.517 6.295 8.517 7.440 8.517 7.440 8.517 8.625

Draught Mid. 9.092 7.720 9.147 7.829 9.147 7.916 9.147 7.916 9.147 9.092

Aft. 9.560 8.930 9.778 9.363 9.778 8.391 9.778 8.393 9.778 9.560

Trim 0.935 2.420 1.261 3.068 1.261 0.951 1.261 0.953 1.261 0.935

Min. S.F (t) -3436 -3236 -3535 -3412 -3535 -5534 -3535 -5538 -3535 -3436

Max. S.F. (t) 2921 3435 2881 3671 2881 4608 2881 4607 2881 2921

Min. B.M. (t-m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Max. B.M. (t-m) 182363 242308 192211 261709 192211 248403 192211 248591 192211 182591

Heel (degree) -0.3 -0.2 -0.2 -0.4 -0.2 -0.5 -0.2 0.0 -0.2 -0.3

Propeller Imm.(%) 109 101 111 106 111 95 111 95 111 109

Visibility Good Good Good Good Good Good Good Good Good Good
Exchange
- 3.6 3.8 3.5 3.5 3.3 3.3 3.3 3.3 0.2
time(hour)

Key
Ballast pump capacity 3000 m3/hour x 2 set
Total exchange volume 100066 m3/h
Before After
Exchange time 27.8 hour , 60% capacity

IMO No. 9355379 5 - 21 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
5.5.2 Ballast Exchange System • The table indicates the status of the ballast water in every tank at the start
of each step, and indicates estimated GM and draughts, bending moment,
1. General shear force, visibility and a simplistic estimate of time. The action to be
taken and tanks involved in each step are then specified.
When exchanging ballast at sea, the safety information must be taken into account.
Furthermore it is recommended that the vessel should conduct ballast exchange in • The original condition is nearly restored after each step. A positive
deep water, in open ocean, and as far as possible from shore. decision should be made at that time, taking into account the ship’s
position, weather forecast, machinery performance and degree of crew
2. Exchange by sequential method fatigue, before proceeding to the next step. If any factors are considered

SAMSUNG
unfavorable the ballast exchange should be suspended or halted.
In each tank, all of the ballast water should be discharged until suction of the
pumps is lost, and stripping pumps or educators should be used if possible. This is • It is as important to avoid underpressure in a tank due to emptying, as it is
to avoid a possible situation, where organisms are left in the bottom part of the tank, to avoid overpressure when filling. The consequences of bulkhead
the tank is filled with fresh water, rich with oxygen, which again allows for further damage, or even tank collapse, at sea will be even more significant than
blooming of the organisms. in port.

In order to ensure the vessel’s safe operation, the following limitations should be
• Each step has been checked for conformity with strength and stress
taken into consideration:
limitations. Checks have been made that the stability requirements of the
ship are met at every stage, and that the allowable limits for bending
1) Allowable maximum shear force and bending moment should always be
moment and shear force are not exceeded. Each step is therefore safe for
within allowable range for seagoing conditions.
the ship at sea in fair weather. The figure given under bending moment
2) Stability criteria must always be complied with.
and shear force is the percentage of the maximum allowable at the end of
3) Draft: Aft: min 8.8m – propeller immersion
each step, before commencing the next step.
4) Draft: Fwd: as large as possible to avoid slamming in head sea.
5) Visibility acc. to SOLAS Ch.V Reg.22

K-LINE
NOTE
1. Propeller tip immersion is 100% at Draught at propeller = 8.8 m
A ballast exchange plan for a ballast voyage should be prepared in advance, in a
2. Acc. to SOLAS Ch.V Reg.22, the view of the sea surface from the conning
similar manner to the preparation of a cargo plan for a loaded voyage, and with the
position shall not be obscured by more then two ship-lengths or 500 m
same degree of thoroughness. This pre-planning is necessary in order to maintain
whichever is lesser; i.e. 500m. This is applicable to all vessels constructed on
safety in case compliance with ballast exchange or other ballast water treatment or
or after 1July1998.
control options is required. (It may be wise to keep the printout from the loading
computer on this, as the quarantine officer may ask this for during inspection.)

Proposed ballast exchange sequence

Below follows a proposed sequence of emptying and refilling ballast tanks whilst
at sea. The proposed sequence is based on the ballast condition listed in vessel’s
Trim and Stability Calculation: the normal ballast condition. Fuel and fresh water
left is assumed to be about 50% of total capacity. Any actual ballast sequence based
on this procedure should always be run on the vessels loading computer prior to
execution.

The enclosed table describes a safe sequence for the exchange of ballast water
using the empty-then-refill procedure, known as the sequential method. The
process requires the removal of very large weights from the ship in a dynamic
situation, and then their replacement. Note the following:

• Normal Ballast condition is the starting condition, and next steps describe
a sequence for exchanging ballast water.

IMO No. 9355379 5 - 22 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
5.6 Loading Computer 16) Curves of calculated S.F and B.M and maximum allowable values 5.6.2 Software Configuration
required by Classification Society.
General 1. Pull Down Menu
17) Automatic Calculation – Specific gravity, percentage filling, tank level,
You can manage loading condition files by use of the File menu. This menu
Leading the trend of shipboard calculation, data processing, ship-shore volume and weight for liquid compartments when one of these is
contains several sub menus and each menu function is as follows.
communication and vessel automation, Techmarine Co., Ltd., provides you with given.
modern microprocessor-based loading computer, "SHIP MANAGER", that carries 1) File Menu
extremely powerful loading calculation and other software for standard computers. 18) The system will be designed for loading calculations on the basis of
Fig. 1 File Menu
The whole system is designed to be used by non-computer oriented users such as “on-line” and “off-line” modes; the selected mode can be identified
easily.

SAMSUNG
ship's officers and/or shore-based cargo planners, and no specific knowledge
about computer is required to run the system.
This section explains the aspects of "SHIP MANAGER" loading programs, the 19) Result of visibility (SOLAS V.22) with warning message.
major functions of which are as follows:
20) Interface with level gauge by online : Cargo tanks / Ballast tanks /
5.6.1 ON-Line and OFF-Line Mode H.F.O bunker tanks / Draft / Fresh W. Tanks / Diesel Oil Tanks/ Lube
Oil Tanks.
1) Displacement/Deadweight/Trim & Draft (aft and fore)
21) Interface with temperature gauge for cargo tanks.
2) Correction Drafts (aft and fore) due to difference of sea water density
22) Direct damage stability calculation (IGC code)
3) LCG/VCG/TCG/Metacentric height / Angle of heel.
23) Loading computer will be interface with online temperatures in cargo
4) Cargo/ballast/F.O/D.O/L.O/F.W tanks shall have maximum free surface tanks. It will also comply the requirements of the US costs guard for a) New Plan: Create a new loading condition. Lightship condition is created.
moment regardless of liquid level. continuous tank level monitoring . The software used by the loading
computer shall comply with IP / API calculation procedures and b) Open Plan: Read the loading file (*.LDP) saved in the current directory.

K-LINE
5) Trim & adjusting calculation / Heel adjusting calculation principles / nomenclature. Care will be taken that the tank calibrations c) Save Plan: Save the loading current status to disk with a specific file
used by the computer are correct and correctable for the trim and list name.
6) Intact stability calculation. of the vessel.
d) Save As: Save the loading current status to a disk with a different file
name.
7) Shear forces and bending moments at the prescribed frame point 24) Loading computer function in online and offline to include the
followings; e) Delete Plan: Delete the loading file saved in the current directory.
8) Corrected shear forces required by Classification Society. - Cargo quantity / loading rate calculation
- Sounding table to be loaded into computer memory f) File Explorer: You can use the File Explorer to format disks, make
- Gauging alarm will be included into cargo computer alarm backup, and get an overall view of your file system and so on.
9) Maximum values of shear force and bending moment.
system. The serial communication between the loading
g) Print: Print out a selected item.
10) Volume/Weight/tank level calculation for cargo/ ballast/ F.O/ D.O/ L.O/ computer and IAS should be provided with RS422 and
FW & D.W MODBUS protocol. h) Print Setup: Printer setup.

11) Propeller immersion. i) Exit: Exit 'ShipManager-88' session.

12) Forward draft limit

13) GM limit
KMT value will be calculated at actual trim condition, of not so, loading
computer will have the function to display the message that KMT value
is used for even keel condition.

14) Cargo tank filling restrictions against sloshing effect.

15) GZ curves for loading conditions.

IMO No. 9355379 5 - 23 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
2) Result Menu 4) Utility Menu 5) Option Menu

Fig. 2 Result Menu Fig. 4 Utility Menu Fig. 5 Option Menu

SAMSUNG
a) Intact Stability Results: Data and graph calculated by the IMO.A 749(18)
Criteria.

b) S.F/B.M. Result: Table of Actual value of shear force/Bending moment

on each bulkhead.
Graph of Actual Shear force/Bending moment on each bulkhead.
a) Calculators: Leads you to the MS-windows Calculator. (See MS- a) Constants: Inquiry or change the deadweight constant.
- The ratio of actual value of shear force/Bending (allowable Shear WINDOWS manual)
Force/Bending moment on each bulkhead at sea/port and their graph) b) Sea Water Density: Inquiry or change in Sea Water Density
- Maximum Shear force/bending moment and their position b) Control Panel: Leads you to the control panel, where it is possible to
change colours, and printer attributes. c) F.S. Moment: Inquiry or change in maximum or actual inertia moment.
c) Damage Stability: Data calculated by the IGC Code Criteria.
c) Shifting: Shifts the load from one compartment to another. d) Unit Selection: Select the unit of hold and others.
d) Trim Adjust: Carries out adjustment of trim by adding cargo/ballast
d) Loading Status : Operator can see the Loading status of vessel which
water to two designated compartments.

K-LINE
e) C.G. Calculation: Setting V.C.G., L.C.G., and T.C.G. Calculation is
consists of ‘profile’, ‘Tank Top plan’, and ‘Midship section’.
automatic or manual
- Trim with Cargo add : Controls the trim by adding weight
3) Communication Menu - Trim with Cargo shift : Controls the trim by moving weight f) Configuration: Ship Manager - 88 allows the user to configure menu
items to commands of the users choice.
Fig. 3 Communication Menu e) Heel Adjust: carries out adjustment in the angle of heel by ballast
water to two designated compartments. g) Damage Case Setting: User can define Damage Case.

f) Rolling Period: Shows and Calculates Rolling Period h) Alarm Report: Report alarm information about following items:

g) Propeller Immersion: Shows information on Propeller Immersion - IMO A 749 criteria (Intact Stability)
- IMO A 562 criteria (Weather Criteria)
h) Hydrostatics: Shows the following information:
a) OnLine: Select On-Line mode between the ICMS and the Loading - Shear Force and Bending Moment
Displacement, Draft equiv., LCG, LCB, MTC, LCF, TKM, KG. etc.
Computer i) Visibility: Show visibility of actual status. - Propeller immersion ratio
- Forward draft limit
b) OffLine: Select the Off-Line mode between the ICMS and the Loading j) Hydrostatics View: Shows information at actual condition as below - Minimum Allowable GoM limit
Computer - DWT, LWT, DISP. - Cargo tank filling restriction against sloshing effect.
- Draft equiv., LCG, LCB, MTC, LCF, TKM, KG.
c) Line Setup: Select menu “ON” and “OFF” in the online status. - Draft at marks.
- 1 degree heeling moment
d) Connection: Configure communication characteristics - Etc.

IMO No. 9355379 5 - 24 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
6) Help Menu 5.6.3 Explanation of the Ship Manager Screen loading condition each is as follows.
1) Displacement
Fig. 6 Help Menu Fig. 7 Loading computer Tank Plan Screen

PULLDOWN MENU SPEED BUTTON LWT Lightweight

DWT Deadweight

DISP Displacement

SAMSUNG
DWT RE Deadweight remain
a) General Particulars: Shows information on. LBP, LOA, Breadth, Depth.
Etc.
COT. Cargo Tanks
b) Contents: Click the contents menu to browse through topics by category.
WBT Water Ballast Tanks
c) About ShipManager-88: Gives information about the
FOT Fuel Oil Tanks
SHIPMANAGER-88 version.
DOT Diesel Oil Tanks

LOT Lubricating Oil Tanks

FWT Fresh Water Tanks

ETC.T Extra Tanks(Other Tanks)

K-LINE
2) Draft and List
WARNING PANEL WORK TAB STATUS PANEL

Draft (Eq.) Equivalent Draft

1. PULLDOWN MENU
Fore (F.P) Draft at fore perpendicular.
This part controls loading program all main menu is regulated by pull down Mid Draft at Midship
method.
After (A.P) Draft at After Perpendicular
2. SPEEDBUTTON MENU
Trim Trim
Speed button is the fast method to go work than pulldown menu. If you want to go
Loading menu, Hydrostatics, Constants, Print menu, just click appropriate speed- List Heeling Angle(minus means heeling to the port)
button.
Prop(%) Propeller immersion ratio
3. WARNING PANEL
3) Stability
If each judgment value is over, 'NO' message appears and if not, 'YES' message
appears. If all of CHECK message is 'YES', warning panel will be green colour and
if not, a led right to warning panel will be shown on the warning panel and turned LCG Longitudinal Centre of Gravity from Midship
into a flickering red colour.
KMT Transverse Metacentric height above base line
4. WORK TAB
KG Vertical Centre of Gravity above base line
If you click named Tanks Plan, Loading Status, Weather Criteria, Intact Stability,
GM Metacentric Height
Longi. Strength, Damage Stability, its window will be shown, and then you can do
what you want. GGo Free Surface effects of liquid in tanks

5. STATUS PANEL GM corrected for the free surface effects of liquid

GoM
It is displayed on this area that all sort of calculated value according to current in tanks

IMO No. 9355379 5 - 25 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4) Max. Strength (%) Fig. 8 Loading computer Loading Status Screen
1) Drafts (forward, after)

2) Trim
S.F. Shearing Force maximum percentage.

B.M. Bending Moment maximum percentage 3) Angle of Heel

4) Max residual GZ within 20 deg. Range

5.6.4 Operation Explanation
5) Range of positive stability

SAMSUNG
1. Tank Plan
6) Area under residual GZ curve within 20 deg. Range
Tank loading area appears as above figure when you start program.
If you type value, it is written on LOADPLAN, this value is inputted on current 7) Unprotected opening immersion within 20 deg. Range
cursor position. At this time, item of status panel are changed automatically. If you
input weight, volume is calculated simultaneously and vice versa. If you input 8) Corrected Transverse Metacentric Height, GoM
density, weight is calculated by volume and density.
6. Longi. Strength Result
If you press arrow key(→) simultaneously, LCG / KG / TCG / FREE SURFACE
MOMENT (FSM) of each compartment appear according to current loading status. 2. Loading Status If you click tab named ‘Longi. Strength’, SF/BM TABLE and GRAPH appears.
In addition, press arrow key (←), return to the former condition. These values are If you double click Graph or Table , screens turn wide or narrow.
calculated automatically by tank volume. As Fig 8, if you click work tab named ‘LOADING STATUS’, you can see the Here, you can inquiry actual shear force/bending moment on the bulkhead position.
loading status of vessel which consist of ‘PROFILE’, ‘TANK TOP PLAN’, In this area, each means as follows.
When on-line mode, the level of all on-lined compartments are corrected with ‘MIDSHIP SECTION’. This loading status divided to three (3) parts such as Cargo
actual trim and heel automatically but in off-line mode, user has to correct by Hold, Ballast Tank, and Hull Shape Only and can see each one at a time. And at 1) FR.NO: Bulkhead frame number.

K-LINE
Tank Top Plan, can divided and see to ‘Port’ and ‘Starboard’. If you double click
manual. To do this, user must input current trim and heel to trim and heeling edit
Profile, Plan or Section, screens turn wide or narrow.
box in the top right side of screen. 2) ACT. (Mt):Actual shear forces on each bulkhead (Unit = Mt)
3. Stability Result
3) ACT. (Mt-m): Actual bending moment on each bulkhead (Unit = Mt)
4) ALLOW(Mt) SEA, PORT: Allowable shear force at sea/port.
If you click work tab named ‘STABILITY’, ‘GZ table’ appears according to IMO
A 749(18) CRITERIA. Here available value is calculated one and required value is
5) ALLOW(Mt-m) SEA, PORT: Allowable bending moment at sea/port.
prescribed one by IMO. You can ascertain whether value is over IMO regulation
range or not by CHECK message.
6) ALLOW(%) SEA, PORT: (The ratio of actual shear force/bending
If value is over, ‘NO’ message appears and if nor, ‘YES’ message appears. If all of
moment) at sea/port on each bulkhead.
CHECK message is ‘YES’, blue colour appears on warning panel and if not, red
colour appears.
7) Max. : Maximum shear force/bending moment.
4. Weather Criteria Result
8) FR.NO (xxx): Frame number where maximum shear force/bending
moment break out.
If you click work tab named ‘Weather Criteria”, “GZ table’ appears according to
IMO A. 562 CRITERIA. Here available value is calculated one and required value
is prescribed by IMO. You can ascertain whether value is over IMO regulation
range or not by CHECK message.

5. Direct Damage Stability Result

If you click item ‘Damage Stability’ of main menu ‘Result’ or F6, the results of
damage Stability are calculated according to IGC requirement.
These calculations are carried out with ‘Lost Buoyancy method’ and the results of
these calculations are listed blow. :

IMO No. 9355379 5 - 26 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 5.7a Bilge System for Cargo Compressor Room

Elec. Cargo
Motor Machinery Deck
Room Room Store

No.4 Trunk Deck No.3 Trunk Deck No.2 Trunk Deck No.1 Trunk Deck

SAMSUNG
(100)

Bosun Store

(150)
(150)

(150)

10 Deg. 10 Deg.
C.L

(150)

(150)
(150)

Scupper To Be
(150)

S/G
Avoid In Rescue
Room Boat Launching
Area B.W
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Engine Room FWD Water
Void Ballast Tank Bow Void
(P & S) Thrust
Room

C.W.T.

