TRAINING ON MEMBRANE LNG

TECHNIQUES

SHIP DESIGN
GAZTRANSPORT & TECHNIGAZ
AGENDA

• Membrane LNGC concept

• Pre-project

• Detailed design stage

• R&D works

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 2/32
Membrane LNGC: Integrated cargo tanks
Double hull ship structure

Liquid cargo at
T° =-163°C

Cryogenic liner composed of:

-primary & secondary membranes
-load bearing cryogenic insulation

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 3/32
Pre-project: Loop job

Power estimation

Main dimensions Lightship estimation

Cargo tanks layout

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 4/32
Main dimensions : restrictions coming
from terminals, canals

• Length
• Breadth
• Draught => main dimensions &
• Displacement cargo capacity
• Air draft (ex :Boston )

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 5/32
 Selection of the propulsion type (1)
Pro Cons

Steam turbine propulsion ¾Flexible : consumption ¾Low efficiency** ( abt

Dual Fuel diesel electric
propulsion
of NBOG & FBOG or 29%)
NBOG & HFO ¾Only use for LNGC (lack
¾Cost of the vessel of steam qualified crew)
=> main dimensions
¾Engine Room length& abt
cargo 44.8
capacity
m*
¾Efficiency ( abt. 38%)
¾Engine Room length abt
36 m*
¾Low emissions (NOx,
SOx)

(*): typical ER length for a 150k class LNGC

(**): Efficiency defined as Shaft power(kW) / Rate of fuel supply to ER (kW)
Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 6/32
 Selection of the propulsion type (2)
Pro Cons

Slow speed diesel with ¾Efficiency ( abt. 40%) ¾Reliquefaction cost,

BOG reliquefaction ¾Engine Room length abt ¾ 2 shafts
36 m* ¾ NOx & SOx emissions
¾Heavy

=> main dimensions &

Combined cycle gas /
steam turbine electric
propulsion
¾Efficiency (abt.36% ) ¾ Steam is still on board
¾Engine Room lengthcargo capacity
(steam qualified crew)
abt. 24.8m*
¾Low weight
¾Little maintenance
¾Low emissions

Selection of the propulsion type should be based on an economical study taking

into account ship price, delivered LNG quantity, plant efficiencies,fuel oil & fuel gas
price for the foreseen trade

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 7/32
Cargo tank layout – design rules (1)

• “Standard” LNGC:
- 4 cargo tanks
- Total cargo capacity < 155,000 m^3 Max. Filling Level
Corresponding to 98%
- Conventional filling restrictions capacity
Or higher if approved

70 % H

FILLING LEVEL
Where a specific
H approval is needed
based on particular
and non contractual
studies
10 % L

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 8/32
Cargo tank layout – design rules (2)

• Internal length restriction

Tank 4 Tank 3 Tank 2 Tank 1

15% Lpp 17% Lpp 17% Lpp 13% Lpp

Lpp

17%Lpp

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 9/32
 Cargo tank layout – design rules (3)
• Transverse section of main tanks
• Upper chamfer ≥ 30% H1
135° Angle
or ≥ 20% Bt
or close value
C1

• Lower chamfer ≥ 2.5 m

H1

• Angle of chamfer ≈ 135°

135° Angle
or close value
C2

Bt

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 10/32
 Cargo tank layout – design rules (4)
• Forward cargo tank implantation

Trapezoidal – horizontal dir. Trapezoidal – Vertical dir.

Bi-oblique
Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 11/32
Cargo tank layout & hull bodylines
Balance of the lines

Limit as far as
possible the
ballast water
carried in full load
condition

Cargo Tanks
Optimization

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 12/32
Trapezoidal tank in horizontal direction
implantation

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 13/32
Trapezoidal tank in vertical direction -
implantation

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 14/32
Bi-oblique tank implantation -implantation

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 15/32
Forward hull bodylines: U & V shapes

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 16/32
 Light ship weight distribution
Weight LCG
Reference from AP
(t) (m)

1 Steel hull 23980.4 123.1 Steel weight is first

2 Paint, Cem…

3 Hull fitting
385.6

678.5
100.9

169.2
estimated based on the
4 Accomodations 156.2 40.4
main characteristics of the
5 Electricity 127.1 65.4

6 Hull piping 301.1 124.8 project.

7 Cold store 32.4 36.3

8 Vent, Air Conditioning 53.2 39.4

When the project loop

9 Mooring equipment 300.0 199.9

Total Hull 26014.6 123.8

10 Cargo tank n°1 380.4 218.7 converge, the midship

11 Cargo tank n°2 546.8 173.9

12 Cargo tank n°3 546.8 124.0 section scantling is

13 Cargo tank n°4

14 Cargo handling
497.8

651.4
77.0

141.4
determined and the
Total Cargo System 2623.4 143.6 accuracy of the steel weight
Main red. Gear, Shaft & prime mover

Main engines 3*1250DF +1*6L50DF

461.6

855.0
24.7

38.1
estimation is increased
Cooling/heating/Lub/F.O./exhaust gas system 323.4 35.2

