Tanker Design - Think Tank

Features from the Naval Architect‘s point of view © by Dipl.-Ing. M. Haasis

Content
• General: Definition Tanker
• Tanker Class Signs: Overview
• Major International Conventions and Codes:
• SOLAS
• MARPOL (Annex I, Annex II)
• Requirements for Chemical Tankers (IBC)
• Requirements for Gas Tankers (IGC)
• Requirements from the Safety Point of View
• Requirements from the Pollution Prevention Point of View
• Structural Aspects
• Influences on Tanker Design
• Common Structural Rules for double hull tankers >150 m

No. 2

1
Oil Tanker
2 million barrels of Crude Oil may be carried in bulk

No. 3

Worldwide Incoming Ship Building

Contracts

No. 4

2
General: Tanker
A tanker is a ship intended for the carriage of liquid
cargoes in bulk:
• Oil Tankers
• Product Tankers
• Chemical Tankers
• Asphalt Tankers
• Liquefied Gas Tankers
• Other Tankers ( Wine Tankers, Water Tankers, etc.)

No. 5

Definitions
• OIL TANKER
is engaged in the trade of carrying
• petrol oils in any form including crude oil,
• refined products,
• sludge and oil refuse.
• PRODUCT CARRIER
• is engaged in the trade of oil other than crude oil
• CHEMICAL TANKER
• is a ship carrying dangerous chemicals in bulk.
• Chemical tankers are subdivided in three ship types depending on the ability
to carry substances that require maximum, significant or moderate
preventive measures to preclude an escape of such cargo.
• GAS TANKER
• is a ship engaged in the carryage of liquefied gases in bulk

No. 6

3
Overview of typical Characters of Class 1/2
and Notations for Tankers
8 100 A 5 Oil Tanker , CSR (if applicable)

8 100 A 5 Product Tanker / Carrier

8 100 A 5 Chemical Tanker Type 2

8 100 A 5 Chemical Tanker Type 2 /Oil Tanker

No. 7

more … Tanker Class Notations 2/2

8 100 A 5 Liquefied Gas Tanker Type 2G

8 100 A 5 Asphalt Tanker

8 100 A 5 Wine Tanker

8 100 A 5 General Cargo Ship equipped for

the carriage of Kaoline Slurry

No. 8

4
Denotation of Tanker-Class-Notations
• Oil Tanker = Tanker intended to carry
mineral oils and crude oil in bulk
• Product Tanker = Tanker engaged in the trade of
carrying oil - other than crude oil.
• Chem. Tanker Type 2 = is allowed to transport
chemicals covered by the IBC-Code
Type 2: is a chemical tanker intended to carry chapter 17
products with appreciably severe environmental and safety
hazards, which require significant preventive measures to
preclude an escape of such cargo.
( Type 1: very severe … Type 3: sufficient severe …)

No. 9

SOLAS 1974 - International Convention

for the “Safety Of Life at Sea“, 1974
• SOLAS 1974 Convention adopted on 1 November 1974
by the International Conference on Safety of Life at Sea
(entered into force on 25 May 1980)
• SOLAS Protocol 1978 adopted on 17 February 1978
by the International Conference on Tanker Safety and
Pollution Prevention (entered into force on 1 May 1981)

Definition in SOLAS, Ch. I, Reg. 3. (h):

• “A Tanker is a cargo ship constructed or adapted
for the carriage in bulk of liquid cargoes of an
inflammable nature.“
• Part D of SOLAS Ch. II-2:
• Fire Safety measures for tankers

No. 10

5
 MARPOL 73/78 International Convention for the
Prevention of Pollution from Ships, 1973, and the Protocol of
1978 related to that Convention
• Adopted in November 1973 by the International
Conference on Marine Pollution
• Protocol of 1978 related thereto was adopted in
February 1978 by the International Conference
on Tanker Safety and Pollution Prevention

Annex I - Regulations for the Prevention of

Pollution by Oil
Annex II - Regulations for the Control of Pollution
by Noxious Liquid Substances

No. 11

GL-Hull-Rules includes MARPOL/ SOLAS Requirements…

see GL-Hull-Rules Chapter 1, Sec. 24 Oil Tankers

… as far as their
provisions
affecting the
structural design
of the vessel

IACS-CSR for Double Hull Oil Tankers > 150 No.m12

6
IBC-Code International Code for the Construction and
Equipment of Ships Carrying Dangerous Chemicals in Bulk
• Adopted on 17 June 1983 by the Marine Safty
Committee (MSC) of IMO by Resolution MSC.4(48)
• Chapter VII of SOLAS 1974 (as amended in 1983):
“Chemical tankers constructed on or after 1 July 1986
must comply with the provisions of the IBC-Code.“
• IBC-Code was extended by Res. MEPC.19(22) of the
Marine Environment Protection Committee on 5 December
1985 to cover marine pollution aspects for the
implementation of Annex II of the MARPOL 73/78
Convention.
• Reg. 13 of MARPOL, Annex II:
“Chemical tankers constructed on or after 1 July 1986
must comply with the provisions of the IBC-Code.“
Text of the IBC-Code is incorporated into GL-Rules as
Chapter 7

No. 13

Text of the IBC-Code is incorporated into

GL-Rules as Chapter 7

Rules for Classification

and Construction
I Ship Technology
1 Seagoing Ships

7 Chemical Tankers

No. 14

7
IBC-Code: Chapter 17

=>

No. 15

Hazards of Chemicals <–> Tanker Design

• Chemical Tankers are designed taking into account
the physical and chemical properties of the
transported products.
The hazards of chemical substances may be grouped
in two broard categories:

• Hazards concerning Safety, either for Crew and Ship

• Hazards concerning Pollution with regard to
Environment

No. 16

8
Hazards of Chemicals concerning Safety 1/2
either for Crew and Ship
• Density of chemicals
• high density, i.e. Sulphuric acid =1.84 t/m³
• tanks, piping & cargo pumps to be designed accordingly
• CoF – Cert. of Fitness = “List of Cargoes“, allowed to be carried =>
• High viscosity & high solidification temperature
• cargo must be heated -> for example : Coal Tar Pitch
• Low boiling point
• cargo to be carried in refrigerated tanks
• p/v valve setting

• Reactivity
• some chemicals react to water, air or other products
• avoid contact
• segregation of cargo and vent piping, inert gas system requirements

No. 17

Hazards of Chemicals concerning Safety 2/2

either for Crew and Ship

• Polymerisation
• Molecules link together into a new compound -> rise of temperature

• Toxicity
• highly poisonous, either by inhalation, ingestion or skin absorbtion
• -> see IBC

• Corrosion
• tanks, piping & cargo pumps to be designed accordingly

• Flammability
• chemicals with low flash point require special fire-fighting systems
(foam, dry powder, etc.)

