‘Module: Ship Cons 1 Topies Ship Dein MA2010 AIMS > Know the special design features and structural details of ships in common use Objectives > Describe the design features of a general dry-cargo ship > Produce a well proportioned sketch of a general dry cargo ship, in cross section, in way of ahold > Deseribe the design features of a container ship > Produce a well-proportioned sketch of a container ship, in cross section, in way of cargo compartment. > Describe the design features of an oil tanker > Produce well-proportioned sketches of oil tankers, in cross section, in way of a cargo compartment > Compare the design features of a bulk carrier, OBO and an Ore carrier > Produce well-proportioned sketch of a bulk carrier, in cross section, in way of a cargo compartment > Produce a well proportioned sketch of an OBO vessel, in way of'a cargo compartment > Describe the design features of a ro-ro vessel > Produce a well-proportioned sketch of a ro-ro vessel in cross section in way of a cargo compartment > Explain the basic principle underlying IMO classification of gas carriers > Describe the design features of a liquefied gas carrier > Produce transverse cross section drawings in way of the cargo space of LPG and LNG tankers > Explain the basic principle underlying the IMO classification of chemical tankers > Produce transverse cross section drawings in way of cargo space of Chemical tankers BNI SPSMA‘Module: Ship Cons 3 Ship Design Topic Sketch of the midship portion of a General Cargo Ship GENERAL CARGO SHIP Ke Jofolofofofofo' PLATE FLOOR o {| ° \ol BRACKET FLOOR AMINO ‘PEMA MA2010APPENDIX 1 Accommodation f bow Stera eafetoe dre] s feta fea [a |e ss Double Bottom Hatch Cover Container Guide Hatch Coaming Transverse Web Frame Frame os Tank Top = pha ¢ J L pide Jojo of 0 Bilge rete ‘OFEN FLOORS 7 Fiooes Hopper Bilge Girder Keel al, Longitudinal Stiffeners TYPICAL VESSEL STRUCTURE‘Mosul: Ship Cons 4 Topic 6 Ship Design MA2010 Container Ship ‘The cross section is as shown below seconmodation \ seern Dovble Bottom coneaize f teansrerse eo [Gotelslojojlofgo, PZ ase, | cl 130 Fe host or / sale \ easier ta i roe tongttutint | Stiltenrs | Hold and hatch diménsions are chosen to suit containers ic. they are multiples of container sizes, allowing for space taket\"up-by cell guides (not shown) and slight clearances between units. Container ships fall into the category of being ‘open’ ships; a very high percentage of the deck \ plating being omitted, both in length and breadth. Excepting in small ships thee are bv Or eves ee ches in width and often two in the length ofthe hold, The omission of much of the deck ‘plating demands an “all longitudinal’ stiffening system with heavy underdeck box girders cr SMAoO Module: Ship Cons 5 Topic ‘Ship Design ‘MA2010 arranged between hatch coamings; similar box girders can be arranged at the bottom because the space immediately below the deck girders cannot be used for containers. Hatchcovers are strengthened for overstowing with (possibly) two tiers of loaded containers and one empty. The upper wing compartments serve as passageways while the second tier compartments may house air ducts and machinery for reftigerated boxes. Ballast can be carried in the lower wings, double bottoms and peak tanks; sometimes the transverse bulkheads are doubled, i.e, fitted in pairs, and in such cases some of the compartments formed between them can be used as ballast tanks - others might be stabilising tanks or provide athwartships passageways. A good ballast capacity is required to avoid poor stability in loaded conditions. The double bottom is usually deeper than in the conventional cargo ship, partly to improve the ballast capacity and also to ensure adequate local strength under the stacked containers; closely spaced and deeper than usual side girders (plate longitudinals) and plate floors give the required strength in an economic way. Refrigerated Containers Vessels designed specifically for refrigerated container carrying may have built-in ducting systems. These can be in two forms, that is a horizontal ducting system situated in the wings of the ship or a vertical system in which each stack of containers has its own duct and cooler. This type of system is employed on containers having two port holes in the wall opposite loading doors. Oil Tankers A tanker is invariably a single decked vessel with machinery aft. Normally two longitudinal bulkheads are fitted throughout the length of the cargo tanks; large ships may have a third on the centre line in lieu of deck and bottom centre girders, but it need not be oiltight. A cofferdam is arranged at each end of the cargo space unless the spaces adjacent to the cargo are of all-welded construction and are used in an acceptable way, e.g. a ballast (only) tank forward and a pumproom aft. The length of a cargo tank may be anything upto 0.2L but if the tank length exceeds 0.1L or 15.25 metres whichever is greater, a transverse perforated wash bulkhead is fitted at about mid-point of the tank. On older tankers double bottom tanks are generally fitted only in way of the engine-room but some VLCC's and ULCC’s and most chemical carriers have a double bottom tank below the centre cargo tanks, Every tanker has longitudinal framing of the deck in way of the cargo oil tanks. Side shell plating, and longitudinal bulkheads if these are not corrugated, are stiffened longitudinally in larger ships, to give a complete longitudinal system. There are deck and bottom side girders, Relatively widely spaced deep transverse webs are fitted to provide the necessary