(150) (150) (150) (150) (150) (150) (150)

(150) (150)

Passage Way

K-LINE
(100)
(150)
(100)

(150) Bow
Thrust
(80)
For E/C
Room
(50)
C.L
Cofferdam

Cofferdam

Cofferdam
(80)
Engine Accommodation
Void For E/C Void
Casing Space

(50)
Drain Plug C.L
For E/C (M24)
(80) Elec. Cargo
Motor Machinery Deck
(150)
Room Room (50)
Store (50)

(100)
(150)
(100) LAH LAH LAH
CB012 CB011 CB010 Passage Way
(150)
(150)
(150) (150) (100) (150) (100) (150) (150) (150) (150)

Flame Screen
(65)

El. Motor Room Cargo Mach. From Comp.

AR550F

Caution Plate Room Gas Venting Air Line

Gas Detection Tank (0.5 m3)
To Be Removed Pneumatic
When Not In Use BC508F BC513F BC505F Pump
(25) (5 m3/h x
L.C 20 MTH)
(25)

BC502F BC507F BC501F

Bilge
(100)

(100)
(40)
Well (S)
(40)

(40)

BC512F BC511F BC510F

Passage Way (S)
Upp. Dk
To Bilge (25) Key
Primary Tank Bilge Line

IMO No. 9355379 5 - 27 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
5.7 Bilge System for Cargo Compressor Room

Before operating the pneumatic pump (5m3/h X 20MTH) ensure the water is
drained off from the filter and that there is an adequate oil level in the oiler unit.

1) Ensure that the inlet valve on the engine room bilge holding tank is open.

2) Open the valves BC513F and BC508F to supplied bilge to engine room
bilge tank.

SAMSUNG
3) Open the pneumatic pump discharge valve BC505F (locked closed valve)
to discharge

4) Set the system valves in accordance with the following tables;

Cargo Compressor Room

Valve Description Position
BC501F FWD bilge well suction valve Open
BC502F AFT bilge well suction valve Open
- Air supply valve to the pneumatic pump Open

When the air supply valve is opened the pump will start and remove bilge
from the bilge wells.

K-LINE
5) Close the bilge well suction valve when the well is empty.

6) When all the bilge wells are empty close the air supply valve to the
pneumatic pump and then close the system valves.

7) Close the inlet valve on the engine room bilge holding tank.

8) Close the bilge observation tank outlet valves BC513F and BC508F.

IMO No. 9355379 5 - 28 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
5.8 Control and Instrument Air System

Illustration 5.8a Control and Instrument Air System A

Valves are located

near casing.

CN919
CN920 CN511

SAMSUNG
CN921
(25)

CN407 CN307 CN207 CN107

CN922
CG945 CN408 No.4 CN308 No.3 CN208 No.2 CN108 No.1
CN406 Gas CN405 CN306 Gas CN305 CN206 Gas CN205 CN106 Gas CN105
Dome Dome Dome Dome
Engine Room From E/R No.4 No.3 No.2 Bow
(15)

AR625F Liquid Liquid Liquid Thrust

To ESD Air Dome Dome Dome Room
System
PB
To Gas
(25)

(15)

(15)
Sampling Unit
To Tank Level
Gauge Trans. Box For El. Motor Room

(15)

(15)
GH710F

GH709F

GH708F

GH707F

GH706F

GH705F

GH704F

GH703F

GH702F

GH701F
Cargo Mach. Room
(50)
From E/R
(25)

(50)
(50)

(50) (50)

K-LINE
(15)

Liquid
Dome
Gas
(15)
Dome

(50)

Cargo Tank

Key
Compressed Air Line
Water Ballast Tank (P) Water Ballast Tank (S)
Drain Line

IMO No. 9355379 5 - 29 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 5.8b Control and Instrument Air System B

Electric Moor Room Cargo Machinery Room

ST581F CG907 Local

(25) Panel
ST582F ST583F Steam
No.1 High Duty CG922
Inlet No.1 Boil-off/

SAMSUNG
PT Compressor (25) Warm Up Heater
ST551F

(50)
PI

No.1 Glycol CG921

Water Heater CG908
Local
Condensate TI SD591F SD592F SD593F
Outlet Panel
(25) No.2 High Duty
Compressor CG924
No.2 Boil-off/
SD594F

(50)
ST586F Warm Up Heater
(25)

ST587F ST588F Steam CG905 CG923

Inlet
PT
ST552F
(50)

PI No.1 Low Duty

Compressor (25) Local
No.2 Glycol Panel
CS904
Water Heater

K-LINE
Condensate TI SD596F SD597F SD598F LNG Vapourizer
CG906
(25)

(50)

Outlet (25)

SD599F No.2 Low Duty CS903

Compressor CS907

CS908
Local
CS909 CS906 Panel

CS910 Forcing Vapourizer

(50)
CS911
CS905
CN917

CN911
Key
CN913 Steam Line
AR624F AR622F
Condensate Line
CN915
Control Air Line
AR623F

AR626F
ST591F

Drain Line
From P-way

From P-way
Steam Sys.

Steam Sys.
Steam Inlet
From Cargo

Steam Inlet
From Cargo
Control Air

Control Air

IMO No. 9355379 5 - 30 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
5.9 Compressed Air System

Illustration 5.9a Compressed Air System

Capstan
To Acc. Ladder

AR525F

AR523F
AR562F

AR556F

AR564F

AR547F

AR512F
AR538F

AR536F

AR534F
AR571F
Air Supply
AR566F
To Lifeboat (25) (40) (40)

AR511F
(25) (25) (25) (25)

(15)

(25)

(15)

(15)
AR545F AR532F AR521F

AR514F
(40)
From AR560F

SAMSUNG
AR591F E/R
(25)

To Pneumatic Pump

To Pneumatic Pump
No.4 Cofferdam

No.3 Cofferdam

No.2 Cofferdam
& Air Blowing in

& Air Blowing in

Fire
(15) Control (40)
See Elevation
Station AR558F AR553F AR543F AR540F AR530F AR527F AR519F AR516F

O.D 8 x 1.0T SUS316 with Connector

For AR628F AR594F

(25)
To Pneumatic Pump In Passage Way
Em'cy Air Cond. & Air Blowing in To Pneumatic Pump
(To be Located

Cofferdam

Cofferdam
Towing Room No.5 Cofferdam & Air Blowing in Bow
Engine Near C/D) No.1 Cofferdam
AR593F AR555F AR554F Thrust
Void Casing For Em'cy Room
AR529F AR518F
Cargo Pump For Deck For Em'cy For Em'cy
Davit To Air Driven Pump Store Cargo Pump Cargo Pump
for Cargo Mach. RM Davit Davit
AR559F AR544F AR542F AR541F AR531F AR528F AR520F AR517F

AR550F

(25)

(25)
AR590F

(25)
(15) AR552F

AR515F
(25) AR549F AR546F AR533F AR522F
CO2 Room AR592F
AR567F (15)

(25)

(15)

(25)

(25)
(25) (40) AR561F (40)
Air Supply (25)

To Lifeboat AR572F

AR539F

AR537F
AR563F

AR557F

AR565F

AR548F

AR535F

AR526F

AR524F

AR513F
AR551F
(25)

From E/R To Acc. To Air Driven Pump

Ladder For Glycol Water System

K-LINE
Key
Accumulator Compressed Air Line
Drain Line
Air Horn

AR583F(C)
AR581F(P)
AR582F(S)
AR579F(P)
AR580F(S)
AR577F(P)
(CO2 Room)
AR578F(S)
AR599F For Fire Wire Reel (40)
(15) (15)
(40)
AR575F(P) Bow Thruster Davit
AR576F(S) AR508F AR504F Trunk
(25) (15) (15)
To Acc. Ladder
AR591F(P) AR571F(P) AR505F (15) (15)

For Em'cy AR592F(S) AR572F(S)

(25)

Towing AR506F
AR501F
(15)

(25)
AR628F AR594F (40) (15) Bosun Store
(15)

(15)

(25)

Fire Wire Reel From

To Cofferdam

& Storage Reel AR595F (40)

AR509F For F.P. Tank
E/R
Pressurization
From From
E/R E/R
(25)

(15)

(25)
S/G From E/R
AR596F Cargo Tank
(15)

Room
AR630F

Bow
(15)

Thrust
Room
AR502F

C.W.T.
Water Ballast Tank (P) Water Ballast Tank (S)

IMO No. 9355379 5 - 31 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
5.10 Emergency Air System

Illustration 5.10a Emergency Air System

Cargo
Solenoid Valve Box Manifold (P)
(P-only)
Pressure Switch Box
(P-only)
PI

Miniature
Valve

SAMSUNG
(15)
Em'cy Shut Down Line
Passing Through Trunk

Cofferdam

Cofferdam
Bow
Air Control Board Thrust Void
in Elec. Equip. Room
(15) Room

(15) Deck Store

(15)
(15) From Control
Air Supply Elec.
Cargo Mach.
Motor
Room
Room

K-LINE
Shore Connection (P&S)
Connection : SVHC-8F (Male) Key
6-10 Meter AFT From Vapour Center
Compressed Air Line
Drain Line

ESDS Main (15A)

(15) (15)

PI Trunk PI

Solenoid Valve Box

(P-only)
Pressure Switch Box
(P-only)

(15)

From Control Air Supply

Air Control Board
For ESDS
At Elec. Equip. Room
Bosun Store Cargo Tank

S/G Room

Engine Room
Bow
Thrust Void
Room

C.W.T.
Water Ballast Tank (P) Water Ballast Tank (S)

IMO No. 9355379 5 - 32 Part 5 Cargo Auxiliary and Ballast System / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Part 6 : Cargo Operations 6.5.5a Ballasting .................................................................................... 6 - 49
6.1 Post Dry Dock Operation ................................................................... 6 - 4 6.6.1a Stripping ...................................................................................... 6 - 51
6.1.1. Procedure for Normal Insulation Space Inerting.................... 6 - 4 6.6.2a Tank Warm Up with Venting -1st ................................................ 6 - 53
6.1.2 Drying Cargo Tanks ................................................................ 6 - 6 6.6.2b Tank Warm Up with Venting -2nd............................................... 6 - 55
6.1.3 Inerting Cargo Tanks ............................................................. 6 - 10 6.6.2c Tank Warm Up with Gas Burning ............................................... 6 - 57
6.1.4 Gassing-up Cargo Tanks ....................................................... 6 - 12 6.6.3a Gas Freeing at Sea or to Shore .................................................... 6 - 59
6.1.5 Cooling Down Cargo Tanks .................................................. 6 - 18 6.6.3b Gas Freeing through GCU .......................................................... 6 - 61
6.2 Ballast Voyage ................................................................................. 6 - 20 6.6.4a Aeration ....................................................................................... 6 - 63
6.2.1 Cooling Down Tanks Prior to Arrival ................................... 6 - 22

SAMSUNG
6.3 Loading ............................................................................................ 6 - 25
6.3.1 Preparations for Loading ....................................................... 6 - 25
6.3.2 Cargo Lines Cool Down ....................................................... 6 - 28
6.3.3 To Load Cargo with Vapour Return to Shore ........................ 6 - 30
6.3.4 De-Ballasting ........................................................................ 6 - 34
6.4 Loaded Voyage with Boil-Off Gas Burning ..................................... 6 - 36
6.4.1 Gas Burning Overview ......................................................... 6 - 36
6.4.2 Gas Burning with Forcing Vaporiser..................................... 6 - 38
6.5 Discharging ...................................................................................... 6 - 40
6.5.1 Preparations for Discharging................................................. 6 - 40
6.5.2 Liquid Line Cool Down before Discharging......................... 6 - 44
6.5.3 Arm Cool Down before Discharging .................................... 6 - 46
6.5.4 Discharging with Vapour Return from Shore ........................ 6 - 48
6.5.5 Ballasting .............................................................................. 6 - 50
6.6 Pre-Dry Dock Operations ................................................................ 6 - 52
6.6.1 Stripping and Line Draining.................................................. 6 - 52

K-LINE
6.6.2 Tank Warm Up ...................................................................... 6 - 54
6.6.3 Gas Freeing ........................................................................... 6 - 60
6.6.4 Aeration ................................................................................. 6 - 64

Illustration
6.1.1a I.B.S. and I.S. Piping Arrangement on Liquid Dome .................... 6 - 1
6.1.1b IBS and IS Piping Arrangement on Gas Line ............................... 6 - 2
6.1.1c Insulation Space Inerting............................................................... 6 - 3
6.1.2a Drying Cargo Tanks (Bottom Filling) ........................................... 6 - 5
6.1.2b Drying Cargo Tanks (Top Filling) ................................................. 6 - 7
6.1.3a Inerting Cargo Tanks ..................................................................... 6 - 9
6.1.4a Gassing-up Cargo Tanks (Stage-1) .............................................. 6 - 11
6.1.4b Gassing-up Cargo Tanks (Stage-2).............................................. 6 - 13
6.1.4c Gassing-up through GCU ............................................................ 6 - 15
6.1.5a Cooling Down Cargo Tanks ........................................................ 6 - 17
6.2.1a Cooling Down Tanks Prior to Arrival ......................................... 6 - 21
6.3a Cool down & Loading Sequence ................................................... 6 - 24
6.3.2a Cargo Lines Cool Down .............................................................. 6 - 27
6.3.3a Loading with Vapour Return to Shore ......................................... 6 - 29
6.3.4a De-Ballasting .............................................................................. 6 - 33
6.4.1a Gas Firing.................................................................................... 6 - 35

Part 6
6.4.2a Gas Burning with Forcing Vaporiser ........................................... 6 - 37
6.5a LNG Discharging Operation Sequence .......................................... 6 - 39
6.5.1a Inerting Manifold Connections ................................................... 6 - 41
6.5.2a Liquid Line Cool Down before Discharging ............................... 6 - 43
6.5.3a Arm Cool Down before Discharging........................................... 6 - 45
6.5.4a Discharging with Gas Return from Shore ................................... 6 - 47
Cargo Operations
IMO No. 9355379 Part 6 Cargo Operations / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 6.1.1a I.B.S. and I.S. Piping Arrangement on Liquid Dome

I.B.S. and I.S. Piping

Arrangement on Liquid Dome

A - E , F J L : N2 distribution of nitrogen at Mast

nt
I.B.S. bottom and stripping
2 Ve or
N ct
To Dete
F
of the leaked cargo in I.B.S.
(Bottom AFT part) Gas

SAMSUNG
G : Portable liquid level measuring To
(Bubbling Type)
and portable gas sampling for I.B.S. I
(Low point)
H : N2 distribution at IBS top and portable gas
sampling for I.B.S. (High point)
I : Safety Valve connection for I.B.S.
K H
V : N2 distribution in I.S. M
(Bottom through coffermdam AFT)
with portable liquid level gauge
(Bubbling type) & Manual sounding
(AFT) and portable gas sampling for I.S.

K-LINE
(Low point-FWD)
K : Safety Valve Connection for I.S.
M : I.S. safety valve pilot portable gas
L
sampling for I.S. F
J
E
(High point) C
D
B
N : I.B.S. safety valve pilot A
FWD I.S. W
I.B.S. : Interbarrier space Bilge Well (C) G
V
I.S. : Insulation space

AFT I.S.
Bilge Well (C)

IS Cofferdam IS IBS In Tank

IMO No. 9355379 6-1 Part 6 Cargo Operations / Issue 1

To Gas
To N2 Vent Mast Detector

To Gas
Detector

SAMSUNG I.B.S. and I.S. Piping

Q
R

S
T

K-LINE
Arrangement on Gas Dome
Q : N2 exhaust, safety vent and gas detection
and portable gas sampling for I.B.S.
R : Pressure sensor connection to controller
and indicator for I.B.S.
S : N2 exhaust, safety vent and gas detection
and portable gas sampling for I.S.
T : Pressure sensor connection to controller
& indicator for I.S.

IMO No. 9355379 6-2 Part 6 Cargo Operations / Issue 1

SAMSUNG
with portable liquid level gauge (Bubbling type) & Manual
CN917
CN918 sounding (AFT) and portable gas sampling for I.S.
N2 Supply for Drain Trap (Low point-FWD)
M LDC
CN906 CN915 K : Safety Valve Connection for I.S.
CN916
PI N2 Supply for G.C.U. Purging M : I.S. safety valve pilot portable gas sampling for I.S.
FM007 CN913 (High point)
CN914
CN553

From N2 Buffer CN514 CN515 VF N : I.B.S. safety valve pilot

Tank in M LDC N2 Supply for Overpressure Line Purging
Engine Room CN905 CN911 I.B.S. : Interbarrier space
CN512 CN511 CN510

CN910 CN912
FM008

I.S. : Insulation space

CN513 VF

N2 Supply for Eng. Purging

CN902
CN901

(PORT, FWD)
CN509

(PORT, AFT)
Key

Manifold

Manifold
CN504

CN504
CN516 Nitrogen Line
Sett.
0.6 Kpa
CN552

CN551

PI PI

To Gas To Gas To Gas To Gas

Detector Detector Detector Detector
CN401 CN301 CN201 CN101

K-LINE
CN435

CN335

CN235
CN416 CN407 CN415

CN316 CN307 CN315

CN216 CN207 CN215

CN116 CN107 CN115

CN410 CN405 CN409

CN310 CN305 CN309

CN210 CN205 CN209

CN110 CN105 CN109

PI PI PI PI
CN428

CN328

CN228

CN128
CN427

CN327

CN227

CN127
CN417

CN317

CN217

CN117
DPT PT PI DPT PT PI DPT PT PI DPT PT PI
CN455

CN456

CN457

CN355

CN356

CN357

CN255

CN256

CN257

CN155

CN156

CN157
CN135
CN411

CN311

CN211

CN111
CN403 CN425 CN303 CN325 CN203 CN225 CN103 CN125
CN445

CN345

CN245

CN145
CN446 CN346 CN246 CN146

CN137
CN505
For Deck
Store
CN337

CN237
CN503

CN501
K M S CN440 K M S K M S K M S
CN437

T T T T

Manifold (STBD, FWD)

Manifold (STBD, AFT)
AFT V W
FWD CN441 N2 V W V W V W
B/W B/W Purge
No.4 Liquid No.4 Gas CN442 Exh. No.3 Liquid No.3 Gas No.2 Liquid No.2 Gas CN136 No.1 Liquid No.1 Gas
IBS

IBS

IBS
IS

IS
Dome Dome for Dome Dome Dome Dome Dome Dome
CN450

CN336 CN236 I
IBS

IBS

IBS
IS

IS
CN443 Fuel N
I I I CN104
H G L J F E ........ A R Q CN436 Gas H G L J F E ........ A R Q H G L J F E ........ A R Q H G L J F E ........ A R Q
CN444 Line
N CN404 N CN304 N CN204
PI PI PI PI
CN431

CN331

CN231

CN131
CN451

CN452

CN453

CN351

CN352

CN353

CN251

CN252

CN253

CN151

CN152

CN153
CN432 CN430 CN332 CN330 CN232 CN230 CN132 CN130
N2 Mast
CN426 CN326 CN226 CN126
CN412 CN406 CN413

CN414

CN312 CN306 CN313

CN314

CN212 CN206 CN213

CN214

CN112 CN106 CN113

CN114
CN421

CN321

CN221

CN121
PI PT PT DPT PI PT PT DPT PI PT PT DPT PI PT PT DPT
CN422

CN322

CN222

CN122
CN419

CN319

CN219

CN119
CN433 CN333 CN233 CN133
CN408

CN308

CN208

CN108
CN420

CN320

CN220

CN120
FM504

FM503

FM502

FM501
F F F F
CN418

CN318

CN218

CN118
CN358

CN258
CN424

CN324

CN224

CN124
CN402 CN302 CN202 CN102
CN458

CN158
To Gas
To Spray Line To Gas Detector To Spray Line To Gas Detector To Spray Line To Gas Detector Detector To Spray Line

IMO No. 9355379 6-3 Part 6 Cargo Operations / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Part 6 : Cargo Operations 3) Open the manual isolating valves CN510 and CN512 on the insulation
space pressurization header and set the control valve CN511 to 30kPato
6.1 Post Dry Dock Operation allow the supply of nitrogen to the headers from the nitrogen buffer tank
in the engine room.
6.1.1. Procedure for Normal Insulation Space Inerting
4) The insulation space pressure header is protected with a pressure relief
The I.B.S and I.S are filled with dry nitrogen gas which is automatically valve CN516 set at 60kPa.
maintained by alternate relief and make-up as the atmospheric pressure or the
temperature rises and falls, under a pressure of between 0.5kPa and 1.5kPa above In the event of cargo gas leakage into insulation spaces, this can be swept with a
atmospheric. continuous feed of nitrogen by opening the exhaust from the space, allowing a

SAMSUNG
controlled purge. Close monitoring of the gas analyser on this space will be
The nitrogen provides a dry and inert medium for the following purposes: necessary during purging.