No. 18

9
 Hazards of Chemicals concerning Pollution

• Damage in the long term: organism can accumulate

substances resulting in poisoning and environmental
damage

• Organisms higher in the food chain, including at

least human beeings, could be affected

No. 19

IGC-Code International Code for the Construction

and Equipment of Ships Carrying Liquefied Gases in Bulk
• IGC-Code adopted in June 1983 by the Marine Safety Committee
(MSC) of IMO by Resolution MSC.5(48)
• Chapter VII of SOLAS 1974 (as amended in 1983):
“Liquefied gas tankers constructed on or after 1 July 1986 must
comply with the provisions of the IGC-Code.“
Previous IMO Gas Codes:
- “Code for the Construction and Equipment of Ships Carrying
Liqufied Gases in Bulk“
- Res.A.328(IX) applicable for gas carriers contracted on or after
31 October 1976“
- “IMO Code for existing Ships Carrying Liquefied Gases in Bulk“

Text of the IGC-Code is incorporated into GL-Rules as Chapter 6

No. 20

10
 Text of the IGC-Code is incorporated into
GL-Rules as Chapter 6

Rules for Classification

and Construction
I Ship Technology
1 Seagoing Ships

6 Liquefied Gas Tankers

No. 21

International Conventions to be applied

during Hull Plan Approval and Survey
Drawing approval and survey according to Certificate

SOLAS MARPOL
additional CoF
IBC IGC IOPP
Ship's Type cargo SOLAS Annex I Annex II Chem. NLS
Code Code (suppl.)
/Gas
Oil Tanker x x B
Product
Carrier x x B
NLS*-
Oil Tanker substances x x x B x
Product NLS*-
Carrier substances x x x B x
Chemical
Tanker x x x A x
Chemical Oil
Tanker products x x x x B x
Liquefied
Gas Tanker (NLS*) x x A x (x)
* NLS-substances, listed in the IBC Code, Chapter 18 (“substances to which the Code [IBC Code] does not apply”)

No. 22

11
Requirements from the Safety Point of View
• Segregation of Cargo Area MARPOL, Reg. 18
• Definition: Cargo Area
• Hazardous Zones (former Reg. 13. A, B)
• Structural Fire Protection
• Doors, windows and other openings in Superstructures and
Deckhouses facing the cargo area
• Access to Spaces within the Cargo Area
• Oil Spill Barrier
• Subdivision and Damage Stability
• Emergency Towing Arrangement (>20.000 Dwt)
• Save Access to Tanker Bows

New! Enter into force on 1. January 2007

No. 23

Segregation of Cargo Area with regard to Risk of Explosion

• Location and separation of spaces

• acc. to SOLAS 2004 Ch. II-2, Reg.4, § 5 and Reg.9, § 2.4.2.5
• “Single-failure-theory”:
• a single failure on bulkhead or system shall not create a hazardous
situation in the safe spaces
This requirement leads also to special considerations regarding:
• hazardous zones in respect of the presence of flammable vapours:
• Zone “0”= permanent
• Zone “1”= occasionally
• Zone “2”= rarely / short periods
• ballast – and cargo piping system
• elimination of sources of ignition: mechanical sparks, heat, static
electricity/ electrical installation

Requirements from the Safety Point of View

No. 24

12
 Risk of Explosion
… is depending on three facts, in case
they are present at same time:
Oxygen
• Oxygen Air / O2

• Air / O2
• Flammable Products
• Gas
• Vapour Explosion
• Oil mist
• Sources of Ignition
• Switches Flammable Source
• Slip rings in motors of
product
• High temperatures Gas
ignition
Vapour
• Slipping anchor chain Oil mist

Requirements from the Safety Point of View

No. 25

Explosion Hazard Areas

Requirements from the Safety Point of View

No. 26

13
Segregation of Spaces – Arrangement and Location
Safe space
L/25
L/25 =>
Fire-protection: A60 - wall

Cargo area

L/25
L/25
Cargo tanks see
seecofferdam
Fig. 2.1.2
joint

min. 3m
max. 5m
Cofferdam
Cofferdam

Engine Room Slop

Slop
Cargo BW
Ballast
Engine Room Tank
Tank
Tank Tank
Tank
Tank

Requirements from the Safety Point of View

No. 27

Segregation of Spaces – Cofferdam

Safe Space (e.g. Control Station)
Safe Space

Cofferdam joint
Cargo
Cargo
Tank
Tank

Pump Room
Pump Room Ballast Tank
Ballast Tanks

Cruciform joint
8 7 6

8 7 6

non-compartible Cargoes
Non-compartible
permitted! Cargos permitted

Requirements from the Safety Point of View

No. 28

14
 Save Access to Tanker Bows
SOLAS Ch. II-1, Part A-1 Structure of ships
Reg.3-3
• Every tanker
• Oil-,
• Chemical-, and
• Gas Tanker
• shall be provided with means to to enable the crew
to gain safe access to the bow even in severe weather conditions
either by
• a permanent and continuous walkway on the freeboard deck
or
• a corresponding permanent gangway above - “Catwalk“
Requirements from the Safety Point of View
No. 29

Save Access to Tanker Bows - Catwalk

SOLAS CH II-1, Part A-1 Structure of ships Reg.3-3
• Clear width = 1 m – 1,5 m
• Guard Rail Height min. 1 m
• Foot Stop on either side
• Fire resistant
• Surface Non-Slip-Material
• Shelters min. every 45 m
see Ch.1, Sec.24, A7
of our Rules

1m

Requirements from the Safety Point of View

No. 30

15
 Emergency Towing Arrangements of Tankers
SOLAS, Ch. II-1, Part A-1 Structure of ships

Reg.3-4

Every Tanker
of 20.000 Dwt and more
has to be provided with an:

• Emergency Towing Arrangement on board

• to be fitted at both ends
• Emergency Towing Procedure New ! acc. Res. MSC.35(63)
• to be carried on board

Requirements from the Safety Point of View

No. 31

Emergency
Towing
Arrangements
of Tankers

SOLAS, Ch.
II-1, Part A-1
Structure of
ships,
Reg.3-4

New !