transverse strength. The ends of the ship have a conventional transverse framing system. Because of high BNOVIE - SEMA‘Module: Ship Cons 6 ‘Topics Ship Desion MA2010 sheering forces in the area of the pump room/engine room it is important that the changeover to transverse framing is made well aft of the forward end of the engine room. The loaded ship is normally sagged and high tensile stresses arise in the bottom. For maximum continuity of longitudinal strength the bottom longitudinals are carried through the transverse bulkheads. Altematively a horizontal through gusset plate is fitted to join the longitudinals on each side. The bottom centre girder, although supported by the transverse webs (floors) requires additional stiffening by “docking brackets’, primarily to provide adequate stiffness for drydocking, An approved internal tank corrosion control system may be fitted to obtain a reduction of scantlings - a 5% reduction of most of the elements of longitudinal strength and a 10% reduction of transverse items. This may be the sacrificial anode type of cathodic protection, although in cargo tanks magnesium anodes are not allowed and aluminium anodes are restricted to a specific height; alternatively an approved paint system such as an epoxy paint can be applied. In order to be assigned the minimum freeboard of a type A ship the ship must satisfy the prescribed supplementary conditions of assignment of freeboard, e.g. there must be a raised gangway or underdeck passage (or in some cases a fenced off walkway on the deck) for safe access of the crew between poop and isolated bridge (and foc'cle); there must be open rails, instead of bulwarks, for at least half the length of the open decks; there must be adequate protection of the engine room casing by a poop of high-strength, high integrity deckhouse; and hatch lids must be of stee! or equivalent. Double-hull and mid-deck tankers MARPOL 73/78 details various construction requirements with regard to oil tankers. New tankers will now have to have double bottoms and wing tanks extending the full depth of the ship's side, Mid-height deck tankers with double sided hulls or any other method of design and construction may also be accepted, provided they offer the same level of protection against pollution in the event of collision or stranding. A.cross section of a double-hull VLCC design is given below. Wing and centre cargo tanks are provided within the double-hull. The double bottom and side tanks are three metres deep, which is greater than the 2 metre minimum. This is to prevent better access and venting of enclosed spaces. The general stiffening of the bulkheads and structure will be as outlined for single hull tankers. The use of a mid-deck rather than a double-hull, is claimed to reduce oil spills in the event of high energy groundings, when compared with a double hull design. A cross section of one such design is also given below. The concept is based upon the cargo oil pressure in the lower tank being less than the external sea water pressure. If the bottom shell were penetrated, little or no oil would flow out. The side tanks are typically more than 4 metres wide, thus giving extra collision protection, ANOS PSMA‘Module: Ship Cons 7 Topic 6 Ship Design MA2010 The position of the full-width mid-deck oiltight bulkhead must be carefully determined and is normally below the minimum draught level to ensure an oil pressure which is less than the external sea water pressure. The cargo lines, cargo vent and inert gas lines, access trunks and fixed tank cleaning machines would be positioned in the lowertank. Access trunks would be lead to each lower tank forward and aft and could be used for various fittings and services, thus keeping the upper tank clear. Other designs include the European design which is basically a double hulled vessel with cargo tanks divided into pairs by a centre line bulkhead. The cargo tanks are maximum MARPOL size and the double bottom is 3 metres deep. The side ballast tanks are 4 metres wide. There are other designs and one being developed is called the ‘Coulombi Egg’ mid-deck tanker. Here cargo oil is carried in the upper and lower centre tanks and the lower wing tanks. Only the upper wing tanks are used for water ballast. The cargo in the lower wing tanks is considered to be protectively located and a hydrodynamic automatic cargo transfer system is provided which works on the same principle as the mid-deck grounding protection provided by hydrostatic forces, A reception tank is provided to receive oil which is forced out of a holed cargo tank. Furthermore, the construction and stiffening arrangements for the structure are considered to be much simpler than other proposed double-bull or mid-deck designs. Mid ship sections of a few tanker designs are illustrated below Frome spoce cea of mace HOF Ot Stenger ‘Bottom longitudinale 250mm x mm Keel ate O7Emm + 165mm Bottom plating tim) Midship section of coastal tanker with trunk ANINOv95 - ‘SPSMAMid-deck tanker principle AI. a Oil: Double-hull tanker ) ont a. Centre tank | ‘SBT10 Ship Design ‘Module: Ship Cons MA2010 Topic Dai iUGU Lola, SSM BaINOV96“Mogiule: Ship Cons ul Topic 6 Ship Design MA2010 Bulk Carrier ‘The cross section is as shown. ouch 0 o aasaeee ES weeereay | This configuration gives a self trimming hold: dischatge of the last cargo is helped by the slope of the bottom wing tank (hopper) plating; free surface effects of (¢.g,) grain are reduced at the upper levels and should allow the ship to be loaded with grain as a ‘specially suitable’ ship without the need of shifting