- To prevent formation of a flammable mixture in the event of an LNG leak. In cases where other consumers reduce the availability of nitrogen for the
- To permit easy detection of an LNG leak through a barrier. insulation spaces, the pressure may temporarily fall below the atmospheric pressure.
- To prevent corrosion.
. When put in communication, and therefore subjected to the same nitrogen pressure,
Nitrogen, produced by the two N2 generators and stored in a pressurized buffer the inter barrier space and insulation spaces can withstand a large depressurization
tank of 24m3, is supplied to the pressurization headers through a make-up without any damage.
regulating valve.
It should be noted that, even with the tanks fully loaded, a pressure lower than
From the headers, branches are led to the inter barrier space and insulation spaces atmospheric pressure in the primary insulation spaces is not harmful to the primary
of each tank. Excess nitrogen from the inter barrier space is vented to each N2 vent membrane. In this respect, it should be noted that this membrane is subjected to a -
mast through the exhaust regulating valves. 80kPa vacuum pressure, both during global testing and at the construction stage.

The inter barrier space and insulation spaces of each tank are provided with a pair CAUTION

K-LINE
of pressure relief valves as follows; With the cargo system out of service and during inerting, always maintain the
inter barrier space pressure at, or below, tank pressure and always maintain the
Reseating insulation space pressure at or above the inter barrier space pressure.
Valves Description Set pressure
pressure
CN101, CN201
I.S pressure relief valves 3.5kPa 2.1 kPa
CN301, CN401
CN102, CN202
I.B.S pressure relief valves 3.0 kPa 1.8 kPa
CN302, CN402

A manual bypass with a cut out valve (CN114/111, 214/211, 314/311, 414/411) is
provided from the inter barrier and insulation spaces to the N2 vent mast for local
venting and sweeping of a space if required.

1) The IBS nitrogen supply control valves CN108, 208, 308, 408 are
normally set to 0.5kPa at the IAS and the IS supply control valves CN107,
207, 307, 407 are set for IBS plus 0.2kPa gauge, i.e. 0.7kPa.

2) The IBS exhaust regulating valves CN106, 206, 306, 406 are set for
1.0kPa and the IS exhaust regulating valves CN105, 205, 305, 405 are set
for IBS plus 0.5kPa, i.e. 1.5kPa.

NOTE
Ensure that the manual isolating valves situated each side of the control valve,
both supply and exhaust on each tank are open, e.g. CN118 and CN119 for No.1
tank IBS supply control valve CN108.

IMO No. 9355379 6-4 Part 6 Cargo Operations / Issue 1

ESD CG937 CG920 CG931

To Engine OF (150)
OF Key Symbol Description

(450)

(400)

(450)

(450)
(300) (400)
Room CS924 CG906 CG942 FM005 Dry Air Line Spectacle Flange

CN911 CN912
FM010 CG938 CG919

CG071
CG073
CL401

CL301

CL201

CL101
(80)

ESD

ESD
After Atmospheric Air Line OF
Flow Meter OF: Orifice
No.2 Boil-off/ CG914 CG910 L/S CG902 VF: Vortex
OF Cooler OF

(200)
Warm-up Heater FBO
CS923 CG944 CG918 MS
Conical Type Strainer
From N2 (250)

CG928
FM006 No.2 LD Compressor

CS041

CS031

CS021

CS011
CL043

CL033

CL023

CL013
(400)
Supply CG905 CG941 Y-type Strainer

CS911
Pre-

CG926
ESD (80)

CS964 CS907 CS961

OF CG907 Cooler

(450)

(450)
(200)

(80)

(80)
To GCU CG913 CG909 L/S OF
CG901 NBO (80) ESD Em'cy Shut Down System
OF
MS

CS960 CS912
CN915 CN916

FM011 CG939

(300)
L/S Limit Switch

CG927

(150)
CG935

No.1 LD Compressor

CG925
FM007

(250)
N.O

CS908 CS962
CG989
CG988 C Main Cargo Pump

CS963 CS909
CS935

CS910
SAMSUNG
(250)
From N2 CG936 Stripping/Spray Pump
(400) CG916 CG912 CG904 S F
Supply (400)
OF
(600) Fuel Gas Pump
CS922

L.O

Stripping Crossover
Vapour Crossover
CN917

Liquid Crossover

Liquid Crossover
CN918 Globe Valve

CS934

(25)
No.2 HD Compressor

(300)
(500)
CS945
No.1 Boil-off/ CG987
Butterfly Valve
Warm-up Heater (250)

(600)

(600)
(600)

CG943 CG917

(80)
CS921 CG903 Hyd. Operated Butterfly Valve
CG915 CG911 OF
(400) (600) (Open/Shut Type)
CS946 From N2
Supply Hyd. Operated Butterfly Valve

CS965
(25)
CS936
No.1 HD Compressor (Throttling Type)

CG900
Hyd. Operated Globe Valve
ESD
CS704 (Flanged Open/Shut Type)
(100) (600) CS966 (600) OF

H Hyd. Motor Driven Globe Valve

CG933 CS705 (Throttling Type)
CN913 CN914

CG940 (150) FM003 (80)

Lift Check Non Return
CG934

N.C (40) (25) Valve (Globe/ Angle)

N.C

CG932 OF CS904 CS906 CG929 Swing Check Valve

From N2
(80) Screw Down Non Return Valve
Supply FM004 N.O

CG930
LNG Forcing (Globe/ Angle)

L.C

(600)

(450)

(450)
vaporiser vaporiser

(80)

(80)
CS903 CS901 CS902 CS905
[Cargo (50) (50) Control Valve

CS042

CS032

CS022

CS012
CL044

CL034

CL024

CL014
Compressor (50) Relief Valve
Room] (Pilot Operated Valve)
(450) Needle Valve

(600)
SP-04

CG072
CG074
CL402

CL302

CL202

CL102
ESD

ESD

ESD
(600) CG705
CG706 Flap Spring Check Valve
CG703

CG075
(450)

(450)

(400)

(450)

(450)
CG708

CG707

CG704
F Float Type Tank Level Gauge
GI702

(80)

GI701

SP-02

FM002
K-LINE
OF
Inert Gas Dry Air (450) (600) R Radar Beam Type Level Gauge
From Engine Room
(300)
(300) Gas Main (300) (300)
CS703
BA514F

CL701

SP-03
CS706 (350) (600) Vapour Main (600) (500) (400) (350)
Ballast Line (450) (700)
SP-01
In Pipe Duct CL700
(600)

Liquid Main

CG701

CG700
(400) (600) (400) (400)
CS702
(300)

(350)

(300)

(350)

(300)

(350)

(300)

(350)
CS701
(65) (65) (80) Spray Main (80) CS071 (80) (65) (65) (300)

(50) CS700

CG702
(50)
No.1 LNG

FM001
Vent Mast
CL407

CL307

CL207

CL107
CS403

CS412

CS303

CS312

CS203

CS212

CS103

OF
No.4 LNG No.3 LNG No.2 LNG
H

H
Vent Mast Vent Mast Vent Mast
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
(50)

(50)

For IBS For IBS For IBS (200) For IBS

(200) (200) (200)
Strip. Strip. Strip. Strip.
SA450, SA451
SA456, SA457
SA452, SA453
SA458, SA459
SA454, SA455

SA350, SA351
SA356, SA357
SA352, SA353
SA358, SA359
SA354, SA355

SA250, SA251
SA256, SA257
SA252, SA253
SA258, SA259
SA254, SA255

SA150, SA151
SA156, SA157
SA152, SA153
SA158, SA159
SA154, SA155
CG400

CG300

CG200

CG100
(500)

(500)

(500)
(300)

(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H CL404

H CL304

H CL204

H CL104
H CS402

H CS411

H CS302

H CS311

H CS202

H CS211

H CS102
CS406

CS306

CS206

CS106
CR401 CR301 CR201 CR101
CL400

CL300

CL200

CL100
CL403

CL402

CL401

CL303

CL302

CL301

CL203

CL202

CL201

CL103

CL102

CL101
CS401

CS410

CS301

CS310

CS201

CS210

CS101
H

H
(300) (300) (300) (300)

CS108

CS107
CR400 CR300 CR200 CR100
CS400

CS409

CS300

CS309

CS200

CS209

CS100
F F F F
CR406

CR306
CG401

CG301

CG201

CG101
H

H
CS408

CS407

CS308

CS307

CS208

CS207
R R R R
FL400

FL300

FL200

FL100
(250)
(250)

(250)
(250)

(250)
(250)
(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)
(400)

(400)

(400)
Radar Beam Type

Radar Beam Type

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

(50)
(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)
PORT Side PORT Side PORT Side PORT Side

STBD Side STBD Side STBD Side STBD Side

(300)

(600)

(300)

(600)

(300)

(600)

(300)

(600)
Emergency Pump Column

Emergency Pump Column

No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL406 CL405 CL306 CL305 CL206 CL205 CL106 CL105
(350)

(350)

(350)
(80)

(50)

(80)

(50)

(80)

(50)

(80)
C C Base Plate C C Base Plate C C Base Plate C C Base Plate
S F S F S F S
No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P)

IMO No. 9355379 6-5 Part 6 Cargo Operations / Issue 1

1. General No.2 Tank CL200 / 207

During a dry-docking or inspection, cargo tanks which have been opened and No3 Tank CL300 / 307
contained humid air must be dried to avoid primarily the formation of ice when
No.4 Tank CL400 / 407
they are cooled down and secondly, the formation of corrosive agents if the
humidity combines with the sulphur and nitrogen oxides which might be contained
in excess in the inert gas. 5) Open the header valves at the vapour domes.

SAMSUNG
The tanks are inerted in order to prevent the possibility of any flammable air/LNG
mixture. Normal humid air is displaced by dry air from IG Plant. Dry air is No.1 Tank CG100 / 101
displaced by inert gas produced from the IG Plant.
No.2 Tank CG200 / 201
Dry air is introduced at the bottom of the tanks through the filling piping. The air is No.3 Tank CG300 / 301
displaced from the top of each tank through the dome and the vapour header, and is
discharged from the No.1 vent mast riser. No.4 Tank CG400 / 401

The operation carried out from shore or at sea, will take approximately 20 hours to
reduce the dew point to less than -20°C. 6) Open the valve CG701 to vent through the No.1 vent mast. Eventually,
tank pressure is controlled via the regulating valve CG702, set at 10kPa
During the time that the inert gas plant is in operation for drying and inerting the by the inching control, manually set on the IAS.
tanks, the inert gas is also used to dry (dew point below -45°C ) and to inert all
other LNG and vapour pipe-work. Before the introduction of LNG or vapour, any 7) Start the IG Plant (dry air production). When dew point is -45°C, open the
pipe-work not purged with inert gas must be purged with nitrogen. delivery valve and close the purge valve on the IAS.

2. Operating Procedure for Drying Tanks (Bottom Filling)

K-LINE
8) Monitor the dew point of each tank by taking a sample at the vapour
domes. When the dew point is -20°C or less, close the filling and vapour
Replacement of Atmospheric Air in Cargo Tanks by valves of the tank.
Purpose
Dry-Air
Performance Criteria Cargo Tanks Dew Point < -20°C 9) Wet air which may be contained in the discharge lines from the cargo
Auxiliaries Involved Inert Gas Plant ( Dry Air Mode) pumps, float level piping and any associated pipe work in the cargo
compressor room must be purged with dry air. (Refer to 6.6.3)
Operation Duration Less than 20 hours
- Dew point in tank by sampling check with 10) When all the tanks are dried :
using sampling valve of vapour line on each - Stop the IG Plant.
gas dome top and sampling valves on each
- Close the supply valve CL701 to the liquid header.
Check Points liquid dome top respectively.
- Left open valve CG701 to the venting system at the No.1 vent mast.
- Operating condition of inert gas plant including
monitoring of instrument safety function
(Except for isolation or maintenance)
(alarm& etc.)
NOTE
It is necessary to lower the tank dew point by dry air to at least -20 °C before
Dry air, with a dew point of -45 °C, is produced by the IG Plant at a flow rate of feeding tanks with inert gas in order to avoid formation of corrosive agents.
14000 Nm3/h.
NOTE
1) Prepare IG Plant for use in the dry air mode. Refer to 6.6.3 for Line Inerting. / Refer to 6.6.4 for Line Aerating.

2) Install the spool piece SP02 to connect the inert gas/dry air feeder line to
the liquid header.

3) Open the valve CL701 to supply dry air to the liquid header.

4) Using the IAS, open the individual tank loading valves.

IMO No. 9355379 6-6 Part 6 Cargo Operations / Issue 1

ESD CG937 CG920 CG931

To Engine OF (150)
OF Key Symbol Description

(450)

(400)

(450)

(450)
(300) (400)
Room CS924 CG906 CG942 FM005 Dry Air Line Spectacle Flange

CN911 CN912
FM010 CG938 CG919

CG071
CG073
CL401

CL301

CL201

CL101
(80)

ESD

ESD
After Atmospheric Air Line OF
Flow Meter OF: Orifice
No.2 Boil-off/ CG914 CG910 L/S CG902 VF: Vortex
OF Cooler OF

(200)
Warm-up Heater FBO
CS923 CG944 CG918 MS
Conical Type Strainer
From N2 (250)

CG928
FM006 No.2 LD Compressor

CS041

CS031

CS021

CS011
CL043

CL033

CL023

CL013
(400)
Supply CG905 CG941 Y-type Strainer

CS911
Pre-

CG926
ESD (80)

CS964 CS907 CS961

OF CG907 Cooler

(450)

(450)
(200)

(80)

(80)
To GCU CG913 CG909 L/S OF
CG901 NBO (80) ESD Em'cy Shut Down System
OF
MS

CS960 CS912
CN915 CN916

FM011 CG939

(300)
L/S Limit Switch

CG927

(150)
CG935

No.1 LD Compressor

CG925
FM007

(250)
N.O

CS908 CS962
CG989
CG988 C Main Cargo Pump

CS963 CS909
CS935

SAMSUNG CS910
(250)
From N2 CG936 Stripping/Spray Pump
(400) CG916 CG912 CG904 S F
Supply (400)
OF
(600) Fuel Gas Pump
CS922

L.O

Stripping Crossover
Vapour Crossover
CN917

Liquid Crossover

Liquid Crossover
CN918 Globe Valve

CS934

(25)
No.2 HD Compressor

(300)
(500)
CS945
No.1 Boil-off/ CG987
Butterfly Valve
Warm-up Heater (250)

(600)

(600)
(600)

CG943 CG917

(80)
CS921 CG903 Hyd. Operated Butterfly Valve
CG915 CG911 OF
(400) (600) (Open/Shut Type)
CS946 From N2
Supply Hyd. Operated Butterfly Valve

CS965
(25)
CS936
No.1 HD Compressor (Throttling Type)

CG900
Hyd. Operated Globe Valve
ESD
CS704 (Flanged Open/Shut Type)
(100) (600) CS966 (600) OF

H Hyd. Motor Driven Globe Valve

CG933 CS705 (Throttling Type)
CN913 CN914

CG940 (150) FM003 (80)

Lift Check Non Return
CG934

N.C (40) (25) Valve (Globe/ Angle)

N.C

CG932 OF CS904 CS906 CG929 Swing Check Valve

From N2
(80) Screw Down Non Return Valve
Supply FM004 N.O

CG930
LNG Forcing (Globe/ Angle)

L.C

(600)

(450)

(450)
vaporiser vaporiser

(80)

(80)
CS903 CS901 CS902 CS905
[Cargo (50) (50) Control Valve

CS042

CS032

CS022

CS012
CL044

CL034

CL024

CL014
Compressor (50) Relief Valve
Room] (Pilot Operated Valve)
(450) Needle Valve