Requirements from the Safety Point of View

No. 32

16
 Access to Spaces in the Cargo Area / 1/3
Permanent Means of Access (PMA)
SOLAS, Ch. II-1, Part A-1 Structure of ships
Reg.3-6
Each space within the cargo area
shall be provided with a:
• Permanent Means of Access (PMA) to enable:
• Overall and Close-up Inspections
• Thickness Measurements of the ship‘s (and tank) structures
or
• Movable or portable means of access
• as specified in the Technical Provisions
• which have to be allowed by Administration

Requirements from the Safety Point of View

No. 33

Access to spaces in the Cargo Area

2/3

• as Cofferdams, Ballast Tanks, Cargo Tanks and other

spaces in the cargo area is to be:
• direct from the open deck
• such as to ensure their complete inspection

• Access to Double Bottom Spaces may be through a

• Cargo pump room, Pump room
• Deep Cofferdam
• Pipe Tunnel or similar

=> No. 34

17
Access to spaces in the Cargo Area 3/3

• Horizontal Openings as in the Main Deck, Stringer Decks, Inner Bottom

to be :
• 600 x 600 mm ; corner radii Rmax=100 mm
• to allow a person wearing a self-contained airbreathing apparatus and
protective equipment
• to allow hoisting an injured person from the bottom of the space

• Vertical Openings as in the Main Deck, Stringer Decks, Inner Bottom

to be :
• 600 x 800 mm ; R= 300 mm ;
• at height of not more than 600 mm above Stringer Deck/
Shell Bottom – unless gratings or other foot holds are provided

=> No. 35

Save Access to Cargo Holds

lengthtank > 35 m
shall be fitted
with at least 2
access hatchways
and ladders

Requirements from the Safety Point of View

No. 36

18
Requirements from the Pollution Prevention -
Point of View (Oil Tankers/MARPOL Annex I)
• Control of Discharge of Oil Reg. 15, 34
• Segregated Ballast Tanks, Reg. 18 (Reg. 13 A, B)
Dedicated Clean Ballast Tanks and Crude Oil Washing
• Double Hull Req. for Newbuildings, Reg. 19 (Reg. 13.F)
• Requirements for Existing Tankers, Reg. 20 (Reg. 13.G)
• Requirements for Minimizing Oil Pollution from Oil Tankers
due to Side and Bottom Damages,
• Intact Stability During Loading / Unloading in Port and During
Ballast Operations on Sea, Reg. 27 (Reg.25 A)
Enter into force on 1. January 2007

New ! acc. MEPC 117 (52) No. 37

Segregation of Ballast ( SBT) to Cargo Tanks

(Oil Tankers) New ! Enter into force on 1. January 2007

• MARPOL Reg. 18 (Reg. 13, 13A, 13B)

• for “New“ oil tankers of >20.000 Dwt =>
• and Product Carriers of >30.000 Dwt
requires:
• Segregated Ballast Tanks (SBT)
• Minimum Ballast drafts to be achieved
• Without any use of cargo tanks for ballast water

Req. from the Pollution Prevention Point of View No. 38

19
Limitation of Cargo Tank Length
lt < 10 m or f(Lc, B, bi) / max. 0,2 Lc

whichever is greater !

Note: reference is made to

MARPOL, Annex 1, Reg. 26 (2) (Reg. 24(2))

bi = min. distance from the ship‘s side to inner

hull of the tank => No. 39

Oil Spills caused by Tanker Accidents

Oil Spill
March 1989 Grounding of M/T “EXXON VALDEZ“ 40.000 tons

January 1993 Running ashore M/T “BRAER“ 84.700 tons

February 1996 Grounding of M/T “Sea Empress“ 72.000 tons

December 1999 M/T “ERIKA“ broken into two and sunk 14.000 tons

November 2002 Decease M/T “Prestige“ 77.000 tons

Double Hull required by MARPOL 13 F since 1993 => New Reg. 19

Req. from the Pollution Prevention Point of View No. 40

20
Tank Size Limitation f (Dw ; Vmax tank )
acc. MARPOL, Reg. 26 (2) (Reg. 24(2))
Cargo tanks of oil tankers shall be of such size and
arrangements that the hypothetical
outflow Oc or Os calculated in accordance with the
provisions of Reg. 25 (Reg. 23) of this Annex
anywhere in the length of the ship does not exceed

30,000 m3 or 400 Dw 1/3

whichever is the greater

but subject to: a maximum of 40.000 m³ Note: see oil spill of „Exxon Valdez“

New ! No. 41

Double hull
Construction
•
corr. BHDs

Req. from the Pollution Prevention - Point of View No. 42

21
 Double Side 2,0
2,0
2,0
acc. MARPOL, Reg. 19 (Reg. 13F)
(Oil Tanker)
ww[m]
[m]
Double Side
Double Side
not Required
not required w =0,5 0,5
+ + Dwt / 20.000
DW
20.000
1,01,0
but only in case,
that no heavy
grade oils are
carried, see
MARPOL,
Double Side
Double Side
Reg. 21

(Reg.13 H)
DW Dwt
• 10 3[[ tt ]]
0
5 10 30
00,6 5.000 10.000 30.000

New ! => No. 43

Double Bottom 2,0

2,02,0
acc. MARPOL, Reg. 19 (Reg. 13F)
(Oil Tanker)
hdbh [m]
[m]
B/15
B / 15

1,0
1,0
Ships DW≥³ 5000
ShipsDwt 5000tt
0,76
0,76 DW<<5000
ShipsDwt
Ships 5000t
t

BB[ m
[m]
]

10 11,4 15 20 30
00,6 11,4 15 30

New ! Enter into force on 1. January 2007

=> No. 44

22
Double Hull Requirement for Newbuildings:
MARPOL 13 F
MARPOL 73/78, Annex I, Reg. 19 (Reg. 13F) New !
(Res. MEPC.52(32), 6 March 1992)

applies to oil tankers of 600 tdw and above

• building contract on or after 6 July 1993
or
• keel laid on or after 6 January 1994
or
• delivery on or after 6 July 1996
or
• major conversion on or after dates above

No. 45

Pump-room bottom Protection

acc. MEPC* 52/24/Add.2 Revised Annex I of MARPOL 73/78
Regulation 22 New !
Pump-room bottom protection
1. This regulation applies to oil tankers of 5,000 tonnes deadweight and above constructed
on or after 1 January 2007.

2. The pump-room shall be provided with a double bottom such that at any cross- section the
depth of each double bottom tank or space shall be such that the distance h between the
bottom of the pump-room and the ship’s base line measured at right angles to the ship’s base
line is not less than specified below:

h = B/15 [m] or
h = 2 m, whichever is the lesser.
The minimum value of h = 1 m.