boards or feeders or overstowing by bags. The top and bottom wing tanks, double bottom tanks and peak tanks give a reasonably good ballast capacity, well disposed throughout the length, breadth and depth of the ship. This may be increased, in some ships, by part flooding of a designated hold or holds which have been adequately strengthened for this purpose. In some cases the top wing tanks are suitable for bulk cargo (e.g. light grain) loaded through small deck hatchways and discharged, along with the lower hold cargo (via doorways in the sloped inboard plating of the wing tank). Bulk carriers invariably have a composite framing system; generally all plating other than the main hold side shell is stiffened longitudinally. Transverse strength is provided by the transverse bulkheads themselves and by webs in the wing tanks, web frames in the holds and floors across the double bottom. Transverse bulkheads are usually corrugated vertically with horizontal or oblique gusset plates stiffening the corrugations. Some of these ships have a class notation ‘strengthened for heavy cargoes, holds -—- may be empty’. Such a loading pattern imposes increased shear forces and higher bending moments; the scantlings must be increased to suit. Nov 56 SMAModule: Ship Cons 2 Topie6 Ship Ds MA2010 Ore Carrier Ships built specifically for ore and unsuited to other cargoes have the same general layout as a tanker, without pump rooms but with the addition of a relatively deep DB tank under holds. ‘Wing tanks are used for ballast only. By yemsverses nites P AUwrepason” f ORE CARRIER | ‘The longitudinal bulkheads are not less than 0,2B from the ships side (B = ships breadth) and DB height is chosen to give the required cargo volume in the hold. The concentration of weight on the centreline requires that the DB structure is of greater than average strength and this is achieved by (possibly) fitting more longitudinal side girders, and athwartships plate floors at every second frame space instead of the more usual third or fourth space. Section through DB ‘The additional transverse strength required to withstand collapsing stresses set up by concentration of cargo on the centreline is acquired from: BMNOV9E = SPSMA‘Mosiule: Ship Cons B ‘Topic 6 ShipDesien MA2010 i) The longitudinal bulltheads (these are like a continuous line of pillars) ii) The transverse webs and struts in the wing spaces (which are constructed similarly to those in a tanker In addition there are normal transverse bulkheads and floors mentioned previously. Ore is now more usually catried in the general bulk carrier, strengthened in a way which allows ito load ore in altemate (or designated) holds and leaving others empty. Lloyds classification is assigned accordingly. This loading pattem sets up high sheering forces and high bending ‘moments and to withstand these the structural strength is increased by: i) thicker shell plating, bottom longitudinals, bottom girders and deck longitudinals ii) extra bottom girders ‘The bottom structure must be heavier in way of ‘loaded’ holds to withstand the local weight concentration and this can be achieved in the same way as in a specialised ore carrier although the shape differs. OBO ‘The major design characteristics peculiar to this type of vessel as compared to an ore carrier is the double skin at the sides having all the stiffening within the narrow wing tanks. Transverse bulkheads are usually of the cofferdam type with all the stiffening on the inside, ‘Though easier to clean there is however loss of cubic capacity. ‘There is usually a rise of floor of the inner bottom which facilitates drainage to drain recesses or ‘wells arranged on the centre line. Hatch covers are of the side rolling type. The hatch breadth should be approximately 50% of the beam, gas tightness of these covers being essential. Hydraulic operation with automatic battening dowm is a feature of these covers. ‘The OBO carrier has a smaller DWT capacity than a bulk carrier of the same dimensions. ‘The midship section of an OBO is illustrated on the next page. MNOS ‘SPSMA‘Mosul: Ship Cons “4 Topics Ship Design MA2010 DOUBLE BULKHEAD BETWEEN HOLDS SIDEWAYS OPENING HATCHES GasTigny STEEL MATCHES sive tax EJ TANK TOP. q racer |siD€ GIRDER 4 MoPPER TANK 4 TT heey at ke fot Poo ’ lac i L it titted dy BRACKET FLOOR PLATE FLOOR BMNOS ue‘Mod: Ship Cons 15 Topio6 Ship Design MA2010 RO-RO Vessels These ships have a high cubic to deadweight ratio; the draught is small in comparison with other dimensions. The freeboard deck is almost invariably a lower deck. The transverse bulkheads do not extend through the full depth of the hull; if a bulkhead has to be watertight in way of a lower deck the bulkhead door will be power operated and power cleated. Deck spaces must be as clear as possible: ER casings may be arranged at the ships side, or are set inboard to act as deck supports; alternatively there are centre line pillars. Deck heights are chosen to suit vehicles of different sizes and weights - generally upper decks are shallow and lower decks are deeper. Full doorways and loading ramps are chosen to suit the ports used. Internal ramps are required to maximise the handling rates and they are hydraulically operated. The general absence of large deck openings is a good point. The general absence of transverse bulkheads is a disadvantage so far as strength is concemed but the standard composite framing system, with an adequate number of deep transverse beams-and frames is viable in these relatively lightly laden ships. . DB stiffening has to take account of local