(600)
SP-04

CG072
CG074
CL402

CL302

CL202

CL102
ESD

ESD

ESD
(600) CG705
CG706 Flap Spring Check Valve
CG703

CG075
(450)

(450)

(400)

(450)

(450)
CG708

CG707

CG704
F Float Type Tank Level Gauge
GI702

(80)

GI701

SP-02

FM002
K-LINE
OF
Inert Gas Dry Air (450) (600) R Radar Beam Type Level Gauge
From Engine Room
(300) Gas Main
(300) (300) (300)
CS703
BA514F

CL701

SP-03
CS706 (350) (600) Vapour Main (600) (500) (400) (350)
Ballast Line (450) (700)
SP-01
In Pipe Duct CL700
(600)

Liquid Main

CG701

CG700
(400) (600) (400) (400)
CS702
(300)

(350)

(300)

(350)

(300)

(350)

(300)

(350)
CS701
(65) (65) (80) Spray Main (80) CS071 (80) (65) (65) (300)

(50) CS700

CG702
(50)
No.1 LNG

FM001
Vent Mast
CL407

CL307

CL207

CL107
CS403

CS412

CS303

CS312

CS203

CS212

CS103

OF
No.4 LNG No.3 LNG No.2 LNG
H

H
Vent Mast Vent Mast Vent Mast
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
(50)

(50)

For IBS For IBS For IBS (200) For IBS

(200) (200) (200)
Strip. Strip. Strip. Strip.
SA450, SA451
SA456, SA457
SA452, SA453
SA458, SA459
SA454, SA455

SA350, SA351
SA356, SA357
SA352, SA353
SA358, SA359
SA354, SA355

SA250, SA251
SA256, SA257
SA252, SA253
SA258, SA259
SA254, SA255

SA150, SA151
SA156, SA157
SA152, SA153
SA158, SA159
SA154, SA155
CG400

CG300

CG200

CG100
(500)

(500)

(500)
(300)

(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H CL404

H CL304

H CL204

H CL104
H CS402

H CS411

H CS302

H CS311

H CS202

H CS211

H CS102
CS406

CS306

CS206

CS106
CR401 CR301 CR201 CR101
CL400

CL300

CL200

CL100
CL403

CL402

CL401

CL303

CL302

CL301

CL203

CL202

CL201

CL103

CL102

CL101
CS401

CS410

CS301

CS310

CS201

CS210

CS101
H

H
(300) (300) (300) (300)

CS108

CS107
CR400 CR300 CR200 CR100
CS400

CS409

CS300

CS309

CS200

CS209

CS100
F F F F
CR406

CR306
CG401

CG301

CG201

CG101
H

H
CS408

CS407

CS308

CS307

CS208

CS207
R R R R
FL400

FL300

FL200

FL100
(250)
(250)

(250)
(250)

(250)
(250)
(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)
(400)

(400)

(400)
Radar Beam Type

Radar Beam Type

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

(50)
(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)
PORT Side PORT Side PORT Side PORT Side

STBD Side STBD Side STBD Side STBD Side

(300)

(600)

(300)

(600)

(300)

(600)

(300)

(600)
Emergency Pump Column

Emergency Pump Column

No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL406 CL405 CL306 CL305 CL206 CL205 CL106 CL105
(350)

(350)

(350)
(80)

(50)

(80)

(50)

(80)

(50)

(80)
C C Base Plate C C Base Plate C C Base Plate C C Base Plate
S F S F S F S
No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P)

IMO No. 9355379 6-7 Part 6 Cargo Operations / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
3. Operating Procedure for Drying Tanks (Top Filling) 10) When all the tanks are dried :
- Stop the IG Plant.
Dry air, with a dew point of -45 °C, is produced by the IG Plant at a flow rate of - Close the supply valve CG705 and CG704 to the vapour header.
14000 Nm3/h. - Close the CL700 to the venting system at the No.1 vent mast riser.
- Left open valve CG701 to the venting system at the No.1 vent mast.
1) Prepare IG Plant for use in the dry air mode. (Except for isolation or maintenance)

2) Install the spool piece SP02 to connect the inert gas/dry air feeder line to NOTE
the vapour header. It is necessary to lower the tank dew point by dry air to at least -20 °C before
feeding tanks with inert gas in order to avoid formation of corrosive agents.

SAMSUNG
3) Install the spool piece SP01 to connect the liquid header to No.1 vent mast.
NOTE
3) Open the valve CG705 and CG704 to supply dry air to the vapour header. Refer to 6.6.3 for Line Inerting. / Refer to 6.6.4 for Line Aerating.

4) Using the IAS, open the individual tank loading valves.

No.1 Tank CL100 / 107

No.2 Tank CL200 / 207

No3 Tank CL300 / 307

No.4 Tank CL400 / 407

5) Open the header valves at the vapour domes.

K-LINE
No.1 Tank CG100 / 101

No.2 Tank CG200 / 201

No.3 Tank CG300 / 301

No.4 Tank CG400 / 401

6) Open the valve CL700 to vent through the No.1 vent mast. Eventually,
tank pressure is controlled via the regulating valve CG702, set at 10kPa
by the inching control, manually set on the IAS.

7) Start the IG Plant (dry air production). When dew point is -45°C, open the
delivery valve and close the purge valve on the IAS.

8) Monitor the dew point of each tank by taking a sample at the vapour
domes. When the dew point is -20°C or less, close the filling and vapour
valves of the tank.

9) Wet air which may be contained in the discharge lines from the cargo
pumps, float level piping and any associated pipe work in the cargo
compressor room must be purged with dry air.

IMO No. 9355379 6-8 Part 6 Cargo Operations / Issue 1

ESD CG937 CG920 CG931

To Engine OF (150)
OF Key Symbol Description

(450)

(400)

(450)

(450)
(300) (400)
Room CS924 CG906 CG942 FM005 Dry Air Line Spectacle Flange

CN911 CN912
FM010 CG938 CG919

CG071
CG073
CL401

CL301

CL201

CL101
(80)

ESD

ESD
After Inert Gas Line OF
Flow Meter OF: Orifice
No.2 Boil-off/ CG914 CG910 L/S CG902 VF: Vortex
OF Cooler OF

(200)
Warm-up Heater FBO
CS923 CG944 CG918 MS
Conical Type Strainer
From N2 (250)

CG928
FM006 No.2 LD Compressor

CS041

CS031

CS021

CS011
CL043

CL033

CL023

CL013
(400)
Supply CG905 CG941 Y-type Strainer

CS911
Pre-

CG926
ESD (80)

CS964 CS907 CS961

OF CG907 Cooler

(450)

(450)
(200)

(80)

(80)
To GCU CG913 CG909 L/S OF
CG901 NBO (80) ESD Em'cy Shut Down System
OF
MS

CS960 CS912
CN915 CN916

FM011 CG939

(300)
L/S Limit Switch

CG927

(150)
CG935

No.1 LD Compressor

CG925
FM007

(250)
N.O

CS908 CS962
CG989
CG988 C Main Cargo Pump

CS963 CS909
CS935

SAMSUNG CS910
(250)
From N2 CG936 Stripping/Spray Pump
(400) CG916 CG912 CG904 S F
Supply (400)
OF
(600) Fuel Gas Pump
CS922

L.O

Stripping Crossover
Vapour Crossover
CN917

Liquid Crossover

Liquid Crossover
CN918 Globe Valve

CS934

(25)
No.2 HD Compressor

(300)
(500)
CS945
No.1 Boil-off/ CG987
Butterfly Valve
Warm-up Heater (250)

(600)

(600)
(600)

CG943 CG917

(80)
CS921 CG903 Hyd. Operated Butterfly Valve
CG915 CG911 OF
(400) (600) (Open/Shut Type)
CS946 From N2
Supply Hyd. Operated Butterfly Valve

CS965
(25)
CS936
No.1 HD Compressor (Throttling Type)

CG900
Hyd. Operated Globe Valve
ESD
CS704 (Flanged Open/Shut Type)
(100) (600) CS966 (600) OF

H Hyd. Motor Driven Globe Valve

CG933 CS705 (Throttling Type)
CN913 CN914

CG940 (150) FM003 (80)

Lift Check Non Return
CG934

N.C (40) (25) Valve (Globe/ Angle)

N.C

CG932 OF CS904 CS906 CG929 Swing Check Valve

From N2
(80) Screw Down Non Return Valve
Supply FM004 N.O

CG930
LNG Forcing (Globe/ Angle)

L.C

(600)

(450)

(450)
vaporiser vaporiser

(80)

(80)
CS903 CS901 CS902 CS905
[Cargo (50) (50) Control Valve

CS042

CS032

CS022

CS012
CL044

CL034

CL024

CL014
Compressor (50) Relief Valve
Room] (Pilot Operated Valve)
(450) Needle Valve

(600)
SP-04

CG072
CG074
CL402

CL302

CL202

CL102
ESD

ESD

ESD
(600) CG705
CG706 Flap Spring Check Valve
CG703

CG075
(450)

(450)

(400)

(450)

(450)
CG708

CG707

CG704
F Float Type Tank Level Gauge
GI702

(80)

GI701

FM002
SP-02

K-LINE
OF
Inert Gas Dry Air (450) (600) R Radar Beam Type Level Gauge
From Engine Room
(300) Gas Main
(300) (300) (300)
CS703
BA514F

CL701

SP-03
CS706 (350) (600) Vapour Main (600) (500) (400) (350)
Ballast Line (450) (700)
SP-01
In Pipe Duct CL700
(600)

Liquid Main

CG701

CG700
(400) (600) (400) (400)
CS702
(300)

(350)

(300)

(350)

(300)

(350)

(300)

(350)
CS701
(65) (65) (80) Spray Main (80) CS071 (80) (65) (65) (300)

(50) CS700

CG702
(50)
No.1 LNG

FM001
Vent Mast
CL407

CL307

CL207

CL107
CS403

CS412

CS303

CS312

CS203

CS212

CS103

OF
No.4 LNG No.3 LNG No.2 LNG
H

H
Vent Mast Vent Mast Vent Mast
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
(50)

(50)

For IBS For IBS For IBS (200) For IBS

(200) (200) (200)
Strip. Strip. Strip. Strip.
SA450, SA451
SA456, SA457
SA452, SA453
SA458, SA459
SA454, SA455

SA350, SA351
SA356, SA357
SA352, SA353
SA358, SA359
SA354, SA355

SA250, SA251
SA256, SA257
SA252, SA253
SA258, SA259
SA254, SA255

SA150, SA151
SA156, SA157
SA152, SA153
SA158, SA159
SA154, SA155
CG400

CG300

CG200

CG100
(500)

(500)

(500)
(300)

(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H CL404

H CL304

H CL204

H CL104
H CS402

H CS411

H CS302

H CS311

H CS202

H CS211

H CS102
CS406

CS306

CS206

CS106
CR401 CR301 CR201 CR101
CL400

CL300

CL200

CL100
CL403

CL402

CL401

CL303

CL302

CL301

CL203

CL202

CL201

CL103

CL102

CL101
CS401

CS410

CS301

CS310

CS201

CS210

CS101
H

H
(300) (300) (300) (300)

CS108

CS107
CR400 CR300 CR200 CR100
CS400

CS409

CS300

CS309

CS200

CS209

CS100
F F F F
CR406

CR306
CG401

CG301

CG201

CG101
H

H
CS408

CS407

CS308

CS307

CS208

CS207
R R R R
FL400

FL300

FL200

FL100
(250)
(250)

(250)
(250)

(250)
(250)
(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)
(400)

(400)

(400)
Radar Beam Type

Radar Beam Type

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

(50)
(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)
PORT Side PORT Side PORT Side PORT Side

STBD Side STBD Side STBD Side STBD Side

(300)

(600)

(300)

(600)

(300)

(600)

(300)

(600)
Emergency Pump Column

Emergency Pump Column

No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL406 CL405 CL306 CL305 CL206 CL205 CL106 CL105
(350)

(350)

(350)
(80)

(50)

(80)

(50)

(80)

(50)

(80)
C C Base Plate C C Base Plate C C Base Plate C C Base Plate
S F S F S F S
No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P)

IMO No. 9355379 6-9 Part 6 Cargo Operations / Issue 1

Inert gas, with an oxygen content of less than 1% and a dew point of -45°C, is No.1 Tank CG100 / 101
produced by the IG Plant with a flow rate of 14000 Nm3/h. No.2 Tank CG200 / 201

Dry air is purged and replaced by inert gas to attain O2 content less than 2% by the No.3 Tank CG300 / 301
volume and dew point lower than -40°C. This operation will be completed in 20
hours No.4 Tank CG400 / 401

SAMSUNG
Emergency pump columns have to be inerted with nitrogen before inerting the
6) Open the valve CG701 to vent through the No.1 vent mast riser.
cargo tanks.
Eventually, tank pressure is controlled via the regulating valve CG702 set
CAUTION at 10kPa by inching control, manually set on the IAS.
Inert gas from this generator and pure nitrogen will not sustain life. Great care
must be exercised to ensure the safety of all personnel involved with any 7) Start IG plant (Inert gas production).When oxygen content is less than 1%
operation using inert gas of any description in order to avoid asphyxiation due to and dew point is -45°C, open delivery valve and close purge valve on the
oxygen depletion. IAS.

2. Operating Procedure for Inerting Tanks 8) By sampling at the vapour dome, check the atmosphere of each tank by
means of the portable oxygen analyser. O2 content is to be less than 2 %
Replacement of Dry-Air in Cargo Tanks by Inert and the dew point less than -40°C.
Purpose
Gas
Cargo Tanks O2 Content < 2% in volume 9) During tank inerting, purge the air contained in the lines and equipment
Performance Criteria
Cargo Tanks Dew Point < -40°C for about 30 minutes by using valves and purge sample point valves as

K-LINE
Inert Gas Plant ( Inert Gas Mode) described in detail in section 6.6.3.
Auxiliaries Involved - O2 Content : 1 % in volume
- Dew Point : -45°C 10) When the operation is completed, stop the supply of inert gas and close
Operation Duration Less than 20 hours valves CL701, CL400/407, CL300/307, CL200/207 CL100/107.,
CG400/401, CG300/301, CG200/201, CG100/101.
- Dew point & O2 content in tank by sampling
check with using sampling valve of vapour line
Left open the valve CG701 to the venting system at the No.1 vent mast.
on each gas dome top and sampling valves on (Except for isolation or maintenance)
Check Points each liquid dome top respectively.
- Operating condition of inert gas plant including NOTE
monitoring of instrument safety function Until the ship is ready to load LNG for gas filling, the tanks may be maintained
(alarm& etc.) under inert gas as long as necessary. If required, pressurise the tanks to 2kPa
above atmospheric pressure and, to reduce leakage, isolate all the valves at the
forward venting system.
1) Prepare the IG Plant for use in the inert gas mode.
NOTE
2) Install the spool piece SP02 to connect the inert-gas/dry-air feeder line to Spray line shall be purged by N2 gas as preparation work of gassing-up.
the liquid header.
NOTE
3) Open the valve CL701 to supply inert gas to the liquid header. Refer to 6.6.3 for Line Inerting. / Refer to 6.6.4 for Line Aerating.

4) Using the IAS, open the individual tank loading valves.

No.1 Tank CL100 / 107

No.2 Tank CL200 / 207

No3 Tank CL300 / 307

No.4 Tank CL400 / 407

IMO No. 9355379 6 - 10 Part 6 Cargo Operations / Issue 1

ESD CG937 CG920 CG931

To Engine OF (150)
OF Key Symbol Description

(450)

(400)

(450)

(450)
(300) (400)
Room CS924 CG906 CG942 FM005 Warm Natural Gas Line Spectacle Flange

CN911 CN912
FM010 CG938 CG919

CG071
CG073
CL401

CL301

CL201

CL101
(80)

ESD

ESD
After Liquid Natural Gas Line OF
Flow Meter OF: Orifice
No.2 Boil-off/ CG914 CG910 L/S CG902 VF: Vortex
Cooler OF
OF
Inert Gas Line

(200)
Warm-up Heater FBO
CS923 CG944 CG918 MS
Conical Type Strainer
From N2 (250)

CG928
FM006 No.2 LD Compressor

CS041

CS031

CS021

CS011
CL043

CL033

CL023

CL013
(400)
Supply CG905 CG941 Y-type Strainer

CS911
Pre-

CG926
ESD (80)

CS964 CS907 CS961

OF CG907 Cooler

(450)

(450)
(200)

(80)

(80)
To GCU CG913 CG909 L/S OF
CG901 NBO (80) ESD Em'cy Shut Down System
OF
MS

CS960 CS912
CN915 CN916

FM011 CG939

(300)
L/S Limit Switch

CG927

(150)
CG935

No.1 LD Compressor

CG925
FM007

(250)
N.O

CS908 CS962
CG989
CG988 C Main Cargo Pump

CS963 CS909
CS935

SAMSUNG CS910
(250)
From N2 CG936 Stripping/Spray Pump
(400) CG916 CG912 CG904 S F
Supply (400)
OF
(600) Fuel Gas Pump
CS922

L.O

Stripping Crossover
CN918 CN917 Globe Valve

Vapour Crossover
CS934

Liquid Crossover

Liquid Crossover
(25)
No.2 HD Compressor

(300)
(500)
CS945
No.1 Boil-off/ CG987
Butterfly Valve
Warm-up Heater (250)
(600)

CS921 CG943 CG917 CG903 Hyd. Operated Butterfly Valve

(600)

(80)
CG915 CG911 OF
(400) (600) (Open/Shut Type)
CS946 From N2
Supply Hyd. Operated Butterfly Valve

CS965
(25)
CS936
No.1 HD Compressor (Throttling Type)

CG900
Hyd. Operated Globe Valve
ESD
CS704 (Flanged Open/Shut Type)
(100) (600) CS966 (600) OF

H Hyd. Motor Driven Globe Valve

CG933 CS705 (Throttling Type)
CN913 CN914

CG940 (150) FM003 (80)

Lift Check Non Return
CG934

N.C (40) (25) Valve (Globe/ Angle)

N.C

CG932 OF CS904 CS906 CG929 Swing Check Valve

From N2
(80) Screw Down Non Return Valve
Supply FM004 N.O

CG930
LNG Forcing (Globe/ Angle)

L.C

(600)

(450)