* THE MARINE ENVIRONMENT PROTECTION COMMITTEE

No. 46

23
Double hull Volume BHD
Construction

Panmax
B = 32.20 m
LPP= 179.50m
40.000 Dwt

No. 47

Double hull
Construction
•
Panmax
B = 32.20 m
LPP= 179.50m
40.000 Dwt

No. 48

24
Double hull
Construction

Panmax
B = 32.20 m
LPP= 179.50m
40.000 Dwt

No. 49

Double Hull Construction – Corrugated Bulkheads

No. 50

25
 Double Hull Construction – Corrugated Bulkheads

No. 51

Typical Transverse Deck Girder – Deck Longitudinals

No. 52

26
Some Typical Structural Details of Tankers

• Load Acting on the Tank Structure

• Comparasion Tank Bulkhead vs. Watertight Bulkhead of =>
a Dry Cargo Vessel
• Corrugated Bulkheads
• Corrugated Bulkheads with Bulkhead Stools

No. 53

Corrugated trv. Bulkhead - Tank Heating

=>

No. 54

27
Crack on Corrugation – sharp end from horiz. BRKT

No. 55

Cargo Tank – Duplex Steel

No. 56

28
Cargo Tank – Duplex Steel

No. 57

Cargo Tank – Duplex Steel –

Fittings for Tank Heating Pipes

No. 58

29
 Cargo Tank – Duplex Steel – Fittings

No. 59

Cargo Tank – Duplex Steel – Fittings

No. 60

30
Double Hull Construction – Wing Tank of a VLCC
Main Deck

Trv. Web Frame

Stringer

CL-Bulkhead
Corrugated transv. Bulkhead

No. 61

DB Tank “Tärnvind”

No. 62

31
 Access to spaces
in the Cargo Area

For Oil Tankers < 5000 Dwt

smaller dimensions may be
approved by Administration

No. 63

DB Tank “Matisse”

No. 64

32
Corrugated Trv. Bulkheads
– Terms and Definitions of Construction

No. 65

Chess-Load-Case

No. 66

33
 Alternate Load Case Mid-Tanks full

No. 67

Corrugated Trv. Bulkheads – Cracks

Damage
occurred on a
tanker which
was transferred
to GL-Class!

No. 68

34
 Corrugated Trv. Bulkheads – Cracks
• Possible Causes of Damage:
• Stress concentration due to
unsupported corrugation web

cracks • Misalignment

• Insufficient thickness of stool

side plating in relation to
corrugation flange thickness

• Weld details and dimensions

No. 69

Corrugated Trv. Bulkheads – Cracks

Vertically
corrugated BHD
Stool Top
Crack

Lower Inner
Vertically Stool
corrugated Bottom
Bulkhead

Cracks
Lower Stool
Stool Top

No. 70

35
Corr. Trv. Bulkhead with Stools – Cracks
Repair Proposal:
• Additional supporting
brackets below
corrugation

• Plate thickness of stool

plating i.w.o.
corrugations to be
increased

Existing
• Full penetration welding
cutout to be to be applied
insert plate in closed
stool side wall Full
Penetration
weld
• Cutout to be closed

No. 71

Flat Transverse Bulkhead

– Terms and Definitions of Construction

Main Deck

Horizontal stringer

Inner bottom

Bottom / Shell

No. 72

36
Midship Section – Terms and Definitions of Construction

No. 73

Double Hull VLCC

Dwt = 300 000

Length = 300 m
Breadth = 46 m
Draught = 16 m

No. 74

37
Internal Steel Structure
VLCC

Dw = 300.000 t
Length = 300 m
Breadth = 46 m
Draught = 16 m

• Shear strength (and sloshing) considerations generally require cargo tanks to be

subdivided by one or two longitudinal bulkheads (VLCC above 250.000dwt)

No. 75

Aft Ship /Machinery Space VLCC

No. 76

38
 Cargo Hold / Fore Ship VLCC

No. 77

Cargo Tank “Histria Sun” VLCC

No. 78

39
WB Tank “Histria Sun” VLCC

Side shell longitudinals and transv. web frames

No. 79

DB-Tank “Histria Sun” VLCC

Bottom plating and bottom longitudinals at transv. floor plates

No. 80

40
 Double Hull Requirement for Existing Oil Tankers:
MARPOL Reg. 20 (Reg.13G )
MARPOL 73/78, Annex I, Reg. 13G
a) adopted in 1992:
valid for existing oil tankers ≥ 20.000 tdw
and product tankers ≥ 30.000 tdw
have to comply with Reg. 13F = Reg. 19 not later than
25 years after delivery (30 years in case of protective location)

b) Amended Reg. 13G in April 2001 (Res. MEPC.95(46))

entered into force 1 September 2002
Îout-phasing schedule also for smaller oil tankers (≥ 5.000 tdw)

c) Amended Reg. 13G in December 2003 (Res. MEPC 111(50))

entered into force 5 April 2005 = Reg. 20
Î reduced out-phasing periods for single hull tankers
Enter into force on 1. January 2007

New ! acc. IMO Res. MEPC 117(52) of January 2006

No. 81

Revision of MARPOL Annex I, Reg. 20 (Reg. 13G)

Phase-out of single hull tankers IMO Res. MEPC 117(52)
(IMO Res.MEPC.111(50))

Category Phase-out date Delivery date

Cat. 1 2005-04-05 ships delivered on 1982-04-05 or earlier
2005 ships delivered after 1982-04-05
Cat. 2 and Cat. 3 2005-04-05 ships delivered on 1977-04-05 or earlier
2005 ships delivered after 1977-04-05, but before 1978-01-01
2006 ships delivered in 1978 and 1979
2007 ships delivered in 1980 and 1981
2008 ships delivered in 1982
2009 ships delivered in 1983
2010 ships delivered in 1984 or later

Category 1: Oil tankers ≥ 20000 tdw (crude, fuel , heavy diesel, lub. oil) and oil tankers ≥ 30000 tdw (other oil liquids)
Category 2: New oil tankers ≥ 20000 tdw (crude, fuel , heavy diesel, lub. oil) and new oil tankers ≥ 30000 tdw (other oil liquids)
Category 3: Oil tanker ≥ 5000 tdw (other than Cat. 1 or Cat. 2)