El. Power Gen & Distr, control & monitoring 318.6 42.0

Auxiliary systems 245.1 37.7

Total Machine 2203.7 35.4

Margin 1000.0 119.2

Total Light Ship 31841.6 119.2

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 17/32
General Hull scantling - Loads
Hogging

Sagging

• Wave loads (bending moments given by rules

formulas)

• Still Water loads (calculated for a list of loading cases)

• Cargo, ballast water & sea water pressures

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 18/32
General hull scantling – main criteria

• IACS ultimate strength

limitation :175MPa

• No 96 & CS 1 bending
stress limitation:
σ static + σ dynamic ≤ 120 MPa

• Mark III stress limitation :

σ static + σ dynamic + σ local ≤ 185 MPa

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 19/32
Loading case (1)
Cases representative of the ship operations have to
be investigated from strength and stability point of
view
- Full load design departure – arrival
- Ballast departure –arrival
- Alternate loading cases (some tanks full & other
empty)
- Water ballast exchange loading cases
- Specific loading cases depending on shipbuilding
sequence….
Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 20/32
 150000 LNG CARRIER NO96

Loading case (2)

Loading case: Full loaded departure - Range: 6,500NM + 3 days reserve

perm. Filling Volume Specific Weight LCG KG It

WEIGHT ITEM ratio Weight from AP from BL
3
(%) (m ) (tons) (m) (m) (tm)
NO 1 Cargo T. 1.000 98.0 20928.0 0.470 9836 219.22 16.06 5670.0
NO 2 Cargo T. 1.000 98.0 42024.0 0.470 19751 179.80 16.23 23761.1
NO 3 Cargo T. 1.000 98.0 42024.0 0.470 19751 131.18 16.23 23761.1
NO 4 Cargo T. 1.000 98.0 42024.0 0.470 19751 82.56 16.23 23761.1
Total Cargo 69090 143.71 16.20 76953.2
F.P.T. 0.850 0.0 0.0 1.025 0 0.00 0.00 0.0
FWD W.B.T. (P) 0.950 0.0 0.0 1.025 0 0.00 0.00 0.0
FWD W.B.T. (S) 0.950 0.0 0.0 1.025 0 0.00 0.00 0.0
NO 1 W.B.T. (P) 0.950 0.0 0.0 1.025 0 0.00 0.00 0.0
NO 1 W.B.T. (S) 0.950 0.0 0.0 1.025 0 0.00 0.00 0.0
NO 2 W.B.T. (P) 0.950 0.0 0.0 1.025 0 0.00 0.00 0.0
NO 2 W.B.T. (S) 0.950 0.0 0.0 1.025 0 0.00 0.00 0.0
NO 3 W.B.T. (P) 0.950 0.0 0.0 1.025 0 0.00 0.00 0.0
NO 3 W.B.T. (S) 0.950 0.0 0.0 1.025 0 0.00 0.00 0.0
NO 4 W.B.T. (P) 0.950 0.0 0.0 1.025 0 0.00 0.00 0.0
NO 4 W.B.T. (S) 0.950 0.0 0.0 1.025 0 0.00 0.00 0.0
E/R W.B.T. (P) 0.950 0.0 0.0 1.025 0 0.00 0.00 0.0
E/R W.B.T. (S) 0.950 0.0 0.0 1.025 0 0.00 0.00 0.0
A.P.T. 0.800 0.0 0.0 1.025 0 0.00 0.00 0.0
Total Ballast Water 0 0.00 0.00 0.0
Fresh Water (P) 0.950 48.0 105.7 1.000 106 9.20 17.32 120.1
Fresh Water (S) 0.950 48.0 105.7 1.000 106 9.20 17.32 120.1
Distilled water (P) 0.950 49.6 92.3 1.000 92 9.43 17.51 83.4
Distilled water (S) 0.950 49.6 92.3 1.000 92 9.43 17.51 83.4
Total Fr. & Dist. Water 396 9.31 17.41 407.1
H.F.O. DPT 0.950 23.0 932.4 0.990 923 246.97 3.02 1798.0
H.F.O. E/R T. (P) 0.950 48.6 886.0 0.990 877 47.03 9.50 250.6
H.F.O. E/R T. (S) 0.950 48.6 886.0 0.990 877 47.03 9.50 250.6
H.F.O. Settling T. (P) 0.950 100.0 153.3 0.990 152 41.60 21.15 0.0
H.F.O. Settling T. (S) 0.950 100.0 153.3 0.990 152 41.60 21.15 0.0
Total H.F.O. 2981 108.39 8.68 2299.1
DO Daily T. (P) 0.950 79.5 182.8 0.900 164.5 37.60 20.15 50.6
DO Settling T. (S) 0.950 79.5 182.8 0.900 164.5 37.60 20.15 50.6
Total D.O. 329.0 37.60 20.15 101.2
L.O. 30 30.00 12.00 0.0
Miscellaneous 100 44.00 12.00 0.0
Light Ship 32395 126.77 16.55 0.0
Displacement 105321 136.54 16.11 79760.7
LCB 136.53
DRAFT 11.5
KB 6.08
BMt 14.65
KMt 20.72
KG cor 16.87
GM 3.86