(450)
vaporiser vaporiser

(80)

(80)
CS903 CS901 CS902 CS905
[Cargo (50) (50) Control Valve

CS042

CS032

CS022

CS012
CL044

CL034

CL024

CL014
Compressor (50) Relief Valve
Room] (Pilot Operated Valve)
(450) Needle Valve

(600)
SP-04

CG072
CG074
CL402

CL302

CL202

CL102
ESD

ESD

ESD
(600) CG705
CG706 Flap Spring Check Valve
CG703

CG075
(450)

(450)

(400)

(450)

(450)
SP-02

CG708

CG707

CG704
F Float Type Tank Level Gauge
GI702

(80)

GI701

FM002
K-LINE
OF
Inert Gas Dry Air (450) (600) R Radar Beam Type Level Gauge
From Engine Room
(300) Gas Main
(300) (300) (300)
CS703
BA514F

CL701

SP-03
CS706 (350) (600) Vapour Main (600) (500) (400) (350)
Ballast Line (450) (700)
SP-01
In Pipe Duct CL700
(600)

Liquid Main

CG701

CG700
(400) (600) (400) (400)
CS702
(300)

(350)

(300)

(350)

(300)

(350)

(300)

(350)
CS701
(65) (65) (80) Spray Main (80) CS071 (80) (65) (65) (300)

(50) CS700

CG702
(50)
No.1 LNG

FM001
Vent Mast
CL407

CL307

CL207

CL107
CS403

CS412

CS303

CS312

CS203

CS212

CS103

OF
No.4 LNG No.3 LNG No.2 LNG
H

H
Vent Mast Vent Mast Vent Mast
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
(50)

(50)

For IBS For IBS For IBS (200) For IBS

(200) (200) (200)
Strip. Strip. Strip. Strip.
SA450, SA451
SA456, SA457
SA452, SA453
SA458, SA459
SA454, SA455

SA350, SA351
SA356, SA357
SA352, SA353
SA358, SA359
SA354, SA355

SA250, SA251
SA256, SA257
SA252, SA253
SA258, SA259
SA254, SA255

SA150, SA151
SA156, SA157
SA152, SA153
SA158, SA159
SA154, SA155
CG400

CG300

CG200

CG100
(500)

(500)

(500)
(300)

(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H CL404

H CL304

H CL204

H CL104
H CS402

H CS411

H CS302

H CS311

H CS202

H CS211

H CS102
CS406

CS306

CS206

CS106
CR401 CR301 CR201 CR101
CL400

CL300

CL200

CL100
CL403

CL402

CL401

CL303

CL302

CL301

CL203

CL202

CL201

CL103

CL102

CL101
CS401

CS410

CS301

CS310

CS201

CS210

CS101
H

H
(300) (300) (300) (300)

CS108

CS107
CR400 CR300 CR200 CR100
CS400

CS409

CS300

CS309

CS200

CS209

CS100
F F F F
CR406

CR306
CG401

CG301

CG201

CG101
H

H
CS408

CS407

CS308

CS307

CS208

CS207
R R R R
FL400

FL300

FL200

FL100
(250)
(250)

(250)
(250)

(250)
(250)
(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)
(400)

(400)

(400)
Radar Beam Type

Radar Beam Type

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

(50)
(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)
PORT Side PORT Side PORT Side PORT Side

STBD Side STBD Side STBD Side STBD Side

(300)

(600)

(300)

(600)

(300)

(600)

(300)

(600)
Emergency Pump Column

Emergency Pump Column

No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL406 CL405 CL306 CL305 CL206 CL205 CL106 CL105
(350)

(350)

(350)
(80)

(50)

(80)

(50)

(80)

(50)

(80)
C C Base Plate C C Base Plate C C Base Plate C C Base Plate
S F S F S F S
No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P)

IMO No. 9355379 6 - 11 Part 6 Cargo Operations / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
6.1.4 Gassing-up Cargo Tanks 3. Operating Procedures to Purge the Cargo Tanks with LNG Vapour
No.1 Tank CG100 / 101
1. Introduction Stage One
(See Illustration 6.1.4a) No.2 Tank CG200 / 201
After lay-up or dry-dock, the cargo tanks are filled with inert gas or nitrogen. If the
purging has been done with inert gas, the cargo tanks have to be purged and cooled No.3 Tank CG300 / 301
It is assumed, though unlikely in practice, that all valves are closed prior to use.
down before loading. This is because, unlike nitrogen, inert gas contains 14 %
No.4 Tank CG400 / 401
carbon dioxide (CO2), which will freeze at around -60 °C and produces a white
Replacement of Inert Gas in Cargo Tanks by
powder which can block valves, filters and nozzles. Purpose
gaseous Natural Gas
12) For safety reasons, ensure that the hull water curtain on the connected side is

SAMSUNG
During purging, the inert gas in the cargo tanks is replaced with warm LNG vapour. Less than 5% CH by volume in cargo tanks
in operation.
Performance Criteria
This is done to remove any gases liable to freezing such as carbon dioxide, and to including second step.
complete the drying of the tanks. Auxiliaries Involved LNG Vaporiser 13) Open the valve CS011 (if using the fwd liquid manifold on the port side), the
Operation Duration Less than 21hours Including second step isolating valve to the stripping/spray header.
2. General
- CH & CO2 content in tank by sampling check
LNG liquid is supplied from the terminal to the liquid manifold where it passes to with using sampling valve of each filling line 14) Using the IAS, open the individual tank loading valves.
the stripping/spray header via the appropriate shore connection liquid valve. It is and sampling valves on each liquid dome top.
then fed to the LNG vaporiser and the LNG vapour produced is passed at +20 °C to Check Points - Operating condition of LNG Vaporiser
No.1 Tank CL100 / 107
the vapour header and into each tank via the vapour domes. including monitoring of instrument safety
function (alarm& etc.) No.2 Tank CL200 / 207
The LNG vapour is lighter than the inert gas, which allows the inert gases in the - LNG supply pressure at manifold.
cargo tanks to be exhausted up the tank filling line to the liquid header. The inert No3 Tank CL300 / 307
gas then vents to the atmosphere via the No.1 vent mast. 1) Install the following spool pieces: CL400 / 407
No.4 Tank
- Liquid header to No.1 vent mast (SP01).
When 5 % methane (the percentage figure will be specified by the particular port - Liquid header to compressor (SP02) (only if compressor is required)
authority) is detected at No.1 vent mast, the exhaust gas is directed ashore via the

K-LINE
15) Using the IAS, open ESD valve CL011, the liquid manifold valve on the port
HD compressors bypass line, or to the GCU through the gas burning line. 2) Prepare the LNG vaporiser for use. side, and request the terminal to commence supply of LNG liquid to the
ship at a slow rate. Slowly increase the rate of delivery until the required
This operation can be done without the compressors, subject to existing back rate to the vaporiser is attained.
3) Adjust the set point of the LNG vaporiser temperature control valve to +20 °C.
pressure, or with one or both HD compressors in service. If possible, it is better not
to use compressors to avoid creating turbulence inside the tanks.
4) Using the IAS, adjust the set point of the pressure control valve CG702 to 16) Monitor the inert exhausting gas at each liquid dome (use the mid cargo tank
The operation is considered complete when the CH content, as measured at the top 6kPa(or required value) by using the inching control, manually set on the IAS. sample cock initially, followed by the sample cock at the top of the loading
of the cargo filling pipe, exceeds 99 % by volume. line). Also monitor the inert exhausted gas at No.1 vent mast riser, using the
5) Open the valve CL700 at the No.1 vent mast. sample cock.
The target values for N2 gas and inert gas CO2 is equal to or less than 1 %. These
values should be matched with the LNG terminal requirements. 6) Open the valve CS071, the stripping/spray header crossover valve to the 17) When 5 % methane, (or the quantity the port authority will allow) is detected
manifold. at No.1 vent mast and each vapour dome, request permission from the
This normally entails approximately one point eight (1.8) changes of the volume of terminal personnel to direct exhaust gas to the terminal facilities.
the atmosphere in the cargo tank. 7) Open the valves CS701/CS702 on the stripping/spray header to enable supply
to reach the LNG vaporiser.
On completion of purging, the cargo tanks will normally be cooled down.
8) Open the valve CS901, the inlet valve to the LNG vaporiser.

9) Open the outlet valve CG932 from the LNG vaporiser in cargo compressor
room.

10) Open the valve CG707 to allow supply to the vapour header.

11) Open the header valves at the vapour domes.

IMO No. 9355379 6 - 12 Part 6 Cargo Operations / Issue 1

ESD CG937 CG920 CG931

To Engine OF (150)
OF Key Symbol Description

(450)

(400)

(450)

(450)
(300) (400)
Room CS924 CG906 CG942 FM005 Warm Natural Gas Line Spectacle Flange

CN911 CN912
FM010 CG938 CG919

CG071
CG073
CL401

CL301

CL201

CL101
(80)

ESD

ESD
After Liquid Natural Gas Line OF
Flow Meter OF: Orifice
No.2 Boil-off/ CG914 CG910 L/S CG902 VF: Vortex
Cooler OF
OF
Inert Gas Line

(200)
Warm-up Heater FBO
CS923 CG944 CG918 MS
Conical Type Strainer
From N2 (250)

CG928
FM006 No.2 LD Compressor

CS041

CS031

CS021

CS011
CL043

CL033

CL023

CL013
(400)
Supply CG905 CG941 Y-type Strainer

CS911
Pre-

CG926
ESD (80)

CS964 CS907 CS961

OF CG907 Cooler

(450)

(450)
(200)

(80)

(80)
To GCU CG913 CG909 L/S OF
CG901 NBO (80) ESD Em'cy Shut Down System
OF
MS

CS960 CS912
CN915 CN916

FM011 CG939

(300)
L/S Limit Switch

CG927

(150)
CG935

No.1 LD Compressor

CG925
FM007

(250)
N.O

CS908 CS962
CG989
CG988 C Main Cargo Pump

CS963 CS909
CS935

CS910
SAMSUNG
(250)
From N2 CG936 Stripping/Spray Pump
(400) CG916 CG912 CG904 S F
Supply (400)
OF
(600) Fuel Gas Pump
CS922

L.O

Stripping Crossover
CN918 CN917 Globe Valve

Vapour Crossover
CS934

Liquid Crossover

Liquid Crossover
(25)
No.2 HD Compressor

(300)
(500)
CS945
No.1 Boil-off/ CG987
Butterfly Valve
Warm-up Heater (250)
(600)

CS921 CG943 CG917 CG903 Hyd. Operated Butterfly Valve

(600)

(80)
CG915 CG911 OF
(400) (600) (Open/Shut Type)
CS946 From N2
Supply Hyd. Operated Butterfly Valve

CS965
(25)
CS936
No.1 HD Compressor (Throttling Type)

CG900
Hyd. Operated Globe Valve
ESD
CS704 (Flanged Open/Shut Type)
(100) (600) CS966 (600) OF

H Hyd. Motor Driven Globe Valve

CG933 CS705 (Throttling Type)
CN913 CN914

CG940 (150) FM003 (80)

Lift Check Non Return
CG934

N.C (40) (25) Valve (Globe/ Angle)

N.C

CG932 OF CS904 CS906 CG929 Swing Check Valve

From N2
(80) Screw Down Non Return Valve
Supply FM004 N.O

CG930
LNG Forcing (Globe/ Angle)

L.C

(600)

(450)

(450)
vaporiser vaporiser

(80)

(80)
CS903 CS901 CS902 CS905
[Cargo (50) (50) Control Valve

CS042

CS032

CS022

CS012
CL044

CL034

CL024

CL014
Compressor (50) Relief Valve
Room] (Pilot Operated Valve)
(450) Needle Valve

(600)
SP-04

CG072
CG074
CL402

CL302

CL202

CL102
ESD

ESD

ESD
(600) CG705
CG706 Flap Spring Check Valve
CG703

CG075
(450)

(450)

(400)

(450)

(450)
CG708

CG707

CG704
F Float Type Tank Level Gauge
GI702

(80)

GI701

FM002
SP-02

K-LINE
OF
Inert Gas Dry Air (450) (600) R Radar Beam Type Level Gauge
From Engine Room

(300)
(300) Gas Main (300) (300)
CS703
BA514F

CL701

SP-03
CS706 (350) (600) Vapour Main (600) (500) (400) (350)
Ballast Line (450) (700)
SP-01
In Pipe Duct CL700
(600)

Liquid Main

CG701

CG700
(400) (600) (400) (400)
CS702
(300)

(350)

(300)

(350)

(300)

(350)

(300)

(350)
CS701
(65) (65) (80) Spray Main (80) CS071 (80) (65) (65) (300)

(50) CS700

CG702
(50)
No.1 LNG

FM001
Vent Mast
CL407

CL307

CL207

CL107
CS403

CS412

CS303

CS312

CS203

CS212

CS103

OF
No.4 LNG No.3 LNG No.2 LNG
H

H
Vent Mast Vent Mast Vent Mast
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
(50)

(50)

For IBS For IBS For IBS (200) For IBS

(200) (200) (200)
Strip. Strip. Strip. Strip.
SA450, SA451
SA456, SA457
SA452, SA453
SA458, SA459
SA454, SA455

SA350, SA351
SA356, SA357
SA352, SA353
SA358, SA359
SA354, SA355

SA250, SA251
SA256, SA257
SA252, SA253
SA258, SA259
SA254, SA255

SA150, SA151
SA156, SA157
SA152, SA153
SA158, SA159
SA154, SA155
CG400

CG300

CG200

CG100
(500)

(500)

(500)
(300)

(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H CL404

H CL304

H CL204

H CL104
H CS402

H CS411

H CS302

H CS311

H CS202

H CS211

H CS102
CS406

CS306

CS206

CS106
CR401 CR301 CR201 CR101
CL400

CL300

CL200

CL100
CL403

CL402

CL401

CL303

CL302

CL301

CL203

CL202

CL201

CL103

CL102

CL101
CS401

CS410

CS301

CS310

CS201

CS210

CS101
H

H
(300) (300) (300) (300)

CS108

CS107
CR400 CR300 CR200 CR100
CS400

CS409

CS300

CS309

CS200

CS209

CS100
F F F F
CR406

CR306
CG401

CG301

CG201

CG101
H

H
CS408

CS407

CS308

CS307

CS208

CS207
R R R R
FL400

FL300

FL200

FL100
(250)
(250)

(250)
(250)

(250)
(250)
(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)
(400)

(400)

(400)
Radar Beam Type

Radar Beam Type

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

(50)
(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)
PORT Side PORT Side PORT Side PORT Side

STBD Side STBD Side STBD Side STBD Side

(300)

(600)

(300)

(600)

(300)

(600)

(300)

(600)
Emergency Pump Column

Emergency Pump Column

No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL406 CL405 CL306 CL305 CL206 CL205 CL106 CL105
(350)

(350)

(350)
(80)

(50)

(80)

(50)

(80)

(50)

(80)
C C Base Plate C C Base Plate C C Base Plate C C Base Plate
S F S F S F S
No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P)

IMO No. 9355379 6 - 13 Part 6 Cargo Operations / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Stage Two 2) Install the spool piece connecting the liquid line to the suction for the HD
(See Illustration 6.1.4b) 6) If the tank pressure increases too much, using the IAS, start one or both of compressor (SP02).
the HD compressors as necessary.
When 5 % CH content (or the quantity the port authority will allow) is detected at 3) Open the following valves (use No. 1 HD Compressor):
No.1 vent mast and each vapour dome, request permission from the terminal 7) Using the IAS, monitor the pressure inside of the tanks.
personnel to direct exhaust gas to the terminal facility’s flare stack. Valve Description Position

- If the pressure increases, request the terminal to reduce the supply of CG903/915 No.1 HD compressor inlet/ outlet valves Open
Replacement of Inert Gas in Cargo Tanks by
Purpose LNG or increase the flow through the HD compressors by adjusting the CG987 No.1 HD compressor bypass valve Auto
Evaporated Natural Gas
set point on both HD compressors’ flow rate by IGV adjusting.

SAMSUNG
Less than 1% CO2 by volume in cargo tanks CL701 Liquid header to compressor supply line Open
Performance Criteria including first step - If the pressure decreases, reduce the flow through the HD compressors by CG705 Vapour supply valve to compressor inlets Open
CH content from bottom > 99% in volume adjusting the set point of both HD compressors’ flow rates. Alternatively,
CG939 Fuel gas valve to GCU plant Auto
LNG Vaporiser shut down one of the compressors as necessary, or request the terminal to
Auxiliaries Involved CG917/927 No.1 WU/BO Heater inlet/outlet valve Open
High Duty Compressors increase the LNG liquid supply to the LNG vaporiser.
Operation Duration Less than 21 hours Including first step C922 No.1 WU/BO Heater bypass valve Auto
- CH & CO2 content in tank by sampling check
When the cargo tank CH content reaches 99.0%, throttle in the individual tank
with using sampling valve of each filling line loading valve until it is only just cracked open. 4) Once the flow to the terminal has been established, close the valve CL700
and sampling valves on each liquid dome top. at No.1 vent mast. Using the IAS, adjust the set point of No.1 vent mast
Check Points - Operating condition of LNG Vaporiser/ HD control valve CG702 to the required value (for example 23kPa, so that this
Compressors including monitoring of Gassing up through GCU valve will remain closed during normal running of the compressors, but
instrument safety function (alarm& etc.) (See Illustration 6.1.4c) would act in a safety capacity if necessary), and re-open the valve CL700.
- LNG supply pressure at manifold.
When 5 % CH content (or the quantity the port authority will allow) is detected at 5) If the tank pressure increases too much, using the IAS, start one or both of
No.1 vent mast and each vapour dome, prepare the exhaust gas burning by GCU (if the HD compressors as necessary.
1) Prepare both HD compressors for use.

K-LINE
necessary GCU)
2) Install the spool piece connecting the liquid line to the suction for the HD 6) Using the IAS, monitor the pressure inside of the tanks.
compressors (SP02). Replacement of Inert Gas in Cargo Tanks by
Purpose
Evaporated Natural Gas
3) Open the following valves (use HD Compressor): - If the pressure increases, request the terminal to reduce the supply of
Less than 1% CO2 by volume in cargo tanks
LNG or increase the flow through the HD compressors by adjusting the
Performance Criteria including first step
Valve Description Position CH content from bottom > 99% in volume
set point on both HD compressors’ flow rate by IGV adjusting.