=>
No. 82

41
 Phase-out dates in the European Union
EC No 1726/2003
Category Phase-out date Delivery date
Cat. 1 2003 ships delivered in 1980 or earlier
2004 ships delivered in 1981
2005 ships delivered in 1982 or later
Cat. 2 and Cat. 3 2003 ships delivered in 1975 or earlier
2004 ships delivered in 1976
2005 ships delivered in 1977
2006 ships delivered in 1978 and 1979
2007 ships delivered in 1980 and 1981
2008 ships delivered in 1982
2009 ships delivered in 1983
2010 ships delivered in 1984 or later

Category 1: Oil tankers ≥ 20000 tdw (crude, fuel , heavy diesel, lub. oil) and oil tankers ≥ 30000 tdw (other oil liquids)
Category 2: New oil tankers ≥ 20000 tdw (crude, fuel , heavy diesel, lub. oil) and new oil tankers ≥ 30000 tdw (other oil liquids)
Category 3: Oil tanker ≥ 5000 tdw (other than Cat. 1 or Cat. 2)

No. 83

Intact Stability during Loading /Unloading in Port

and during Ballast Operations on Sea
Reg. 27 (Reg. 25 A)
Sufficient Intact Stability is required:
• at any possible stage of loading and unloading procedure
• when maximum free surfaces may cause:
- loss of stability
- and capsizing of the vessel at the terminal pier.

This Reg. 27, which requires also the proof of

non-realistic loading cases ( “fool-proof” design ),
can hardly be fulfilled for tankers of less than 150 m in length
having traditional ballast tank arrangement.

No. 84

42
 Special Requirements for Chemical Tankers

• Ship Types 1, 2, 3 acc. IBC-Code

• Survival Capability acc. IBC-Code
• Location of Cargo Tanks acc. Ship Types 1, 2, 3
• Separation of Cargo Area
• Cargo Containment and Materials of
Construction
• Certification and Surveys
• International Certificate of Fitness (CoF)
• Procedures and Arrangement Manual (P&A-Manual)
• Surveys

No. 85

Ship-Types 1, 2, 3 Chemical Tankers

acc. IBC-Code
• Type 1 :
is a chemical tanker intended to transport Section 17 products with
very severe environmental and safety hazards which require
maximum preventive measures to preclude an escape of such cargo.

• Type 2 :
is a chemical tanker intended to transport Section 17 products with
appreciably severe environmental and safety hazards which require
significant preventive measures to preclude an escape of such cargo.

• Type 3 :
is a chemical Tanker intended to transport Section 17 products with
sufficiently severe environmental and safety hazards which require
significant preventive measures to preclude an escape of such cargo.

No. 86

43
Collision 1/9

No. 87

Collision 2/9

No. 88

44
Collision 3/9

No. 89

Collision 4/9

No. 90

45
Collision 5/9

No. 91

Collision 6/9

No. 92

46
Collision 7/9

No. 93

Collision 8/9

No. 94

47
 Collision 9/9

No. 95

Cargo Tank Location Requirements

quite similar to gas tankers =>

for Chemical Tankers : Type 1 Type 2

Cargo Tank
location
requirement min.0,76 m

Type 3 ships : no requirements !

*) whichever is less, but minimum 0,76 m

Ship types and survival capabibility No. 96

48
 =>

Location Requirements for Chem. Tankers No. 97

Damage Assumptions f(L, B) acc. IBC Ch.2.5

• Side damage: whichever is less:
• Longitudinal extent : L2/3 / 3 or 14.5 m (if L ≥ 287 m)
• Transverse extent : B/5 or 11.5 m *) (if B ≥ 57,5 m)
• Vertical extent : upwards without limit **)

• Bottom damage for 0.3L from the forward p.p. of the ship
• Longitudinal extent : L2/3 / 3 or 14.5 m, (if L ≥ 287 m)
• Transverse extent : B/6 or 10 m *) (if B ≥ 60 m)
• Vertical extent : B / 15 or 6 m **) (if B ≥ 90 m)

• Bottom damage at any other part of the ship

• Longitudinal extent : L2/3 / 3 or 5m (if L ≥ 58 m)
• Transverse extent : B/6 or 5 m *) (if B ≥ 30 m)
• Vertical extent : B/15 or 6 m **) (if B ≥ 90 m)

=> No. 98

49
Survival Capability
Damage Stability Requirements for Chemical and Oil Tankers
Location of
Standard
Damage
Ship Length
Ship Type 125 m 150 m 225 m

Anywhere
Chemical Anywhere 2-Compartment-Status
Type 1

< 25°, IBC – Code

Anywhere
Anywhere except the bhds.

Final Angle of Heel

Chemical
Type 2 bounding the Machinery Spaces

Anywhere except Engine Except atexcept

Engine
Chemical
Anywhere except Engine Anywhere theRoom
bhds.
Room Bulkhead Bulkhead
Type 3 Room (spec.
flooded Consideration
Engine Room up bounding the Machinery Spaces
byAdministration
to flag state)

Anywhere except
Anywhere betweennoadjacent
Damage transv.
to Anywhere except the
Single flooded

< 25°
MARPOL Annex I bhds.exceptBulkheads
Machinery Space
Oil Tanker
Watertight bhds. bounding
Engine Roomthe
(special Consideration
No flooded Engine Room by flag state) Machinery Spaces

Comparison of IBC Code and MARPOL-73/78 Annex I

The survival requirements (stability criteria) are similar to those required in the
MARPOL Convention for oil tankers,
No. 99

Separation of Cargo Area

• Safety hazards of various liquid chemicals
are not only based on : The requirements for clear
• fire risk separation of cargo area from
• flammable vapours machinery spaces, service
but may be originated in the spaces and accommodation
are more strict for a chemical
• toxic nature of chemicals tanker than for an oil tanker:
• Fuel Oil Tanks are not considered as cofferdams and they
are to be separated
• Relaxations with regard to cofferdam arrangement, like it is
possible with an oil tanker with flash point restrictions*), is not
possible for a chemical tanker. *) “not suitible for cargos with flashpoint less than 60°C“

Special Requirements for Chemical Tankers

No. 100

50
Ship‘s Motion (Pitching, Rolling, Gearing)
leads to:
• High Slamming Pressure
i.w.o. fore/ aft bottom platings
• Load Cycles of high Pressures
on Shell Side- and Bow Plating
• High Deck Loads

No. 101

The Structural Design of Tankers

is gouverned by:
• Local Strength
• Local Tank Loads, Design Pressure, Sloshing
• Bottom in fore ship: Slamming
• Global Strength
• Global Wave Loads
• Fatigue Strength
• 5 Mio. load cycles in about 20-years life time of a ship