loads, particularly for containers on trailers (ete) and ‘the vertical sheering forces set up in way of pillars. Good fire detecting and fighting systems are required, the more so in passenger ships, and especially when passengers have access to car decks. Fire zones can be created by insulating the decks and fitting a drencher system with block coverage over the whole length. Hydrants, hoses, a bridge indicator, a fire patrol, manual alarms, froth appliances and portable extinguishers are also fitted. A self contained ventilating system is required in the car spaces. All electrical equipment and wiring must be sighted at least 18 inches above the deck and be enclosed. Scuppers must be adequate for the amount of water involved in fire fighting - leading overboard from spaces above the freeboard deck (with one or two non-return valves) and to bilges from spaces below the freeboard deck. One or more transverse thrust units are provided. An illustration of the midship section of a Ro-Ro vessel is given below. ‘ANNE SMA16 5 ‘MA2010 Topics — \ | ie \ = | UPPER DECK Sey | leentne Line TWEEN Deck rad Try Maun peck Tote | : | OU: | o So ‘ORDINARY FRAME REINFORCED FRAME anor 96 SEMAMosul Ship Cons 7 ‘Topic Ship Design Ma2010 Gas Carriers The overall layout of a gas carrier is similar to that of the conventional oil tanker from which it evolved. The cargo containment and its incorporation into the hull of the gas cartier, however, is very different due to the need to camry its cargo under pressure, or reftigerated or under a combination of pressure and reftigeration. Gas carriers designed for pressurised cargoes can usually be identified by their cylindrical or spherical tanks which may project, and for some the tanks may be entirely, above deck. Similarly the LNG carrier with spherical tanks can be easily recognised. Gas carriers designed to carry their cargo at atmospheric pressure in prismatic tanks are not easily distinguishable from oil tankers other than that their freeboard is significantly greater - their cargoes being of relatively low density and separate tanks being required for ballast. ‘The construction of these ships is based on the design principles of the IMO gas codes, which have been incorporated in SOLAS 74, Some of the factors to be taken into consideration which affect the design of gas ships are, for example ‘Types of cargo to be carried Condition of carriage Type of trade Terminal facilities available Cargo Containment Systems ‘The IMO code identifies five different types of cargo containment system, they are as follows = independent tanks, membrane tanks, semi-membrane tanks, integral tanks, internal insulation tanks, The independent and membrane types of containment system are of most significance, and the majority of gas carriers built to date utilise one or other of these two types. Independent tank types ‘These types of tanks are completely self-supporting and do not form part of the ship's hull and do not contribute to the ull strength. Depending mainly on the design pressure, there are three different types of independent tanks for gas carriers, Types A, B, and C. AMNOV 9G SAO ‘Module Ship Cons 18 ‘Topic Ship Design MA2010 Type A Independent tanks mainly constructed of plain surfaces. Cargoes are carried in these tanks in a fully refrigerated condition at or near atmospheric pressure. A section of this type of tank is shown in the figure below. As the tank is self supporting it requires conventional intemal stiffening. A secondary containment system is required to protect the ships hull from low temperature in the event of cargo leakage. This barrier is complete and is made of special steel capable of withstanding low temperatures. Water ballast | Bulkhead Primary barrier Hold space — adding Insulation: ‘Secondary barrier BRING 96“Module: Ship Cons 19 Topics Ship Design MA2010 Type B tanks Gry inert gas but may be ventilated with air provided that inerting of the spaces can be achieved in the event of the vapour detection system detecting cargo leakage. A protective steel dome covers the primary barrier above deck level, and insulation is applied outside of the primary barrier surface. The type B spherical tank is almost exclusively applied to LNG ships. Insulation with per way BM Nove‘Mode: Ship Coat 20 Tie 6 Ship Design MA2010 Type C tanks ‘These are normally spherical or cylindrical pressure vessels with design vapour pressures greater than 2 bar. Cylindrical vessels may be vertically or horizontally mounted. This type of containment system is always used in semi refrigerated and fully pressurised gas carriers; it is also commonly used for fully refrigerated transport provided appropriate low temperature steels, are used in tank construction. No secondary barrier is required for these tanks. In case of a fully pressurised ship these tanks are capable of withstanding a pressure of 17 bar or more. For semi pressurised/fully refrigerated ship the cargo tanks and associated equipment are designed for a working pressure of 5 to 7 bar and a 50% vacuum. The tank steels are capable of withstanding carriage temperatures of -48°C for LPG and -103°C for ethylene and LNG. Illustrations of this type of tank arrangement are given below No secondary barter requied Type C tanks as found on fe iy | pe unl on Ful Type tanks a tise on semi ressurised yas carriers Fully refrigerated gas cartier, SN ANNov5 ‘SPSMAModule: Ship Coos 21 ‘Topics Ship Desion MA2010 Membrane tank types The concept of the membrane system of cargo containment is based on very thin primary barriers, which are supported through