CG903/915 No.1 HD compressor inlet/ outlet valves Open LNG Vaporiser - If the pressure decreases, reduce the flow through the HD compressors by
Auxiliaries Involved
High Duty Compressors adjusting the set point of both HD compressors’ flow rates. Alternatively,
CG904/916 No.2 HD compressor inlet/ outlet valves Open
Operation Duration According to equipment capacity. shut down one of the compressors as necessary, or request the terminal to
CL701 Liquid header to compressor supply line Open increase the LNG liquid supply to the LNG vaporiser.
- CH & CO2 content in tank by sampling check
CG705 Vapour supply valve to compressor inlets Open with using sampling valve of each filling line
and sampling valves on each liquid dome top. When the cargo tank CH content reaches 99.0%, throttle in the individual tank
CG987 No.1 HD compressor bypass valve Auto
Check Points - Operating condition of LNG Vaporiser/ HD loading valve until it is only just cracked open.
CG988 No.2 HD compressor bypass valve Auto Compressors including monitoring of
CG900 Compressor supply to vapour manifold valve Open instrument safety function (alarm& etc.) NOTE
- LNG supply pressure at manifold. Refer to 6.6.3 for Line Inerting. / Refer to 6.6.4 for Line Aerating.
6) Open the vapour manifold valve CG071 (port side). This will enable a
free flow of gas to the terminal and is a check that the pipeline layout on 1) Prepare both HD compressors and GCU for use.
board has been arranged correctly.

5) Once the flow to the terminal has been established, close the valve CL700
at No.1 vent mast. Using the IAS, adjust the set point of No.1 vent mast
control valve CG702 to the required value (for example 23kPa, so that this
valve will remain closed during normal running of the compressors, but
would act in a safety capacity if necessary), and re-open the valve CL700.

IMO No. 9355379 6 - 14 Part 6 Cargo Operations / Issue 1

ESD CG937 CG920 CG931

To Engine OF (150)
OF Key Symbol Description

(450)

(400)

(450)

(450)
(300) (400)
Room CS924 CG906 CG942 FM005 Warm Natural Gas Line Spectacle Flange

CN911 CN912
FM010 CG938 CG919

CG071
CG073
CL401

CL301

CL201

CL101
(80)

ESD

ESD
After Liquid Natural Gas Line OF
Flow Meter OF: Orifice
No.2 Boil-off/ CG914 CG910 L/S CG902 VF: Vortex
Cooler OF
OF
Inert Gas Line

(200)
Warm-up Heater FBO
CS923 CG944 CG918 MS
Conical Type Strainer
From N2 (250)

CG928
FM006 No.2 LD Compressor

CS041

CS031

CS021

CS011
CL043

CL033

CL023

CL013
(400)
Supply CG905 CG941 Y-type Strainer

CS911
Pre-

CG926
ESD (80)

CS964 CS907 CS961

OF CG907 Cooler

(450)

(450)
(200)

(80)

(80)
To GCU CG913 CG909 L/S OF
CG901 NBO (80) ESD Em'cy Shut Down System
OF
MS

CS960 CS912
CN915 CN916

FM011 CG939

(300)
L/S Limit Switch

CG927

(150)
CG935

No.1 LD Compressor

CG925
FM007

(250)
N.O

CS908 CS962
CG989
CG988 C Main Cargo Pump

CS963 CS909
CS935

SAMSUNG CS910
(250)
From N2 CG936 Stripping/Spray Pump
(400) CG916 CG912 CG904 S F
Supply (400)
OF
(600) Fuel Gas Pump
CS922

L.O

Stripping Crossover
CN918 CN917 Globe Valve

Vapour Crossover
CS934

Liquid Crossover

Liquid Crossover
(25)
No.2 HD Compressor

(300)
(500)
CS945
No.1 Boil-off/ CG987
Butterfly Valve
Warm-up Heater (250)
(600)

CS921 CG943 CG917 CG903 Hyd. Operated Butterfly Valve

(600)

(80)
CG915 CG911 OF
(400) (600) (Open/Shut Type)
CS946 From N2
Supply Hyd. Operated Butterfly Valve

CS965
(25)
CS936
No.1 HD Compressor (Throttling Type)

CG900
Hyd. Operated Globe Valve
ESD
CS704 (Flanged Open/Shut Type)
(100) (600) CS966 (600) OF

H Hyd. Motor Driven Globe Valve

CG933 CS705 (Throttling Type)
CN913 CN914

CG940 (150) FM003 (80)

Lift Check Non Return
CG934

N.C (40) (25) Valve (Globe/ Angle)

N.C

CG932 OF CS904 CS906 CG929 Swing Check Valve

From N2
(80) Screw Down Non Return Valve
Supply FM004 N.O

CG930
LNG Forcing (Globe/ Angle)

L.C

(600)

(450)

(450)
vaporiser

(80)

(80)
CS903 CS901 CS902 CS905
[Cargo (50) (50) Control Valve

CS042

CS032

CS022

CS012
CL044

CL034

CL024

CL014
Compressor (50) Relief Valve
Room] (Pilot Operated Valve)
(450) Needle Valve

(600)
SP-04

CG072
CG074
CL402

CL302

CL202

CL102
ESD

ESD

ESD
(600) CG705
CG706 Flap Spring Check Valve
CG703

CG075
(450)

(450)

(400)

(450)

(450)
CG708

CG707

CG704
F Float Type Tank Level Gauge
GI702

(80)

GI701

FM002
SP-02

K-LINE
OF
Inert Gas Dry Air (450) (600) R Radar Beam Type Level Gauge
From Engine Room
(300) Gas Main
(300) (300) (300)
CS703
BA514F

CL701

SP-03
CS706 (350) (600) Vapour Main (600) (500) (400) (350)
Ballast Line (450) (700)
SP-01
In Pipe Duct CL700
(600)

Liquid Main

CG701

CG700
(400) (600) (400) (400)
CS702
(300)

(350)

(300)

(350)

(300)

(350)

(300)

(350)
CS701
(65) (65) (80) Spray Main (80) CS071 (80) (65) (65) (300)

(50) CS700

CG702
(50)
No.1 LNG

FM001
Vent Mast
CL407

CL307

CL207

CL107
CS403

CS412

CS303

CS312

CS203

CS212

CS103

OF
No.4 LNG No.3 LNG No.2 LNG
H

H
Vent Mast Vent Mast Vent Mast
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
(50)

(50)

For IBS For IBS For IBS (200) For IBS

(200) (200) (200)
Strip. Strip. Strip. Strip.
SA450, SA451
SA456, SA457
SA452, SA453
SA458, SA459
SA454, SA455

SA350, SA351
SA356, SA357
SA352, SA353
SA358, SA359
SA354, SA355

SA250, SA251
SA256, SA257
SA252, SA253
SA258, SA259
SA254, SA255

SA150, SA151
SA156, SA157
SA152, SA153
SA158, SA159
SA154, SA155
CG400

CG300

CG200

CG100
(500)

(500)

(500)
(300)

(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H CL404

H CL304

H CL204

H CL104
H CS402

H CS411

H CS302

H CS311

H CS202

H CS211

H CS102
CS406

CS306

CS206

CS106
CR401 CR301 CR201 CR101
CL400

CL300

CL200

CL100
CL403

CL402

CL401

CL303

CL302

CL301

CL203

CL202

CL201

CL103

CL102

CL101
CS401

CS410

CS301

CS310

CS201

CS210

CS101
H

H
(300) (300) (300) (300)

CS108

CS107
CR400 CR300 CR200 CR100
CS400

CS409

CS300

CS309

CS200

CS209

CS100
F F F F
CR406

CR306
CG401

CG301

CG201

CG101
H

H
CS408

CS407

CS308

CS307

CS208

CS207
R R R R
FL400

FL300

FL200

FL100
(250)
(250)

(250)
(250)

(250)
(250)
(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)
(400)

(400)

(400)
Radar Beam Type

Radar Beam Type

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

(50)
(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)
PORT Side PORT Side PORT Side PORT Side

STBD Side STBD Side STBD Side STBD Side

(300)

(600)

(300)

(600)

(300)

(600)

(300)

(600)
Emergency Pump Column

Emergency Pump Column

No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL406 CL405 CL306 CL305 CL206 CL205 CL106 CL105
(350)

(350)

(350)
(80)

(50)

(80)

(50)

(80)

(50)

(80)
C C Base Plate C C Base Plate C C Base Plate C C Base Plate
S F S F S F S
No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P)

IMO No. 9355379 6 - 15 Part 6 Cargo Operations / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
4. Operating Procedure to Purge the Lines and Equipment with LNG Vapour
NOTE
During the change of atmosphere, purge the following sections for about five (5) Refer to 6.6.3 for Line Inerting. / Refer to 6.6.4 for Line Aerating.
minutes each:

1) All sections of the stripping/spray header and tank connections, via the
valves at each vapour dome:

Valve Description

SAMSUNG
CS100 / 200 / 300 / 400 Spray Return V/V
CS104 / 204 / 304 / 404 Spray / Liquid Header By-pass V/V

CS107 / 207 / 307 / 407 Port Spray Rail Inlet V/V

CS108 / 208 / 308 / 408 Starboard Spray Rail Inlet V/V

2) Purge manual and ESD valves. The manifold bypass valves are not in use.

The operation is considered complete when all four cargo tanks have at least a
99 % CH content and the acceptable CO2 content and/or N2 content is as requested
by the terminal.

3) Purge the following lines and equipment for five (5) minutes each:

- HD and LD heater and forcing vaporiser, venting via the sampling

K-LINE
cocks.

- HD and LD compressors with the compressor inlet and outlet valves.

Make sure to thoroughly purge each compressor in turn.

- Vapour crossover and manifolds CG071 and CG072, venting through

the manifold flanges CG073 (P) and CG074 (S).

- Cargo pump lines, stripping/spray pump lines and emergency cargo

pump column via the appropriate line valve and purge sample point.

- Extremities of vapour header via sample points.

4) Request the terminal to stop the supply of LNG liquid.

5) Stop both HD compressors (if operated.)

6) Close the valve CS011, the manifold isolating line to the stripping/spray
lines.

CAUTION
Do not shut down the LNG vaporizer until it has been warmed through to the
ambient temperature.

7) Remove the spool pieces after purging with nitrogen and testing the gas
content.

8) Prepare the cargo system cool-down.

IMO No. 9355379 6 - 16 Part 6 Cargo Operations / Issue 1

ESD CG937 CG920 CG931

To Engine OF (150)
OF Key Symbol Description

(450)

(400)

(450)

(450)
(300) (400)
Room CS924 CG906 CG942 FM005 Liquid Natural Gas Line Spectacle Flange

CN911 CN912
FM010 CG938 CG919

CG071
CG073
CL401

CL301

CL201

CL101
(80)

ESD

ESD
After Cold Natural Gas Line OF
Flow Meter OF: Orifice
No.2 Boil-off/ CG914 CG910 L/S CG902 VF: Vortex
OF Cooler OF

(200)
Warm-up Heater FBO
CS923 CG944 CG918 MS
Conical Type Strainer
From N2 (250)

CG928
FM006 No.2 LD Compressor

CS041

CS031

CS021

CS011
CL043

CL033

CL023

CL013
(400)
Supply CG905 CG941 Y-type Strainer

CS911
Pre-

CG926
ESD (80)

CS964 CS907 CS961

OF CG907 Cooler

(450)

(450)
(200)

(80)

(80)
To GCU CG913 CG909 L/S OF
CG901 NBO (80) ESD Em'cy Shut Down System
OF
MS

CS960 CS912
CN915 CN916

FM011 CG939

(300)
L/S Limit Switch

CG927

(150)
CG935
No.1 LD Compressor

CG925
FM007

(250)
N.O

CS908 CS962
CG989
CG988 C Main Cargo Pump

CS963 CS909
CS935

CS910
SAMSUNG
(250)
From N2 CG936 Stripping/Spray Pump
(400) CG916 CG912 CG904 S F
Supply (400)
OF
(600) Fuel Gas Pump
CS922

L.O

Stripping Crossover
CN918 CN917 Globe Valve

Vapour Crossover
CS934

Liquid Crossover

Liquid Crossover
(25)
No.2 HD Compressor

(300)
(500)
CS945
No.1 Boil-off/ CG987
Butterfly Valve
Warm-up Heater (250)
(600)

CS921 CG943 CG917 CG903 Hyd. Operated Butterfly Valve

(600)

(80)
CG915 CG911 OF
(400) (600) (Open/Shut Type)
CS946 From N2
Supply Hyd. Operated Butterfly Valve

CS965
(25)
CS936
No.1 HD Compressor (Throttling Type)

CG900
Hyd. Operated Globe Valve
ESD
CS704 (Flanged Open/Shut Type)
(100) (600) CS966 (600) OF

H Hyd. Motor Driven Globe Valve

CG933 CS705 (Throttling Type)
CN913 CN914

CG940 (150) FM003 (80)

Lift Check Non Return
CG934

N.C (40) (25) Valve (Globe/ Angle)

N.C

CG932 OF CS904 CS906 CG929 Swing Check Valve

From N2
(80) Screw Down Non Return Valve
Supply FM004 N.O

CG930
LNG Forcing (Globe/ Angle)

L.C

(600)

(450)

(450)
vaporiser vaporiser

(80)

(80)
CS903 CS901 CS902 CS905
[Cargo (50) (50) Control Valve

CS042

CS032

CS022

CS012
CL044

CL034

CL024

CL014
Compressor (50) Relief Valve
Room] (Pilot Operated Valve)
(450) Needle Valve

(600)
SP-04

CG072
CG074
CL402

CL302

CL202

CL102
ESD

ESD

ESD
(600) CG705
CG706 Flap Spring Check Valve
CG703

CG075
(450)

(450)

(400)

(450)

(450)
SP-02

CG708

CG707

CG704
F Float Type Tank Level Gauge
GI702

(80)

GI701

FM002
K-LINE
OF
Inert Gas Dry Air (450) (600) R Radar Beam Type Level Gauge
From Engine Room

(300)
(300) Gas Main (300) (300)
CS703
BA514F

CL701

SP-03
CS706 (350) (600) Vapour Main (600) (500) (400) (350)
Ballast Line (450) (700)
SP-01
In Pipe Duct CL700
(600)

Liquid Main

CG701

CG700
(400) (600) (400) (400)
CS702
(300)

(350)

(300)

(350)

(300)

(350)

(300)

(350)
CS701
(65) (65) (80) Spray Main (80) CS071 (80) (65) (65) (300)

(50) CS700

CG702
(50)
No.1 LNG

FM001
Vent Mast
CL407

CL307

CL207

CL107
CS403

CS412

CS303

CS312

CS203

CS212

CS103

OF
No.4 LNG No.3 LNG No.2 LNG
H

H
Vent Mast Vent Mast Vent Mast
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
(50)

(50)

For IBS For IBS For IBS (200) For IBS

(200) (200) (200)
Strip. Strip. Strip. Strip.
SA450, SA451
SA456, SA457
SA452, SA453
SA458, SA459
SA454, SA455

SA350, SA351
SA356, SA357
SA352, SA353
SA358, SA359
SA354, SA355

SA250, SA251
SA256, SA257
SA252, SA253
SA258, SA259
SA254, SA255

SA150, SA151
SA156, SA157
SA152, SA153
SA158, SA159
SA154, SA155
CG400

CG300

CG200

CG100
(500)

(500)

(500)
(300)

(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H CL404

H CL304

H CL204

H CL104
H CS402

H CS411

H CS302

H CS311

H CS202

H CS211

H CS102
CS406

CS306

CS206

CS106
CR401 CR301 CR201 CR101
CL400

CL300

CL200

CL100
CL403

CL402

CL401

CL303

CL302

CL301

CL203

CL202

CL201

CL103

CL102

CL101
CS401

CS410

CS301

CS310

CS201

CS210

CS101
H

H
(300) (300) (300) (300)

CS108

CS107
CR400 CR300 CR200 CR100
CS400

CS409

CS300

CS309

CS200

CS209

CS100
F F F F
CR406

CR306
CG401

CG301

CG201

CG101
H

H
CS408

CS407

CS308

CS307

CS208

CS207
R R R R
FL400

FL300

FL200

FL100
(250)
(250)

(250)
(250)

(250)
(250)
(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)
(400)

(400)

(400)
Radar Beam Type

Radar Beam Type

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

Level Gauge Pipe

(65)

(50)

(50)
(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)
PORT Side PORT Side PORT Side PORT Side

STBD Side STBD Side STBD Side STBD Side

(300)

(600)

(300)

(600)

(300)

(600)

(300)

(600)
Emergency Pump Column

Emergency Pump Column

No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL406 CL405 CL306 CL305 CL206 CL205 CL106 CL105
(350)

(350)

(350)
(80)

(50)

(80)

(50)

(80)

(50)

(80)
C C Base Plate C C Base Plate C C Base Plate C C Base Plate
S F S F S F S
No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P)

IMO No. 9355379 6 - 17 Part 6 Cargo Operations / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
6.1.5 Cooling Down Cargo Tanks Cooling down the cargo tanks from +40 °C to -130 °C over a period of 10 hours. Assume that the ship is ready to prepare for cool down after the completion of gas
Cool down rate in the cargo tank and insulation spaces is dependent on the amount filling.
1. General of LNG spraying.
1) Open the valves CS071 connecting the stripping/spray header with the
Arriving at the loading terminal to load the first cargo after refit, or when repairs 2. Preparation for Tank Cool Down forward manifold and CS700/701 on the stripping/spray header.
require the vessel to be gas free, the cargo tanks will be inert and at ambient
temperature. After the cargo system has been purge-dried and gassed up, the Prepare the heating system for the cofferdams. 2) Open CS011 to supply LNG from the liquid manifold.
headers and tanks must be cooled down before loading can commence. The cool
down operation follows immediately after the completion of gas filling, using LNG 1) Prepare the records for the tank, secondary barrier and hull temperatures. 3) Open the spray header valves on each tank to both spray rails until the
supplied from the terminal.
vapour lock has cleared and then close the starboard rail down:

SAMSUNG
2) Check that the nitrogen pressurisation system for the insulation spaces is
The rate of cool down is limited for the following reasons: in automatic operation and lined up to supply the additional nitrogen
necessary to compensate for the contraction from cooling of the tanks. Valve Description Position
- To avoid excessive pump tower stress.
CS103 No.1 cargo tank spray master valve Open
- Adjust the set point of the inter barrier space nitrogen supply
- Vapour generation must remain within the capabilities of the HD
regulating valves at 0.5kPa and the insulation space at 0.7kPa. CS107,108 No.1 cargo tank spray inlet valves Open
compressors to maintain the cargo tanks at a pressure of 5kPa (about
106kPaA). CS203 No.2 cargo tank spray master valve Open
- Adjust the set point of the inter barrier space nitrogen exhaust
- To remain within the capacity of the nitrogen system to maintain the regulating valves at 1.0 kPa and the insulation space at 1.5 kPa. CS207,208 No.2 cargo tank spray inlet valves Open
I.B.S and I.S at the required pressures. CS303 No.3 cargo tank spray master valve Open
- Adjust the flow to the spray rail in order to obtain an average
- Unlike rigid cargo tank designs, vertical thermal gradients in the tank temperature fall of 20°C per hour in the first five hours and then CS307,308 No.3 cargo tank spray inlet valves Open
walls are not a significant limitation on the rate of cool down. 10/15°C per hour thereafter.
CS403 No.4 cargo tank spray master valve Open
LNG is supplied from the terminal to the manifold the cool down line and from 3) Check that the gas detection system is in normal operation. CS407,408 No.4 cargo tank spray inlet valves Open

K-LINE
there directly to the spray header which is open to the cargo tanks. Once the cargo
tank cool down is nearing completion, the liquid manifold cross-over, liquid header 4) Prepare the nitrogen generators for use.
and loading lines are cooled down. 4) Open the header valves at the vapour domes.
5) Prepare both HD compressors for use.
Cool down of the cargo tanks is considered complete when the mean temperature
No.1 Tank CG100 / 101
of the five (5) sensors in each tank indicate temperatures of -130 °C or lower.
6) To break the vapour lock, initially open both spray nozzle inlet valves in
When these temperatures have been reached, and the CTS registers the presence of No.2 Tank CG200 / 201
each tank until medium frosting can be seen on the un-insulated pipe
liquid, bulk loading can begin.
elbows on the liquid dome, then close the inlet vale to the header not to be No.3 Tank CG300 / 301
Vapour generated during the cool down of the tanks is returned to the terminal via used.
the HD compressors (or free flow) and the vapour manifold, as in the normal No.4 Tank CG400 / 401
manner for loading. 3. Operating Procedure - Gas Return through Vapour Header
(See Illustration 6.1.5a) 5) Prepared both HD compressor for use.
During cool down, nitrogen flow to the inter barrier space and insulation space will
significantly increase. It is essential that the rate of cool down is controlled so that Cooling-down cargo tanks by LNG spraying in 6) Adjust the set point of HD compressor pressure control valve to 6 kPa (or the
it remains within the limits of the nitrogen system to maintain the inter barrier order to : required value).
space and insulation space at a minimum pressure of at least 0.3kPa above - Avoid thermal shock on heavy structure such as
atmospheric pressure. Purpose
pump tower and equipment. 7) Open the No.1 HD compressor suction and discharge valves CG903, CG915.
- Limit the amount of vapour during loading.
Once cool down is completed and the build up to bulk loading has commenced, the - Limit the N2 flow rate in the IBS during loading
tank membrane will be at, or near to, liquid cargo temperature and it will take some 8) Open the HD compressor suction from the vapour header CG704 and
Cargo tank average temperature : -130°C discharge valve CG900 to the vapour manifold.
hours to establish fully cooled down temperature gradients through the insulation. Performance Criteria
(Excluding top sensor)
Consequently boil-off from the cargo will be higher than normal.
Auxiliaries Involved High Duty Compressor 9) Open the vapour manifold valve CG071.
Operation Duration Less than 10 hours
10) When shore is ready to supply LNG, open the manifold valve CL011. This
- Insulation space pressure.
will enable a free flow of gas to the terminal and is a check that the pipeline
Check Points - Tank pressure & temperature.
layout onboard has been arranged correctly.
- LNG supply pressure at manifold

IMO No. 9355379 6 - 18 Part 6 Cargo Operations / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
10) Request the terminal to supply LNG liquid for the cooling down operation
at minimum flow rate.

11) Once the vapour lock has cleared and frosting appears on both spray rail
pipe elbows, close the starboard spray rail inlet valves CS108, CS208,
CS308, CS408 and continue the cooldown using the port rail only.

12) When the vapour pressure inside of the tanks rises to 7 kPa, start one of
the HD compressors as necessary using the IAS. Increase the spray nozzle
pressure to 0.2MPa.

SAMSUNG
Valve Description Position

CG987 No.1 HD compressor bypass valve Auto

13) Using the IAS, monitor the pressure inside the tanks and temperature
cooldown rate. Adjust the pressure using the hydraulic driven valve
CS103, CS203, CS303, CS403 if required. Open or close the port spray
rail inlet valves CS107, CS207, CS307, CS407 to obtain an average
temperature fall of 25/30°C per hour during the first four hours, thereafter
10/12°C per hour.

If the cargo tank pressure increases to above 12kPa, request the terminal
to reduce the supply of LNG, or increase the flow through the HD
compressor by adjusting the set point on the HD compressor control valve.

K-LINE
If the pressure decreases, reduce the flow through the HD compressor by
adjusting the set point of HD compressor by the control valve.

14) When the completed cooldown operation, request the terminal to stop
LNG supply, and close CL011. The other valves should remain open until
the lines have warmed up.

15) Stop the HD compressor(s) if loading does not take place after cool down.

NOTE
Refer to 6.6.3 for Line Inerting. / Refer to 6.6.4 for Line Aerating.

IMO No. 9355379 6 - 19 Part 6 Cargo Operations / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
6.2 Ballast Voyage Two methods of cooling down are possible, and the one selected will depend on the If a long delay at the loading port is experienced, the remaining heel will slowly
operating conditions of the ship. boil off and the gas available as fuel gas will reduce. Therefore, care must be taken
1. General
to stop gas burning as the tank system pressures continue to drop as the
a) Maintain the cargo tank partially cold during the ballast voyage. At temperature rises. The degree of natural warm-up will depend on the time factor,
A characteristic of the cargo tanks of the Gaz Transport membrane type is that as
the discharge port retain a heel in all tanks with the bulk in a single voyage and weather conditions.
long as some quantity of LNG remains at the bottom of the tanks, the temperature tank, provided that the level does not exceed 10% of the tank length
at the top will remain below -50 °C. (see sloshing). During the voyage the temperature in all tanks is After refit, the first ballast voyage will have to be made using fuel oil only. Due to
maintained by periodically spraying LNG into the tanks.
the different calorific values of fuel oil and gas, power requirements need to be
However, if the ballast voyage is too long, the lighter fractions of the liquid will The amount of the LNG heel that needs to be retained will be
carefully controlled to prevent overloading the diesel generators.

SAMSUNG
evaporate. Eventually most of the methane disappears and the liquid remaining in calculated by assuming a boil-off rate of 0.15% per day.
the tanks at the end of the voyage is almost all LPG with a high temperature and a
very high specific gravity, which precludes pumping. Thus the operator should b) Cool down the tanks just before arrival at the loading terminal. At
consider heel quantity for coolant when a ballast voyage is too long. the previous cargo discharge, the LNG heel is retained in a single
tank and the other tanks allowed warming up. On top of the quantity
Due to the properties of the materials and to the design of the membrane cargo to be sprayed, the amount of the LNG heel to be retained will be
calculated by assuming a boil-off rate of 0.10% per day. Start
containment, cooling down prior to loading is, theoretically, not required for the
spraying prior to arrival at the load port so that the average tank
tanks. However, to reduce the generation of vapour and to prevent any thermal
temperatures will be -130°C or colder upon arrival.
shock on the heavy structures, e.g. the pump tower, loading takes place when the
tanks are in a ‘cold state’.
Cooling down is carried out by spraying LNG inside the tanks for whichever
method is used. Each tank is provided with two spray rings.
2. Cold Maintenance during Ballast Voyage
NOTE
Different methods are used to maintain the cargo tanks in a cold condition during
It is obvious that this system will generate more boil-off than the fist proposed

K-LINE
ballast voyages:
system. The quantity of LNG to be retained on board will have to be calculated
with enough margins to avoid the situation at mid-voyage where the residual is
1) For short voyages a sufficient amount of LNG is retained in each tank at the
too heavy for the pump to operate.
end of discharge. The level must never be above 10% of the length of the
tank and the quantities can be calculated by considering a boil-off of
Conservation of bunkers is important, consequently, the co-operation of all
approximately 0.15% per day, or the figure supplied by the shipyard from
members of the management team is essential to ensure as much boil-off gas as
the boil-off calculations, and the need to arrive at the loading port with a
possible is used to supply the power generation plant fuel demand, thus keeping
minimum layer of 10 cm of liquid spread over the whole surface of the tank
fuel oil consumption to a minimum. The target is 100% fuel gas supply using the
bottom (with the ship on an even keel). These actual quantities will have to
forcing vaporiser for requirements in addition to natural boil-off.
be confirmed after a few voyages.
Fuel gas supply on the ballast voyage is carried out in the same way as on a loaded
With this method of cold maintenance, the tank bottom temperature should
voyage, with the LD compressor controlling the cargo tank pressures and the
be below -130°C which allows loading without further cooling down. If the
forcing vaporiser providing the additional fuel gas as required by the main
bottoms are warmer than -130°C then the vessel would have to spray to
generators.
bring the bottom temperature down to -130°C before loading.

2) During longer ballast voyages, the lighter parts of the liquid layer remaining
in the tank will evapourate, thus making the liquid almost LPG and at
temperatures of higher than -100°C. The upper parts of the tanks will reach
almost positive temperatures and under these conditions it will be necessary
to cool down the tanks before loading.

IMO No. 9355379 6 - 20 Part 6 Cargo Operations / Issue 1

ESD CG937 CG920 CG931

To Engine OF (150)
OF Key Symbol Description

(450)

(400)

(450)

(450)
(300) (400)
Room CS924 CG906 CG942 FM005 Warm Natural Gas Line Spectacle Flange

CN911 CN912
FM010 CG938 CG919

CG071
CG073
CL401

CL301

CL201

CL101
(80)

ESD

ESD
After Liquid Natural Gas Line OF
Flow Meter OF: Orifice
No.2 Boil-off/ CG914 CG910 L/S CG902 VF: Vortex
Cooler OF
OF
Cold Natural Gas Line

(200)
Warm-up Heater FBO
CS923 CG944 CG918 MS
Conical Type Strainer
From N2 (250) Condensate Line

CG928
FM006 No.2 LD Compressor

CS041

CS031

CS021

CS011
CL043

CL033

CL023

CL013
(400)
Supply CG905 CG941 Y-type Strainer

CS911
Pre-

CG926
ESD (80)

CS964 CS907 CS961

OF CG907 Cooler

(450)

(450)
(200)

(80)

(80)
To GCU CG913 CG909 L/S OF
CG901 NBO (80) ESD Em'cy Shut Down System
OF
MS

CS960 CS912
CN915 CN916

FM011 CG939

(300)
L/S Limit Switch

CG927

(150)
CG935

No.1 LD Compressor

CG925
FM007

(250)
N.O

CS908 CS962
CG989
CG988 C Main Cargo Pump

SAMSUNG
CS963 CS909
CS935

CS910
(250)
From N2 CG936 Stripping/Spray Pump
(400) CG916 CG912 CG904 S F
Supply (400)
OF
(600) Fuel Gas Pump
CS922

L.O

Stripping Crossover
CN918 CN917 Globe Valve

Vapour Crossover
CS934

Liquid Crossover

Liquid Crossover
(25)
No.2 HD Compressor

(300)
(500)
CS945
No.1 Boil-off/ CG987
Butterfly Valve
Warm-up Heater (250)
(600)

CS921 CG943 CG917 CG903 Hyd. Operated Butterfly Valve

(600)

(80)
CG915 CG911 OF
(400) (600) (Open/Shut Type)
CS946 From N2
Supply Hyd. Operated Butterfly Valve

CS965
(25)
CS936
No.1 HD Compressor (Throttling Type)

CG900
Hyd. Operated Globe Valve
ESD
CS704 (Flanged Open/Shut Type)
(100) (600) CS966 (600) OF

H Hyd. Motor Driven Globe Valve

CG933 CS705 (Throttling Type)
CN913 CN914

CG940 (150) FM003 (80)

Lift Check Non Return
CG934

N.C (40) (25) Valve (Globe/ Angle)

N.C

CG932 OF CS904 CS906 CG929 Swing Check Valve

From N2
(80) Screw Down Non Return Valve
Supply FM004 N.O

CG930
LNG Forcing (Globe/ Angle)

L.C

(600)

(450)

(450)
vaporiser vaporiser

(80)

(80)
CS903 CS901 CS902 CS905
[Cargo (50) (50) Control Valve

CS042

CS032

CS022

CS012
CL044

CL034

CL024

CL014
Compressor (50) Relief Valve
Room] (Pilot Operated Valve)
(450) Needle Valve

(600)
SP-04

CG072
CG074
CL402

CL302

CL202

CL102
ESD

ESD

ESD
(600) CG705
CG706 Flap Spring Check Valve
CG703

CG075
(450)

(450)

(400)

(450)

(450)
SP-02

CG708

CG707

CG704
F Float Type Tank Level Gauge
GI702

(80)

GI701

FM002
K-LINE
OF
Inert Gas Dry Air (450) (600) R Radar Beam Type Level Gauge
From Engine Room
(300) (300) Gas Main (300) (300)
CS703
BA514F

CL701

SP-03
CS706 (350) (600) Vapour Main (600) (500) (400) (350)
Ballast Line (450) (700)
SP-01
In Pipe Duct CL700
(600)

Liquid Main

CG701

CG700
(400) (600) (400) (400)
CS702
(300)

(350)

(300)

(350)

(300)

(350)

(300)

(350)
CS701
(65) (65) (80) Spray Main (80) CS071 (80) (65) (65) (300)

(50) CS700

CG702
(50)
No.1 LNG

FM001
Vent Mast
CL407

CL307

CL207

CL107
CS403

CS412

CS303

CS312

CS203

CS212

CS103

OF
No.4 LNG No.3 LNG No.2 LNG
H

H
Vent Mast Vent Mast Vent Mast
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
(50)

(50)

For IBS For IBS For IBS (200) For IBS

(200) (200) (200)
Strip. Strip. Strip. Strip.
SA450, SA451
SA456, SA457
SA452, SA453
SA458, SA459
SA454, SA455

SA350, SA351
SA356, SA357
SA352, SA353
SA358, SA359
SA354, SA355

SA250, SA251
SA256, SA257
SA252, SA253
SA258, SA259
SA254, SA255

SA150, SA151
SA156, SA157
SA152, SA153
SA158, SA159
SA154, SA155
CG400

CG300

CG200

CG100
(500)

(500)

(500)
(300)

(300)

(400)

(300)

(400)

(300)

(400)

(300)

(400)
H CL404

H CL304

H CL204

H CL104
H CS402

H CS411

H CS302

H CS311

H CS202

H CS211

H CS102
CS406

CS306

CS206

CS106
CR401 CR301 CR201 CR101
CL400

CL300

CL200

CL100
CL403

CL402

CL401

CL303

CL302

CL301

CL203

CL202

CL201

CL103

CL102

CL101
CS401

CS410

CS301

CS310

CS201

CS210

CS101
H

H
(300) (300) (300) (300)

CS108

CS107
CR400 CR300 CR200 CR100
CS400

CS409

CS300

CS309

CS200

CS209

CS100
F F F F
CR406

CR306
CG401

CG301

CG201

CG101
H

H
CS408

CS407

CS308

CS307

CS208

CS207
R R R R
FL400

FL300

FL200

FL100
(250)
(250)

(250)
(250)

(250)
(250)
(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)

(15)
(15)
(15)
(15)
(15)
(400)

(400)

(400)
Radar Beam Type

Radar Beam Type

(65)

(50)

(65)

(50)

(65)

(50)

(65)

(50)

(50)
Level Gauge Pipe

Level Gauge Pipe

(8)
(8)
(8)
(8)
(8)

(8)
(8)
(8)
(8)
(8)
PORT Side PORT Side PORT Side PORT Side

STBD Side STBD Side STBD Side STBD Side

(300)

(600)

(300)

(600)

(300)

(600)

(300)

(600)
Emergency Pump Column

Emergency Pump Column

No.4 Tank No.3 Tank No.2 Tank No.1 Tank
CL406 CL405 CL306 CL305 CL206 CL205 CL106 CL105
(350)

(350)

(350)
(80)

(50)

(80)

(50)

(80)

(50)

(80)
C C Base Plate C C Base Plate C C Base Plate C C Base Plate
S F S F S F S
No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P) No.2 (S) No.1 (P)

IMO No. 9355379 6 - 21 Part 6 Cargo Operations / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
6.2.1 Cooling Down Tanks Prior to Arrival 6) The spray pump in No.4 cargo tank is supplying the forcing vaporiser
as required by the generators. 3) Set up the valves on the spray coolers for the LD compressor and
1. General NBO mist separator.
(Sea illustration 6.2.1a) 7) The fuel gas pump in No.4 cargo tank is supplying the cooling
medium for No.1 and No.2 and No.3 cargo tanks. Valve Description Position
It is assumed all valves are closed prior to use and heel for cool down has been
retained in No.4 cargo tank. All other tanks have been allowed to warm up owing As the insulation barrier space and insulation space spaces cool down, the set CS706 Fuel line block valve to compressor room Open
to the length of the voyage. points can be lowered to the normal operating settings. NBO mist separator spray cooler control
CS909 Auto
To colder the tank temperatures are prior to loading the less boil-off there will be Valve
8) Open the vapour dome outlet valves to the vapour header.