No. 102

51
Structural Aspects of Oil Tankers
• The overall Design is mainly influenced by the requirements of Annex I of MARPOL
73/78.
• Whereas for Oil Tankers of 5000 dwt and above a full double hull is mandatory,
smaller ships need only to have a double bottom (but only in case, that no heavy
grade oils are carried, see MARPOL Reg. 21 (Reg.13 H)
• The dimensions of cargo tanks (lt, bt, ht) are functions of the ship‘s design, taken into
account the requirements for:
• Double hull, (MARPOL Reg. 19 (Reg. 13 F)
• Strength ( acc. GL-Hull Rules, fatigue analysis acc. Ch.1, Sec.24, Oil Tankers,D.2.4)
• Intact and Damage Stability (MARPOL Annex I, Reg. 28 (Reg. 25) / IBC and
• Cargo Tank Length / Size Limitation req. (MARPOL Annex I, Reg. 26 (Reg. 24)
• Partial Loading requirements (dynamic loads/ sloshing) may also influence the cargo
tank arrangement.
• Common Structural Tanker Rules for Double Hull Oil Tankers >150 m
into force since 1. April 2006

No. 103

Tanker Pitching Motions in Waves ...

Example: Head Waves ... will cause:

• Slamming effects
• i.w.o. fore/aft body
bottom structure
Hydrodynamic pressure • Sloshing effects
• in tank structures

No. 104

52
 Most forward Cargo Tank selected
Cargo
Tanker “Eberhard arctic“
Tank 1

• For Tanks with:

• a length lt > 0,1 L or breadths bt > 0,6 B see Sec.12 C
of our Hull Rules
• Critical tank filling ratios to be avoided

No. 105

Periods of Tank Liquid and Ship’s Pitch Motion

Resonance case is to be avoided
1
−
⎛ π π ⎞
[sec.] Natural Period of Liquid in Tank
2
TN = 2π ⋅ ⎜ g tanh(h ) ⎟
⎝ l l ⎠

L
Ts = [sec.] Period of Ship's Pitch Motion
1,17 ⋅ L + 0,15 ⋅ v ( wave excited )
l length of the tank [m]
h filling height of tank liquid [m] Definitions
L ship’s length [m] see also Sec.12 C
of our Hull Rules
v ship’s speed [knots]

No. 106

53
Critical Tank Filling Ratios to be avoided
acc. Ch.1, Sec. 12 C. 1 Tank Structures

12,0 Nat. Period of Tank Liquid

Period of Ship's Pitch Motion
11,0
low er limit
10,0 upper limit
9,0
Period [sec]

8,0
7,0 Resonance is to be avoided
6,0
5,0
4,0
3,0
2,0
0 10 20 30 40 50 60 70 80 90 100
Filling Ratio [%]
see also Sec.12 C
of our Hull Rules

No. 107

Motion of tanker in head waves at 9 knots

No. 108

54
Hydrodynamic pressure on tanker shell
in head waves at 9 knots

No. 109

Dynamic Wave Pressure for ‘Head Sea Dynamic Load Case’

No. 110

55
 Fluid motions inside tank
(40% fill level)

No. 111

Dynamic Tank Pressure

due to
Transverse Tank Acceleration Vertical Tank Acceleration

No. 112

56
Dynamic Tank Pressure
due to
Longitudinal Tank Acceleration

No. 113

looking at aft transverse bulkhead

No. 114

57
Damage – Corrugated Bulkheads

No. 115

Damage – Corrugated Bulkheads

max. indent app.

250 mm !

No. 116

58
Damage – Deck Girder above Corr. CL-Bulkhead

cutout in
way of
corrugation
corner

No. 117

Damage Report – Corrugated Bulkheads

No. 118

59
 Crack IB- Longitudinal

lug plate too small

No. 119

Floor Plate – Inner Bottom Longitudinal

No. 120

60
Inner Bottom Longitudinal within Double Bottom
Improved Design

No. 121

Opening in DH – Repair of buckled edge

No. 122

61
 Watertight Bilge Plate – Heeled Stiffeners

No. 123

Bottom Long. - Vert. Stiffener on Floor Plate

Crack beginning from cut-out -> soft toe cut-out

No. 124

62
Detail Design of Tankers/ Bulk Carriers
lower Hopper Tank Corner acc. GL‘s Rules
Collar plate or insert plate with
full penetration weld connection
to inner bottom, hopper plating
and bottom girder

Section A - A

Edge Floor Double

chamfered bottom
for full floor
penetration
weld

For bulk carriers

cutouts must be closed

No. 125

Trv.Web Frame - Hopper Plate

No Lug Plates

No. 126

63
Hopper Plate – IB – Long.Girder

Plate midlines have to meet in one single crossing point and f.p.

No. 127

Hopper Plate - Web Frame

-> Lug plates and insert plate with increased thickness

No. 128

64
Bottom Long.- Trv. Web Frame

No backing bracket

No. 129

Trv.Web Frame – Horiz. Stiffeners

Soft toes and backing bracket

No. 130

65
Crossing Openings within Double Bottom

Side Girder
Trv. Floor Plate

No. 131

Crossing Openings within Double Bottom

Side Girder Trv. Floor Plate

No. 132

66
Crossing Openings within Double Bottom
Strenthened Design

Trv. Floor Plate Side Girder

No. 133

Deck Longitudinals: NO Knuckle Support!

No. 134

67
 Damages on Main Deck Structures
Crack location:
• Frame 145
• UL 3 starboard side
Bow
• Crack length 25 mm

STBD
25 mm

UL 3

No. 135

Damages on Main Deck Structures

Cracks location:
20 mm - Between frames 146 – 148
- UL 14 starboard side
17 mm

bow

50 mm

stbd

UL 14

No. 136

68
 Poor Out-Fitting Structures …

No. 137

… Poor Fittings at Main Deck Longitudinals

Upper edge of
hull‘s bending
beam = high
stresses

No. 138

69
 Brackets not to be fitted at HP-Profiles edge

No. 139

Transverse Deck Girder

No. 140

70
 Transverse Deck Girder

No. 141

Transverse Deck Girder

No. 142

71
Long. corr. BHD
with
Upper
and
Lower Stool

No. 143

Trv. Stool - Floor Plate

Cutouts to be closed - insert plate with increased thickness

No. 144

72
Double Side – Wing Tank Section 1/2

No. 145

Bottom Longitudinals

600 x 800

No. 146

73
Double Side – Wing Tank Section 2/2

No. 147

Inner Bottom Longitudinals - Brkts.