the insulation by the hull of the ship. These tanks are not self supporting and the inner hull forms the load bearing structure. Membrane containment systems must always be provided with a complete secondary barrier to ensure the cargo containment system's overall integrity in the event of primary barrier leakage. The membrane is built in such a way that thermal or other expansion or contraction is compensated for without undue stressing of the membrane itself. There are two principal membrane system in common use - both named after the companies who developed them and both designed primarily for the carriage of LNG Cross sections of these two systems are given below rimary barrier | ner hat etaton ————}+ | rvar membrane secondary barter Technigaz membrane containment system Detail of the Technigaz membrane’s barrier 48 utilised on larger-sized LNG carriers and insulation construction AMNOv 9S SPEMAMoule: Ship Cons 2 ‘Tope Ship Design MA2010 Semi membrane tanks This is a variation of the membrane tank system. The primary barrier is much thicker than that in the membrane system, having flat sides and radiused comers. The tank is self supporting when empty but non self-supporting in the loaded condition in that the liquid (hydrostatic) and vapour pressures acting on the primary barrier are transmitted through the insulation to the inner hull as is the case with the membrane system. The comers and edges are so designed to accommodate expansion and contraction. Integral tanks These form a structural part of the ship's hull and are influenced in the same manner and by the same loads that stress the hull structure, These tanks are not normally allowed on ships where the cargo temperature is below -10°C. Internal insulation tanks ‘Sometimes called integral tanks, internally insulated tanks are effectively an integral tank system which utilises insulation materials fixed to the ship's inner hull plating or an independent load- bearing surface to contain and insulate the cargo. The non-self-supporting system obviates the need for an independent tank and permits the carriage of fully refrigerated cargoes at carriage ‘temperatures lower than -10°C. Gas Carrier types Gas carriers can be grouped into six different categories according to the cargo carried and carriage condition; They are as; fully pressurised ships, semi-refrigerated/semi-pressurised ships, semi- pressurised/fully reftigerated ships, fully reftigerated LPG ships, Ethylene ships, LNG ships. Fully pressurised ships Simplest type of gas carrier using type C tanks. Design pressures are for about 17 bar, No thermal insulation is necessary and cargo is discharged by using either compressors or pumps. Tanks being heavy, the ships are small with cargo capacities being about 400 m, and are used to carry LPG and ammonia. Ballast is carried in double bottoms and wing ‘anks. There is no secondary barrier and the hold space is ventilated with air. BMNOvG ‘SPSMAoO ‘Module: Ship Cons 23 Topic Ship Design MA2010 Semi-refrigerated ships Similar to fully pressurised ships and they incorporate type °C’ tanks, Pressures are lower though at about 5 to 7 bar. Ships range in size upto 750m” and are designed to cary LPG. Tank thickness is reduced due to lower pressures, but insulation and a refrigerating plant is necessary. Tanks are capable of withstanding temperatures of -10°C and can be cylindrical, conical, spherical or bielobe in shape, Semi-pressurised/fully refrigerated ships Size ranges between 1500 to 30000m? and can transport a variety of gases. They also use type C tanks which can withstand temperatures of -48°C for the carriage of LPG and upto -104°C for the cartiage of ethylene, The materials used in the construction of the tanks are low temperature steels for LPG and special alloyed steels for ethylene. Fully refrigerated LPG ships These carry their cargoes at approximately atmospheric pressure and are designed to transport large quantities of LPG and ammonia. The cargo containment systems used in these tanks include, independent tanks with double hull, independent tanks with single side shell but double bottom and hopper tanks, integral tanks and membrane tanks, both having double hulls. The ‘most common type of tank in these ships is the A prismatic free-standing unit capable of withstanding a maximum working pressure of 0.7 bar. The tanks are constructed of low ‘temperature steels capable of withstanding carriage temperatures of -48°C. Ship sizes range from 10,000 to 100,000m’. These ships will normally have about 6 tanks, fitted with transverse wash plates and a central longitudinal bulkhead to improve stability. ‘The tanks are usually supported on wooden chocks and are keyed to the hull to allow expansion and contraction and to prevent movement under static and dynamic loads. The tanks are also provided with anti-flotation chocks. Because of low temperature carriage conditions, thermal insulation and reliquefaction plants must be fitted. Where Type A tanks are fitted, a complete secondary barrier is required. The hold spaces must be inerted when varying flammable cargoes. Ballast is carried in double bottoms and in top side tanks or, when fitted, side ballast tanks. Ethylene ships Size ranges between 1000 to 30,000m®, The gas is normally carried fully reftigerated at its atmospheric pressure boiling point of -104°C. If Type C pressure vessel tanks are used, no secondary barrier is required; Type B tanks require a partial secondary barrier; Type A tanks require a full secondary barrier and because of the cargo carriage temperature of -104°C the hull