SAMSUNG
during the initial part of the voyage. CS911 LD compressor spray cooler control valve Auto

2. Operating Procedure for Cargo Tank Cooling Down Valve Description Position Spray coolers needle valves Locked
CS934,CS963
CG100, CG101 No.1 tank vapour valve Open open
Purpose -Tanks and IBS cooling down before loading CG200, CG201 No.2 tank vapour valve Open
Cargo tank average temperature : -130°C CG300, CG301 No.3 tank vapour valve Open
Performance Criteria 4) Set up the valves on No.2 LD compressor.
(Excluding top sensor)
CG400, CG401 No.4 tank vapour valve Open
-Spray Pump
Vapour header to compressor room Valve Description Position
-Low Duty Compressors CG704 Open
supply line
- Heater for gas firing No.2 LD compressor inlet valve
Auxiliaries Involved CG902 Open
- Mist separator
- Fuel Gas Pump Set Up for Automatic Gas Control CG914 No.2 LD compressor outlet valve open
- Forcing vaporiser
- Operating condition of spray pump and LD 1) Set up the valves on the spray line header and the forcing vaporiser.
compressor / WU/BO heater including monitoring
5) Set up the valves on No.2 heater and gas burning line.

K-LINE
of instrument safety function (alarm & etc.) Valve Description Position
Check Points - Pressure of vapour header.
CS412 No.4 tank fuel gas master valve Open Valve Description Position
- Spray pump discharge pressure/ current.
- Temperature of cofferdams. No.4 tank fuel gas pump discharge valve
CS410 Open CG918 ,CG937 No.2 heater inlet / outlet valve Open
- Temperature & pressure of insulation spaces.
CS409 No.4 tank fuel gas return valve Open CS923 No.2 heater inlet control valve Auto
Cooling Down Cargo Tanks Prior to Arrival with the Automatic Gas Control No.4 tank spray return valve No.2 heater temperature control valve
CS402 Open CS924 Auto
System in Use
CS902, CG929 Forcing vaporiser inlet / outlet valve Open Fuel gas ESDS valve to main generator
1) Prepare the records for the tank, secondary barrier and hull CG938 engine Auto
CS905 Forcing vaporiser control valve Auto
temperatures.
Forcing vaporiser temperature control
2) Check that the nitrogen pressurisation system for the insulation spaces CS906 Auto NOTE
valve
is in automatic operation and lined up to supply the additional nitrogen Demand from No.4 cargo tank to the generators is automatically controlled by the
necessary to compensate for the contraction from cooling of the tanks. engine requirements. Spraying is carried out in No.4 tank to maintain temperature.
2) Set up the valves on the NBO and FBO mist separators.
Prior to the cooling down, the nitrogen pressure inside the IBS will be
raised to 0.7 kPa and the IS will be maintained at IBS 0.2 kPa. Valve Description Position
Pressurise the buffer tank to maximum pressure.
CS908 NBO mist separator drain valve Auto
3) Check that the gas detection system is in normal operation. FBO mist separator drain valve
CS907 Auto
4) Place in service the heating system for the cofferdams if not already Fuel gas ESDS valve to main generator
CS920 Open
operating. engine from forcing vaporiser

5) The automatic gas burning control system will maintain the tank
pressure at 6kPa during cooling down of the cargo tanks.

IMO No. 9355379 6 - 22 Part 6 Cargo Operations / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Set Up for Cooling Down 7) On completion of cooldown, stop No.4 spray pump and close CS401
the discharge valve, operate the following valves to allow the spray
1) Set up the valves on the spray line header for cooling down No.1 and line to drain back to No.4 tank.
No.2 cargo tanks.

Valve Description Position Valve Description Position

CS701 Spray line block valve Open CS103 No. 1 tank spray master valve Close
CS700 Spray line block valve Open CS203 No. 2 tank spray master valve Close

SAMSUNG
CS103 No.1 tank spray master valve Open CS303 No. 3 tank spray master valve Close
CS203 No.2 tank spray master valve Open CS403 No. 4 tank spray master valve Close
CS303 No.3 tank spray master valve Open CS400 No. 4 spray return line valve Open
CS403 No.4 tank spray master valve Open

No.4 tank spray return valve Reset the nitrogen supply system to normal operating set points. Continue
CS400 Auto
supplying fuel gas from No.4 cargo tank via the vaporiser with the LD compressor
controlling the cargo tank pressure.

2) No.4 spray pump is started after the spray discharge valve CS401 is Cooling down the cargo tanks from +30°C to -130°C, over a period of 10 hours
opened 20% to allow minimum flow. will require a total of approximately 900m3 of LNG to be vaporised.
At a mean cooling rate of 20°C per hour over the first 5 hours, this should
3) Open slowly the spray rail inlet control valves on No.1 and 2 and 3 correspond to a mean cooling rate of 8°C to 9°C per hour for the secondary barrier,
cargo tanks and slowly open the discharge valve to No.4 spray pump giving a temperature of approximately -80°C after 10 hours.

K-LINE
to maintain a pressure of 0.45 MPa in the spray main.

Valve Description Position

CS108 No.1 tank starboard spray rail valves Open

CS208 No.2 tank starboard spray rail valves Open

CS308 No.3 tank starboard spray rail valves Open

CS408 No.4 tank starboard spray rail valves Open

Care should be taken to maintain control of the vapour pressure either by

use in the power generating plant as fuel or burned in the GCU. Venting
to atmosphere via the forward mast riser is for safety reasons only.

4) Once all of the spray headers are cool, increase the flow to the tanks
by adjusting the spray pump discharge valve to maintain an even
cooldown and control of vapour pressure whilst keeping 0.8 MPa
pressure in the spray main.

5) Using the IAS, monitor the pressure inside the tanks and temperature
cooldown rate. Adjust the starboard spray rail inlet valves CS108 and
CS208 and CS308 to obtain an average temperature fall of 20/25°C
per hour during the first 4 hours, thereafter 10/12°C per hour.

6) When all of the tanks have reached the required temperature (-100°C
at the top, -130°C at the bottom) either continue to spray the tanks
until the required heel remains or stop the spray pump.

IMO No. 9355379 6 - 23 Part 6 Cargo Operations / Issue 1

Terminal Ship
Terminal Ship
Prior To
Arrival Terminal advises ship of arm Ship advises terminal of tank Test ESD Witness and log ESD1 operation Test of ESD operation
configuration to be used condition (Warm)
Pilot/loading master advises Witness and log ESD1 operation
Lines are 1: LNG loading Warm before opening ship's manifold
terminal control room
Numbered from 2: LNG loading Inerted valves
Forward Vapour return etc
3: LNG loading

SAMSUNG
4: LNG loading Ship confirms ETA Boil - Off When ship's vapour return manifold Fully open ship's vapour return
To Shore is open, open loading arm vapour valve
Ship advises systems operational
return valve
Ship advises changes (if any) Ship's cargo tanks will balance with
Cofferdam heating on If ship inerted, vapour return to shore tank at approximately 40mbar
line - up with shore flare
Arrival
Secure ship at jetty
Cool Down Cool down loading arms and Ship advises terminal of readiness
Pilot/loading master advises
terminal on completion Ship checks communications ship's liquid lines to start cool down of loading arms
and ship's liquid lines.
Ship continuously monitors Terminal advises ship when ready
loading frequency CCR requests start
Main propulsion on standby Cool both arms simultaneously
Fire fighting equipment ready until frosted over entire length
Secure gangway OR
Fire main pressurised Operation controlled by loading
Pilot/loading master advises (approximately 45/60 minutes)
terminal staff
OR
If ship is in inerted condition, If ship is in inerted condition,

K-LINE
Check gangway advise ship when ready to start CCR advises terminal when ready
Hand over crew list cooldown of first loading arm to start cool down of first loading
Preloading Pilot/loading master and liquid line arm and liquid line
Meeting Display appropriate signage
Relevant terminal personnel Ship's CCR specifies flow rate
Review loading schedule (approximately 20m3/h)
Relevant ship's personnel
Review loading schedule ESD Test Initiate ESD1 signal from shore Witness and log ESD1 operation
Connecting (Warm) of all ship's valves
Vapour return arm connected first
Up Witness and log ESD1 operation
Position safety locks
Pressure test with N2 of all shore hydraulic valves
Loading strainers in place
Manifold blanks removed Gas Up
Terminal confirms readiness to Ship's CCR confirms readiness to
Check (If Inerted)
Terminal control room checks gas up ship's lines and tanks gas up lines and tanks
System System line - up Vapour return lined up to shore Ship's CCR specifies liquid flow rate Total Gas Up
Line - Up
If ship inerted, vapour return to flare until CO2 content below 10% Ship's CCR requests start Time
line - up with shore flare Monitor from CCR When below 10% line up for Approximately
normal vapour return recovery When CO2 content below 10% 20 Hours
inform terminal
Continue gassing up until CO2
Safety Carry out safety inspection content is below 1% by volume
Carry out safety inspection
Inspection
Complete and sign safety check list Complete and sign safety checklist
Start side water curtain at manifold Cool Down Terminal confirms readiness to Ship's CCR confirms readiness to
Tanks cool down ship's lines and tanks cool down tanks Total Gas Up
And
CTS Initial cool down flow rates approx: Ship's CCR specifies liquid flow rate Cooldown
Carry out initial CTS gauging Carry Out Initial CTS Gauging
100 m3/h for 4 hours Ship's CCR requests start Time
before opening ship's manifold
150 m3/h for 2 hours Approximately
valves Ship's CCR informs terminal when
200 m3/h for 4 hours 30 Hours
cooldown complete

Ready For Loading

IMO No. 9355379 6 - 24 Part 6 Cargo Operations / Issue 1

CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
6.3 Loading If the tanks have not been previously cooled down, LNG spraying is carried out.

6.3.1 Preparations for Loading Alongside the Terminal

It is assumed that all preparatory tests and trials have been carried out as per 1) Connect and bolt up the shore ground cable.
section 6.2 on the ballast voyage prior to arrival at the loading terminal.
2) Connect and test the shore communication cable.
All operations for the loading of cargo are controlled and monitored from the
ship’s CCR. The loading of LNG cargo and simultaneous de-ballasting are carried 3) Test the telephone for normal communication with the terminal.
out in a sequence to satisfy the following:

SAMSUNG
4) Test the back-up communication arrangements with the terminal.
1) The cargo tanks are filled at a uniform rate.
5) Change over the blocking switch for the shut down signal from the
2) List and trim are controlled by the ballast tanks. terminal, from the blocked to the terminal position.

3) The cargo tanks are to be topped off at the fill heights given by the 6) Connect the terminal loading arms to the four LNG crossovers and one
loading tables (98.5%). vapour crossover. This operation is done by the terminal personnel.

4) During topping off, the ship should be kept on an even keel. 7) Check that the coupling bolts are lubricated and correctly torque and
check QCDC (Quick Connect Disconnect) gasket for damage (if
5) During loading, the ship may be trimmed in accordance with the terminal applicable).
maximum draught, in order to assist in emptying the ballast tanks.
8) In the CCR, switch on the cargo tank level alarms and level shutdowns
6) The structural loading and stability, as determined by the loading which are blocked at sea.
computer, must remain within safe limits.

K-LINE
9) Switch the independent level alarms from blocked to normal on each tank.
An officer responsible for the operation must be present in the Cargo Control
Room CCR) when cargo is being transferred. A deck watch is required for routine
checking and/or any emergency procedures that must be carried out on deck during 10) Switch the derived level alarms from blocked to normal on each tank.
the operation.
11) Verify that alarms for level shut downs blocked are cleared.
During the loading operations, communications must be maintained between the
ship’s CCR and the terminal: telephone and signals for the automatic actuation of 12) Connect the nitrogen purge hoses to the crossover connections and purge
the Emergency Shutdown from or to the ship are to be in operation. the air from each loading arm using N2 gas from shore.

At all times when the ship is in service with LNG and mainly during loading, the 13) Pressurise each loading arm with full nitrogen pressure through the purge
following are required: valve, and soap test each coupling for tightness.
- The pressurisation system of the insulation spaces must be in operation with
16) Bring the ship to a condition of no list and trim, and record the arrival
its automatic pressure controls.
conditions for custody transfer documentation. Official representatives of
both buyer and seller are to be present when the printouts are run
- The secondary Float Level Gauge system should be maintained ready for
operation.

- The temperature recording system and alarms for the cargo tank, barriers and
double hull structure should be in continuous operation.

- The gas detection system and alarms must be in continuous operation.

Normally when loading the cargo, vapour is returned to the terminal by means of
the HD compressors or shore compressor. The pressure in the ship’s vapour header
is maintained by adjusting the compressor flow.
The cargo tanks must be maintained in conjunction with the vapour header on deck,
with the vapour valve on each tank dome open.

IMO No. 9355379 6 - 25 Part 6 Cargo Operations / Issue 1

SAMSUNG
This page is intentionally blank.

K-LINE
IMO No. 9355379 6 - 26 Part 6 Cargo Operations / Issue 1
CONFIDENTIAL : This document is property of SHI and must not be copied, shown or given to a THIRD PARTY
without the consent of SHI. Unauthorized use or disclosure of this material results in civil or criminal liabilities.
TANGGUH PALUNG Cargo Operating Manual
Illustration 6.3.2a Cargo Lines Cool Down

ESD CG937 CG920 CG931

To Engine OF (150)
OF Key Symbol Description

(450)

(400)

(450)

(450)
(300) (400)
Room CS924 CG906 CG942 FM005 Liquid Natural Gas Line Spectacle Flange

CN911 CN912
FM010 CG938 CG919

CG071
CG073
CL401

CL301

CL201

CL101
(80)

ESD

ESD
After Cold Natural Gas Line OF
Flow Meter OF: Orifice
No.2 Boil-off/ CG914 CG910 L/S CG902 VF: Vortex
OF Cooler OF

(200)
Warm-up Heater FBO
CS923 CG944 CG918 MS
Conical Type Strainer
From N2 (250)

CG928
FM006 No.2 LD Compressor

CS041

CS031

CS021

CS011
CL043

CL033

CL023

CL013
(400)
Supply CG905 CG941 Y-type Strainer

CS911
Pre-

CG926
ESD (80)

CS964 CS907 CS961

OF CG907 Cooler

(450)

(450)
(200)

(80)

(80)
To GCU CG913 CG909 L/S OF
CG901 NBO (80) ESD Em'cy Shut Down System
OF
MS

CS960 CS912
CN915 CN916

FM011 CG939

(300)
L/S Limit Switch

CG927

(150)
CG935

No.1 LD Compressor

CG925
FM007

(250)
N.O

CS908 CS962
CG989
CG988 C Main Cargo Pump

CS963 CS909
CS935

SAMSUNG CS910
(250)
From N2 CG936 Stripping/Spray Pump
(400) CG916 CG912 CG904 S F
Supply (400)
OF
(600) Fuel Gas Pump
CS922

L.O

Stripping Crossover
Vapour Crossover
CN917

Liquid Crossover

Liquid Crossover
CN918 Globe Valve

CS934

(25)
No.2 HD Compressor

(300)
(500)
CS945
No.1 Boil-off/ CG987
Butterfly Valve
Warm-up Heater (250)

(600)

(600)
(600)

CG943 CG917

(80)
CS921 CG903 Hyd. Operated Butterfly Valve
CG915 CG911 OF
(400) (600) (Open/Shut Type)
CS946 From N2
Supply Hyd. Operated Butterfly Valve

CS965
(25)
CS936
No.1 HD Compressor (Throttling Type)

CG900
Hyd. Operated Globe Valve
ESD (Flanged Open/Shut Type)
(100) (600) CS966 (600) OF CS704
H Hyd. Motor Driven Globe Valve
CG933 CS705 (Throttling Type)
CN913 CN914

CG940 (150) FM003 (80)

Lift Check Non Return
CG934

N.C (40) (25) Valve (Globe/ Angle)

N.C

CG932 OF CS904 CS906 CG929 Swing Check Valve

From N2
(80) Screw Down Non Return Valve
Supply FM004 N.O

CG930
LNG Forcing (Globe/ Angle)

L.C

(600)

(450)

(450)
vaporiser vaporiser

(80)

(80)
CS903 CS901 CS902 CS905
[Cargo (50) (50) Control Valve

CS042

CS032

CS022

CS012
CL044

CL034

CL024

CL014
Compressor (50) Relief Valve
Room] (Pilot Operated Valve)

(450) Needle Valve

(600)
SP-04

CG072
CG074
CL402

CL302

CL202

CL102
ESD

ESD

ESD
(600) CG705
CG706 Flap Spring Check Valve
CG703

CG075
(450)

(450)

(400)

(450)

(450)
SP-02

CG708

CG707

CG704
F Float Type Tank Level Gauge
GI702

(80)

GI701

FM002
OF
Inert Gas Dry Air (450) (600)

K-LINE
R Radar Beam Type Level Gauge
From Engine Room
(300) (300) Gas Main (300) (300)
CS703
BA514F

CL701

SP-03
CS706 (350) (600) Vapour Main (600) (500) (400) (350)
Ballast Line (450) (700)
SP-01
In Pipe Duct CL700
(600)

Liquid Main

CG701

CG700
(400) (600) (400) (400)
CS702
(300)

(350)

(300)

(350)

(300)

(350)

(300)

(350)
CS701
(65) (65) (80) Spray Main (80) CS071 (80) (65) (65) (300)

(50) CS700

CG702
(50)
No.1 LNG

FM001
Vent Mast
CL407

CL307

CL207

CL107
CS403

CS412

CS303

CS312

CS203

CS212

CS103

OF
No.4 LNG No.3 LNG No.2 LNG
H

H
Vent Mast Vent Mast Vent Mast
CS404 CS304 CS204 CS104
CS405 CS305 CS205 CS105
(50)

(50)

For IBS For IBS For IBS (200) For IBS

(200) (200) (200)
Strip. Strip. Strip. Strip.
SA450, SA451
SA456, SA457
SA452, SA453
SA458, SA459

SA350, SA351
SA356, SA357
SA352, SA353
SA358, SA359

SA250, SA251
SA256, SA257
SA252, SA253
SA258, SA259

SA150, SA151
SA156, SA157
SA152, SA153
SA158, SA159
SA454, SA455

SA354, SA355

SA254, SA255

SA154, SA155
CG400

CG300

CG200

CG100
(500)

(500)

(500)
(300)

(300)

(400)

(300)

(400)

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