No soft toe brackets

No. 148

74
Vertical Stiffener on trv. Floor Plates
connecting IB with Bottom Longitudinals

No brackets

No. 149

Double Bottom Section

No. 150

75
Double Bottom Section

No. 151

Double Bottom Section

No. 152

76
Transverse Bulkhead

No. 153

Corner Radius of Corrugation -

Bulkhead Stool

No. 154

77
Transverse Bulkhead - Stool

No. 155

Transverse Bulkhead - Stool

No. 156

78
Double Bottom Section

No. 157

Double Bottom Section

No. 158

79
 Double Bottom Section

No. 159

Common Structural Rules for Oil Tankers

Final Draft of January 2006
- entered into force 1st April 2006
to be applied for double hull oil tankers of L > 150 m

Volume 1-4

80
Content
• Introduction
• Application
• Application to Sister/Optional Vessels
• Features of the new CSR
• Rule Principles
• Well maintained Tankers
• Shared Responsibilities
• Class Notation
• Schematic Layout
• Overview of Structural Design Process
• Net Thickness Approuch
• Corrosion Addition

No. 161

CSR - Introduction
• Common Structural Tanker Rules for Double Hull
Tankers ≥ 150m

• IACS is committed to the introduction of common structural

Rules which have been entered into force 1st April 2006
• Introducing of ‘Common Rules‘ represents the the most
fundamental changes in the system of classification since
the inception of self regulation
• Will lead to new generation of DH-Tankers ≥ 150m acc.
common scantling requirements

No. 162

81
CSR- Application
• Double Hull Oil Tankers ≥ 150 m
• Building contract on or after April 2006

-> For Double Hull Oil Tankers < 150 m

the Rules of individual Classification Societies
to be applied.

Design Bases
• CB > 0.7 block coefficient
• L/B > 5 ship length-/ breadth ratio
• GM < 0.12 B fully loaded
• GM < 0.33 B in Ballast Condition

No. 163

Features of the new CSR

• Rules are to result in common scantling requirements aimed
to fulfilling the main objectives
• Safe
• Robust
• Fit-for-purpose ships
• Net scantling approuch includes a clear link between
newbuilding strength checks and in-service gauging review
standards
• Include coating standard criteria
• Fatigue standard enhanced to include exposure to North
Atlantic environment with minimum life of 25 years

No. 164

82
Well maintained Tankers built
to the new CSR
are expected to experience:

• less structural problems

• require less repairs
• and less steel replacements during their service life
due to:
• stricter fatigue criteria => from 20 to 25-years lifetime also for
Northern Atlantic Weather Criteria
• extensive FEM design verification => global and local FE-analysis required
=> more different load cases observed
• increased scantlings => increased corrosion additions
• greater steel-weight => 3 – 8 %

No. 165

Shared Responsibilities acc. CSR

• Design / Hull Structural Aspects Ù Individual Class. Society

• Construction Ù Builders

• Operation of the Ship Ù Owners

The verification of compliance with these CSR is the responsibility

of all parties and requires, that proper care and conduct is shown
by all parties involved in its implementation.

No. 166

83
 CSR are fully incorporated
into GL-Rules
• The Common Structural Rules
has been fully incorporated into GL-Rules
• in Volumes 1 – 4 containing

• Section 1 – 12
• Appendix A, B, C, D
Volume 1
Volume 2
Volume 3
Volume 4
+
• GL-Rules contains additional Complementary Rules
• in Volume 5 : +
• Rudder and Manoeuvring Arrangement - Section 13
• Tankers in Shuttle Service - Section 14
• Strengthening for Navigation in Ice - Section 15
• Helicopter Decks - Section 16 Volume 5

No. 167

Notation of Class
• IACS
International Assossiation of Classification Societies
All IACS Societies: “CSR“

• GL: “CSR“,
“RSD“, “STAR“,
“CARGO TANK COATING“
• The GL-Program POSEIDON has been programmed to the new
requirements of the CSR for tankers. The software will be available for the
calculation of new ship designs.
• Actually the PoseidonND-CSR-Alfa-Version is successfully under testing.

No. 168

84
Fig. 1.1.1 Schematic Layout of CSR
• Introduction Sec. 1
• Rule Principles Sec. 2
• Rule Application Sec. 3
• Basic Information Sec. 4
• Structural Arrangement Sec. 5
Aft end &
Cargo Area Fore end
M‘ Room • Material and Welding Sec. 6
• Loads Sec. 7

• Scantling Requirements Sec. 8

• Design Verification Sec. 9
• Buckling and Ultimative Strength Sec. 10

• General Requirements Sec. 11

• Ship in Operation Renewal Strength Sec. 12

No. 169

Appendices of CSR

The acceptable procedures for the structural analysis are

given in the appendices of CSR :

• Hull Girder Ultimative Strength Appendix A

• Structural Strength Assessment Appendix B
• Fatigue Strength Assessment Appendix C
• Buckling Strength Assessment Appendix D

No. 170

85
 Overview of
Structural
Design Process
Fig. 2.5.1
Design
Requirements
Loads

General Rule
Requirements Scantling
Requirements
Minimum
Requirements

Design
Verification

No. 171

Net thickness approach

see Rule Principles, Sec. 2, 4.3.4

The philosophy behind is:

• to provide a direct link between the thickness used for
strength calculations during the new building stage
and the minimum thickness accepted during the
operational phase Volume 1-4
• to enable the status of the structure with respect to
corrosion to be clearly ascertained throughout the life
of the ship.
• to distinguish between local (tcorr=twas+0.5) and global
corrosion (cross section deducting 0.5 tcorr) Volume 5

No. 172

86
 Corrosion allowance as built
in and during operation
Design In Service

Corrosion Wastage Allowance

Addition

Required Net Predicted Volume 1-4

Annual
corrosion Required
Thickness Renewal Thickness
in 2.5 Measure-
years Thickness
ments
(=0.5mm)

Volume 5

No. 173

Corrosion Additions acc. Table 6.3.1

Long bhd 4.0

Internals in
Deck trans web 4.0
Long stiff Long bhd stiff 4.0 Deck 4.0 Sheerstrake
upper portion
4.0 Face plate 4.0
of WBT 4.0 3.5

Inner skin Long bhd stiff Stringer 3.0

2.5 Inner skin
3.0 4.0
Face plate 3.5 VolumeSide
1-4shell
Long stiff
Web plate 2.5
3.0 ( 2.)
3.0
Long bhd
2.5 Webplate 3.0
Hopper
3.0 Face plate 3.5