cannot be used as a secondary barrier, so in this case a separate secondary barrier must be fitted. ‘Thermal insulation and a high capacity reliquefaction plant is fitted on this type of vessel. RENN 56 PSMAO “Module: Ship Cons 24 Topic 6 Ship Design MA2010 ‘These vessels can also cany LPG cargoes. Ballast is carried in double bottoms and wing ballast tanks and a complete double hull is required for all cargoes carried below -55°C whether the tanks be of Type A, B or C. LNG Ships These are specialised vessels built to transport large volumes of LNG at its atmospheric boiling point of -163°C. These ships are now typically between 120,000m? capacity. The main tank types used in these ships are The gaz transport membrane, technigaz membrane and the Kvaerner Moss spherical-independent Type B. All LNG ships have double hulls throughout their length which provides adequate space for ballast; the membranes have a full secondary barrier, the spheres a drip-pan type protection. ‘Another characteristic is that they burn cargo boil-off as fuel. Hold spaces around the cargo tanks are continuously inerted except in the case of spherical Type B containment where hold spaces may be filled with dry air provided that there are adequate means of inerting such spaces in the event of cargo leakage being detected. Continuous monitoring of all hold spaces is required. Survival capability and tank location (as per the IMO codes) The IMO codes divide gas carriers into 4 categories, ship types 1G, 11G, 11PG, and 111G, which reflect the hazard rating of the cargoes to be carried. For example, Type 1G ships, where cargo tanks are located at the greatest distance from the side shell (and may also be restricted in capacity), must be used for cargoes representing the greatest hazard. e.g, chlorine. Ship types LIG/LIPG and 111G can carry cargoes which represent progressively decreasing environmental hazards and therefore less stringent constructional requirements in respect of damage survival capability in the event of collision or grounding. Classification requirements are thus aimed at minimising the risk of uncontrolled release of gas resulting from cargo tank damage following severe collisions or stranding. Methane (LNG) must be carried in a type IG ship. The various liquiefied petroleum gases e.g. propane or butane may be carried in types IMG or ING. This list will be given in the appropriate IMO code. Constructional requirements of the code include the positions of the cargo tanks (e.g. nowhere less than 20% of the breadth from the shell plating, with a double bottom at least 2m in height), segregation of the cargo area from machinery and accommodation spaces (e.g. separation by cofferdams; no accommodation above cargo tanks; fixed lights above the first tier of accommodation) and position of cargo pump rooms (these and cargo control rooms, must be above the weather deck). BaiNev9s ‘SEMAOm Mode: Ship Cons 25 ‘Topic Ship Design Ma2010 ‘The grades of steel used in the hull construction are closely specified as is the quality of welding used in the hull and pipework. Extensive use is made of destructive and non-destructive testing of welds throughout the ship. Cargo pipeline segregation and cargo pressure and temperature control systems, as well as cargo ventilation systems all have to meet IMO’s detailed requirements. For example two pressure relief valves are required for each cargo tank and interbarrier spaces must have pressure relief devices. The code also lays down standards of equipment to be carried on board to respond to the following hazards : flammability, toxicity, corrosivity, reactivity, low temperature and pressure, In this regard the code contains paragraphs on fire protection and fire extinguishing (e.g. at least five sets of firemen’s outfits in ship’s over 25000m° ), liquid level alarms, temperature indicating devices, gas detection alarms, also numbers of self contained breathing apparatus together with protective clothing, boots, gloves and tight fitting goggles. Special requirements are required where gas pipes pass close to accommodation spaces (e.g. all ‘welded pipe connections, no bolted flanges permitted), such as will be required in stem loading ships. The certificate of fitness requires that safety equipment be surveyed at intervals of 30 months, and the structure and fittings of the ship are subjected to a full survey every five years, when a new certificate will be issued. A fully refrigerated ship, say with Type A tanks designed for LPG must comply with the requirements for tank location and survival capability of a category 11G ship whereas a semi- refrigerated ship with Type C tanks carrying LPG can comply with the requirements either of a 11G or a 11PG ship. For the latter case the Type C pressure vessels must be designed for an design vapour pressure of at least 7 bar, and a design temperature of not lower than -55°C. The 11PG category takes into account the fact that the pressure vessel provides increased survival capability when the ship is damaged by collision and grounding. BMNV96 aO ‘Module: Ship Cons 26 Topic 6 Ship Design ‘MA2010 Some Aspects of LNG carriers Longitudinal Strength Normal classification criteria apply. However to limit the deflection of a membrane system caused by the movement of the hull transmitted through the insulation, the scantlings of the deck and bottom may be increased. Torsional Strength The ships with spherical tanks have large deck openings; slightly less than half of each tank sphere projects above deck. These ships consequently lack torsional strength. The