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 21/32
Loading case (3)

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 22/32
Loading case (4)
Stability Data Forms , - SISTRE / Full loaded departure (6,500NM+ 3 days reserve)

Water Density: 1.0250, Length in m, Surfaces in m2, Volumes in m3, Weights in t, Heel on Starboard

GZ (m) GZ Area (m.rad)

2.7500 Ship: 32527t
3.0000 Sx: 126.431m
2.5000
Sy: 0.0000m
2.5000 2.2500 Sz: 16.5324m
2.0000 Tanks: 72796t

ea
Tx: 141.057m

Ar
2.0000 1.7500
Ty: 0.0000m

GZ
1.5000 Tz: 15.9182m
1.5000 1.2500
1.0000
1.0000
0.7500
AP @: 0.0000m
0.5000 0.5000
FP @: 273.000m
0.2500 K Point at: 0.0000m
0.0000 0.0000 KMt: 19.9663m
10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 Total Load: 105323t
-0.2500
TLx: 136.538m
-0.5000 -0.5000 TLy: 0.0000m
-0.7500 TLz: 16.1080m
-1.0000
-1.0000
-1.5000
Dynamic Capsizing: 24.912°

-2.0000 AP Draft: 11.4975m

Static Capsizing: 86.045° FP Draft: 11.5059m
-2.5000 Trim: -0.0084m
Heel: 0.000°
GM0: 3.8583m
-3.0000 UMt: 7093.41t.m

-3.5000

-4.0000

GZ Max @ 41.785° > 25.0° [0°, 30°] Area = 0.6537 > 0.055 m.rad GM0 = 3.8583m > 0.1500m
[0°, 40°] Area = 1.1879 > 0.090 m.rad GZ Max = 3.3555m > 0.2000m
[30°, 40°] Area = 0.5339 > 0.030 m.rad

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 23/32
 Power estimation
• Formula that takes into account the main characteristics of
the vessel (LBP,Cb, number of screw…)

• Optimisation of the hull

form using CFD
calculations

• Towing tank to predict the

final performance of the
design

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 24/32
Pre-project: results of the loop job
150,000 m3 NO96 LNGC

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 25/32
 Deviation from standard design rules
Liquid motions loads have to be determined :

Ship motions calculations (Diodore)

Liquid motions calculations
by DIVA3D

Model tests at GTT

laboratory

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 26/32
Detailed design stage

• Thermal analysis
Sizing of cofferdam heating system
Steel grade selection
B.O.R.
• Local Hull scantling requirements
• Increase filling ratio 98.5% V based on IGC code
calculation

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 27/32
 Thermal Analysis
USCG CONDITIONS IGC CONDITIONS
External air temperature -18 °C External air temperature 5 °C
Wind 5 Knots Wind no
Sea water temperature 0 °C Sea water temperature 0 °C
LNG on Secondary barrier LNG on Secondary barrier

-22.5 -4.3

Insulation thickness
-27.1
Secondary 0.300 m -9.5
Primary 0.230 m
-21.8 -2.9
-7.5
-25.8
LNG Cargo Temperature
-163 °C
-22.4 -25.7 -7.7 -3.9
Air inside Cofferdams
5 °C

-22 Air temperarure inside

-10.4 compartment in °C -3.5
-13.9 -26 Inner Hull Steel Plating -7.1
( temperature in °C )
-5.2 -5.2
-7.1 -7.1

-1.6
-1.6
-3.5 -3.5

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 28/32
 Steel grade selection
GRADE A GRADE A

GRADE E

GRADE A

GRADE E GRADE E

GRADE E
GRADE E

GRADE E G GRADE A
R
A
D
E
Cofferdam BHD
GRADE A
E

G
R
A
GRADE D(2) D
E

GRADE A

GRADE B

GRADE B

GRADE B LONGITUDINALS ATTACHED TO INNER HULL :

GRADE B SAME GRADE AS PER ATTACHED PLATE
LONGITUDINALS ATTACHED TO OUTER HULL : GRADE A
GRADE D

GRADE A

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 29/32
 Boil – Off Rate
( Heat Transfer Rate [W] )
B.O.R. = * 3600 * 24
Density [kg / m3] * Tank Volume [m3] * Latent Heat [J / kg]

(multiply by 100 to express in %)

Depend on several parameters such as thermal properties of

insulating components, hull scantling,cargo tanks areas, draft,
external conditions…
Typically design BOR =0.15% for 138,000 m3 LNGC on a pure
methane basis at -163°C & IMO condition (air 45°C ,sea water 32°C,
cofferdam +5°C)
For real voyage several parameters differ from design hypothesis
(cargo is not pure methane, external conditions…) => necessity of
BOR measurement procedure : GTT Ext DOC 1392 rev 5

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 30/32
 Local Hull scantling requirements
Some examples:

Inner hull deflection

Reinforcement beneath PTBS

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 31/32
R&D works

• New cargo tank geometry

• Hull bodylines improvements

• New propulsion plants

• FSRU / FPSO

Ship Design
GAZTRANSPORT & TECHNIGAZ
OCTOBER 2005 32/32