Inner bottom Long stiff Long girders Bottom and bilge

4.0 3.0 3.0 3.0 Volume 5

Note: 1. tcorr are given for a standard configuration and without heated cargo
2. 0,5 mm to be added for side plating in the quay contact region defined in Sec. 8/ Fig. 8.2.2
No. 174

87
 Corrosion Additions acc. Table 6.3.1

Long bhd 4.0

Internals in
Deck trans web 4.0
Long stiff Long bhd stiff 4.0 Deck 4.0 Sheerstrake
upper portion
4.0 Face plate 4.0
of WBT 4.0 3.5

Inner skin Long bhd stiff Stringer 3.0

2.5 Inner skin
3.0 4.0
Face plate 3.5 VolumeSide
1-4shell
Long stiff
Web plate 2.5
3.0 ( 2.)
3.0
Long bhd
2.5 Webplate 3.0
Hopper
3.0 Face plate 3.5

Inner bottom Long stiff Long girders Bottom and bilge

4.0 3.0 3.0 3.0 Volume 5
=>

Note: 1. tcorr are given for a standard configuration and without heated cargo
2. 0,5 mm to be added for side plating in the quay contact region defined in Sec. 8/ Fig. 8.2.2
No. 175

Gas Tanker Design

Features from the Naval Architect‘s point of view

88
Special Requirements for Gas Tankers
• Liquefying Gases for Transportation
• Principles of Gas Carrier Design
• Tank Types
• Ship Types
• Survival Capability
• Cargo Tank Location
• Separation of Cargo Area
• Cargo Containment and Materials of Construction
• Selection of Hull Materials
• Surveys and Certificate of Fitness

No. 177

Liquefying Gases for Transportation

Gases are liquefied for transportation, because:
1 volume of
• Liquefied Petroleum Gas (LPG) makes about 250
volumes of petroleum gas.
• Liquefied Natual Gas (LNG) can be vaporized to make
about 600 volumes of natural gas.
HISTORY
• Experimental shipments of LPG began in the early 1930’s!
• Further developments of gas carriers was held up by the second world war.
• After 1945 more ships were converted
• In the early 1950’s first specially constructed LPG’s and LNG’s were built

No. 178

89
General: 2 Main Principles in Gas Carrier Design
to keep a gas in the liquid stadium:

• Liquefying a gas by cooling

• Noncooling but pressurize the tanks

Special Requirements for Gas Tankers No. 179

Tank Types
• Integral Tanks
• Form a structural part of the ship’s hull = dependent tanks to ship’s hull structure
• Membrane Tanks
• non-selfsupporting, membrane is designed for thermal (and other) expansion
• Completely supported through insulation ≤ 10 mm by the adjacent hull structure
• design vapour pressure: p0≤ 0,25 – max. 0,7bar
• Semi-Membrane Tanks
• non-selfsupporting in the loaded condition
• Parts of the layer are supported through insulation by the adjacent hull structure
• p0≤ 0,25 – max. 0,7bar
• Independent Tanks:
• Type A = classic ship-structural gravity tanks with plane surfaces, p0≤ 0,7 bar
• Type B = tanks designed by refined analytical tools, p0≤ 0,7 bar (i.e. spherical tanks)
• Type C = tanks, meeting pressure vessel criteria, p0= 2 + A * C(ρcargo)1,5

Special Requirements for Gas Tankers No. 180

90
Special Requirements for Gas Tankers
Gas Carrier Types
• Fully pressurized ships (18 bar) min. -10°C
• Semi-pressurized ships (5-7 bar) refrigerated -48°C
• Ethylene ships (atmospheric boiling point of -104°C)
• Fully refrigerated LPG ships (at atmospheric pressure)
• LNG / ammonia ships (at atmosph. boiling point of
-162°C)

Special Requirements for Gas Tankers No. 181

LPG-Tankers LNG-Tankers

No. 182

91
 Gas Tank Types
Fully pressurized Type-C Tanks (18 bar) min-10°C
No secondary barrier required

Cylindrical Tanks

No. 183

Gas Tank Types

Semi-pressurized
5-7 bar
Type-C

Bilobe Tank
min.-48°C for LPG
min. -104°C for Ethylene
Tank insulation

No. 184

92
Gas Tank Types

Semi-pressurized
5-7 bar
Type-C

Bilobe Tank
min.-48°C for LPG
min. -104°C for Ethylene
Tank insulation

No. 185

Bilobe Tank below Main Deck

No. 186

93
Tank Dome - Main Deck

No. 187

Anti-Floating-Device

No. 188

94
Crack in way of web frame

No. 189

Crack repaired with Insert Plate

No. 190

95
Liquefied Gas Tanker “Norgas Voyager”

No. 191

Liquefied Gas Tanker “Norgas Voyager”

No. 192

96
Gas Tank Types
LPG Tanker
Fully refrigerated -50°C
At athmospheric
pressure

Self-supporting
Type-A

Independant
Prismatic Tank

No. 193

Gas Tanker Types

Modern LPG-Carrier under construction

No. 194

97
Gas Tanker Types
Modern LPG-Carrier

No. 195

Gas Tanker Types

LPG-Tanker
Anti-Lift-Chock
Anti-Floating-Device

Prismatic
Type-A
Tank

No. 196

98
Gas Tanker Types
Modern LPG-Carrier

No. 197

Gas Tanker Types

Modern LNG-Carrier with Spherical Tanks

No. 198

99
Gas Tanker Types
Modern LNG-Carrier

With spherical tanks

at atmosherical boiling point -163°C

No. 199

Gas Tank Types

Almost LNG-Carrier

Spherical
Type-B

Free-standing Tank
At atmospheric
pressure,
External insulation
Requiring only a partial
secondary barrier but inert

No. 200

100
Gas Tank Types
Spherical
Tank

Inspection of LNG-
Cargo Tank Shell

No. 201

Gas Tank Types

LNG Carrier
Non-selfsupporting
0,25 bar

Membrane Tank
System with
Primary & Secondary
Insulation/ Membrane
Barrier

No. 202

101
Membrane
Tank Hold
LNG Carrier
Non-selfsupporting
0,25 bar

36% Nickel Steel with

extremly low expansion
coefficient
Insulation: i.e. Perlite in
plywood boxes

No. 203

Gas Tank Types

Methane /LNG Tanker

Independant
Prismatic Tank
At athmospheric
pressure -163°C
Space between 1st & 2nd
barrier inerted

No. 204

102
Gas Tank – Anti-Floating-Devices

LNG Tanks – Anti-Lift-Chocks of

independant prismatic tank

No. 205

103