problem is overcome in the same way as in the container ship viz. by the use of inner longitudinal bulkheads and transverse box members in way of transverse bulkheads. Double Hull The side, bottom, and in some cases, the deck, are doubled for the safety of both the environment and the vessel, and for ballast. (Ballast may amount to 50000 tonnes on a 125000 m ship. There is little difference between the ballast and loaded drafts) Cargo Tank Location To prevent rupture by minor damage the specified minimum distances from tbe shell to the cargo tanks are: horizontally 760mm but it is usually much more (possibly 2 metres) in order to achieve the desired ballast capacity vertically B/15 or 2 metres, whichever is less The measurements are made vertically to the inner bottom and horizontally to the longitudinal bulkhead where membrane or semi-membrane tanks are used. Otherwise the measurements are to the bottom and sides of the cargo tanks themselves. Wells in the bottom can protrude below the limiting distance provided they are small. Cargo Tank Length Care is required to avoid resonance between ship motion and tank liquid motion, particularly when pitching, to avoid high impact of sloshing loads. The principal factors which influence the natural frequency of movement and the possibility of resonance are i) tank length ii) liquid level. The problem is greater with end tanks and more with membrane tanks than self supporting tanks; the heavier scantlings of self -supporting tanks allow them to be fitted with mid-length slosh bulkheads. MNOS SMAoO O ‘Module: Sip Cons 27 Tepios Ship Dein Ma 2010 Cofferdams ‘These are common to most designs, They provide {) access to one side of the hold space for inspection purposes ii) an air gap, and heating coils fitted in the air gap prevent chilling of the structure. They also give useful extra ballast capacity. Low temperature steels and heating coils ‘The use of the latter has an influence on the choice of the former. Assumptions made in order to deduce the type of steel required in different parts of the hull structure are i) the secondary barrier has failed ii) the external ambient temperatures are +5°C for air and 0°C for water (unless a class notation is desired e.g. for vessels trading in Alaska where temperatures could be a lot lower) Heating coils can be taken into account in cofferdams and double hull provided the system has a minimum 100% standby capacity in the event of failure (of insulation). The minimum design temperatures in the cargo area and the grades of steel of steel are selected according to these requirements. Generally grade ‘A’ is acceptable for the external hull (for +5°C air and O°C for water). Damage and flooding Any ship built to IMO liquefied gas carrier code must be built to survive the normal effects of flooding following assumed hull damage caused by some external force. They may be assigned the minimum freeboard permitted by the Load Line Rules 1966 but they must also satisfy the following flooding damage and survival requirements : Permeability’s. The values of assumed permeability’s, 0.60 for stores, 0.85 for machinery, 0.95 for accommodation and voids, 0 or 0.95 for consumable liquids (depending on whichever results in the more severe requirement) and 0 to 0.95 for other liquid spaces (e.g. cargo). The permeability of partially filled spaces should be consistent with the amount of cargo catried. ‘The assumed maximum extent of damage in all gas carriers is as follows Side damage Longitudinal 1/3 L?* or 14.5 metres whichever is less Transverse B/S or 11.5 m whichever is less Vertical fiom the base upwards without any limit Bottom Damage IMNOVG SMRO Modul Ship Cons 28 Topies Ship Dsien MA2010 For 0.31 from the forward perpendicular | Any other part of the ship of the ship Longitudinal 1/BL™ or 14.5 m whichever is less T/10 or 5m whichever is less Transverse 'B/6 or 10.0m whichever is less 'B/G or Sm whichever is less Vertical BAS or 2m whichever is less measured | B/I5 or 2m whichever is le: from the moulded line of the shell at the centre line measured from the mould ine of the shell at the cent line LNG carriers should be able to withstand damage (stated above) in the following sites, a) if over 150m in length, - anywhere in length b) if 150m or less in length - anywhere in length except involving either of the bulkheads bounding machinery space aft. After suffering the specified damage the ship should satisfy the following criteria. a) b) at any stage of flooding the waterline should be below the lower edge of any opening through which progressive flooding could take place, (excluding openings closed by means of watertight manhole covers, small watertight cargo tank hatch covers, remotely operated sliding watertight doors and side scuttles of the non-opening type) any angle of heel should not exceed 30 degrees and the residual stability should be adequate, in.the final stage of flooding there should be a range of stability of at least 20 degrees with a maximum righting lever of at least 0.1m and unprotected openings must not be immersed within the minimum range of residual stability (anless the space concerned is included in the damage stability calculations as a floodable space); all lifesaving devices should be capable of operating from the lower side of the vessel and the emergency power supply should be operable. The maximum angle of heel should allow the restoration of propulsion and steering engine power at reduced speed, and the use of the ballast system. ANNOV9S ‘SPSMA‘Module: Ship Cons 29 Topie Ship Desin ‘MA2010 Chemical Carriers ‘A chemical carrier can be compared with a ‘products carrier’ one carrying refined oils) but is more complex by reason of hazards associated with ‘chemicals’, These ships are generally able to carry a large number of relative small quantities of petrochemical products, coal tar products, carbohydrate derivatives, animal and vegetable oils and heavy chemicals. Hazards include toxicity, reactivity with water or other liquids, pollution, flammability and explosion. Other difficulties associated with many of the products are the need for special materials, high vapour pressures and high freezing points, ‘The cargoes are grouped into types 1, 2 or 3 (or A, B and C) in descending order of hazard and the ships are classed accordingly. A type A (or 1) ship is capable of carrying type A (or 1) cargoes in some compartments. Most chemical carriers are type | or (A) or at least type 2 or (B) and not simply type 3. All type A cargoes require segregation from the sea; some have to be at least (ships breadth/5) from the side of ship, but others need only be 30 inches from the side. ‘They must be carried above a double bottom tank. Sumps in the bottoms of these tanks have a limited area and depth (for safety reasons). Cargoes which require segregation also require segregated piping and pumps. Many “A cargo tanks are fitted with a deepwell pump. Many other tanks have independent lines from separate pumps. Pumprooms are sited to suit tank layout. There must be a cofferdam at each end of the cargo space and two means of access to all cofierdams, double bottoms, narrow wing tanks etc. Savealls are arranged on deck to avoid spillage. Mild stee! is unsuitable for many type A cargoes and stainless steel is used instead but because it is cathodic relative to mild steel care must be taken to avoid wastage of the adjacent mild steel. Bimetallic corrosion can be guarded against by applying epoxy paint to the stainless steel. Stainless steel tanks cannot be ballasted. All accommodation in ship types A and B is arranged clear of tanks, pumprooms and cofferdams. Windows and ports on the front of the poop accommodation other than the wheel house must be fixed. Access to accommodation must be at least 3 m aba the front of the house. The welding specification and testing is more rigorous than in a normal tanker. For cargoes with a relative density greater than 1.025 tanks are tested to more than the normal height (2.45 m above the crown of the tank). Pump rooms require self contained mechanical ventilation and their exits must be at least 10m from windows and doors in accommodation. Accommodation vent system inlets are at least 10m from cargo vent exits. All vents are sighted at least 4.5m above the deck. ‘Vapour detecting and measuring instruments (for gauging toxicity and flammability) are required in every pump room ete.; these may be permanent or portable. Portable measuring ‘equipment is necessary for testing any compartment adjacent to a cargo tank ANN 96 PSMAMosil : Ship Cons 30 Topic 6 ‘Ship Design = HA a Tyeem | ANN“Mole : Ship Cons 31 Topic Ship Desien Mr2010 Refrigerated Ships A refrigerated ship has the same basic layout as a general cargo ship but has several lower decks to form a relatively shallow and small cargo spaces which are more easily kept at a steady temperature and which allow a number of different commodities to be loaded and discharged at several ports without undue complication. The upper tween deck compartment may be formed into refrigerated chambers clear of hatchways, leaving the square for general cargo. Insulation on the inner bottom must be of load bearing quality, e.g. vertical 5 inch x 2 inch wood bearers at 18 inch centres, with slab cork between, all overlaid with two layers or tongue and grooved wood. Side and deckhead insulation is generally granulated cork, glass fibre ot expanded foam retained in a sheathing (ining) of galvanised steel. Pillars are also insulated. Traditional hatch closing with beams and boards requires that beams be insulated and that insulated plug covers be fitted, the latter below the ordinary wood cover. Altemately insulated macgregor type covers are required. Drainage from tween decks to lower hold bilges or wells must be by way of scuppers having U traps filled with brine. The ships are not ‘deadweight’ ships because of the relatively high stowage factor of most refrigerated cargoes. The ships do not require a deep load draft nor the maximum possible longitudinal strength. Because of this, and to avoid the deep beams which are necessary corollary to a longitudinal framing system, the decks are generally all stiffened transversely. Space is unavoidably lost by reason of insulation and to minimise this loss the beams and frames are relatively shallow thick sections. A composite framing system is usual; while the basic stiffening is arranged transversely on the decks and the side shell it will be longitudinal in the double bottom (in common with nearly all ship types). Reftigeration by circulation of cold air through ducts is the most common system. Permanent battens are arranged on the inside of the insulation and gratings are laid on deck to allow circulation of cold air between the ducts, the duct openings must be sited to give the most efficient flow of cold air possible. Spaces cooled to very low temperature require notch tough grade steels for deck, e.g. for ‘températures between -5°C and -10°C the strength deck amidships is Grade E and for second or lower decks Grade D. MNOS SeMITModule: Ship Cons 32 fae Shin Deion MA2010 Midships Section a | | J AMNov96 SPSMA