Boil Off Rate Calculation

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DATE REV No DESCRIPTION DWG CHKD APPD
2012. 05.21 -. SUBMITTED TO OWNER/CLASS FOR APPROVAL

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This drawing or document is the property of Daewoo Shipbuilding & Marine
FOR REVISION
Engineering Co., Ltd., and must not be partially or wholly copied or used for any other purpose without prior
written permission of DSME. A3:( ) A4:( 0 )
PROJECT No PROJECT
2297/98 &2400/01 CARDIFF 159,800M3 LNG CARRIER(DFDE)
TITLE
APPD BY (BONG WOON, PARK)
(T.055-680-4209)
CHKD BY BOIL OFF RATE

CALCULATION
DWG BY (JIN KYU, CHOI)
(T.055-680-4203 M.P. 010-2868-5396)
DEPT
DATE SCALE DWG No. REV No
PROCESS DESIGN 2 2012.05.21 NONE DA800D134 A
Printed by DSME 의장프로세스2 최진규 2012-05-21 14:30

DAEWOO SHIPBUILDING & MARINE ENGINEERING
HN 2297 / Series - 159 800 m³ LNG CARRIER for Cardiff
CONTAINMENT SYSTEM DESIGN STUDIES
SECTION 1 : DESIGN ANALYSES
Section 1.1 : Cargo Containment

Boil-off rate calculation
01 First issue 23/04/2012
DATE
REVISION LABEL ECR NBR DESCRIPTION BY CHECKED APPROVED
DD/MM/YYYY
TECHNICAL DIVISION
DSME – HN 2297 / Series - 159 800 m³ LNG CARRIER for Cardiff
TO BE APPLIED TO HULL NUMBERS : SEE DOC N300 TD LIST NO96 SYSTEM
BOIL-OFF RATE CALCULATION
1, route de Versailles
78470 St-Rémy-lès-Chevreuse - FRANCE N300 TKI ANA 1.1.4
This document contains information resulting from testing, experience and know-how of GTT, which are protected under the legal regime of
PAGE: 1 NBR OF PAGES: 6 undisclosed information and trade secret (notably TRIPS Art. 39) and under Copyright law. This document is strictly confidential and the
exclusive property of GTT. It cannot be copied, used, modified, adapted, disseminated, published or communicated, in whole or in part, by
SCALE: None SHEET SIZE: A4 any means, for any purpose, without express prior written authorization of GTT. Any violation of this clause may give rise to civil or criminal
liability - © GTT, 2010-2011
document_projet-rev09
3
159 800 m LNG CARRIER for Cardiff
N300 TKI ANA 1.1.4
Revision : 01
23/04/2012
Page : 2 / 6
REVISION SHEET
Page Nbr
REV.
01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45
01 X X X X X X
-
-
Sheets affected by the current revision
This document contains information resulting from testing, experience and know-how of GTT, which are protected under the legal regime of undisclosed information and trade secret (notably TRIPS Art.
39) and under Copyright law. This document is strictly confidential and the exclusive property of GTT. It cannot be copied, used, modified, adapted, disseminated, published or communicated, in whole or
in part, by any means, for any purpose, without express prior written authorization of GTT. Any violation of this clause may give rise to civil or criminal liability - © GTT, 2010-2011
3
N300 TKI ANA 1.1.4
Revision : 01
23/04/2012
Page : 3 / 6
CONTENTS
1 INTRODUCTION ............................................................................................................................................................. 4
2 ASSUMPTIONS .............................................................................................................................................................. 4
3 CALCULATION METHOD .............................................................................................................................................. 4
3.1 COMPARTMENTS TEMPERATURE....................................................................................................................... 4
3.2 BOIL-OFF RATE DETERMINATION ....................................................................................................................... 5
4 RESULTS ........................................................................................................................................................................ 5
3
N300 TKI ANA 1.1.4
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1 INTRODUCTION
On LNG carriers, the heat inflow coming from the outside environmental conditions into the cargo tanks
through the structural arrangement surface areas and through the insulation system causes gas production by
latent vaporisation of the LNG.
The aim of this note is to evaluate the boil-off gas production rate in service.
2 ASSUMPTIONS
The following assumptions and conditions are considered for boil-off rate calculations. They are based on IMO
conditions and special requirements of the specification.
 LNG in contact with primary barrier
 Environmental conditions :
 Air Temperature : 45°C
 Seawater Temperature : 32°C
 LNG characteristics (*) :

 Tanks filling ratio : 98.0 %
 Composition: Pure methane CH4
 Temperature : - 163 °C

3
Specific density : 425 kg/m
 Latent heat of vaporisation : 511 kJ/kg
(*): Even if the ship should be able to load the cargo up to 98.5% of the total capacity as defined in the
specification, calculations have been run based on 98.0%, as higher levels are not yet approved.
Nevertheless, sensitivity of the BOR calculations with higher filling levels is marginal compared to the applied
design margin.
3 CALCULATION METHOD
3.1 COMPARTMENTS TEMPERATURE

First, temperatures of double hull compartments and cofferdams are necessary in order to evaluate the
temperature difference from one side of the insulation to the other. Then, it will be possible to determine the
heat transfer rate.
Calculations led to get the temperatures are based on the method explained in the document “N300 HULL
ANA 1.1.3 (Temperature charts), rev. 01”, with the above conditions.
3
N300 TKI ANA 1.1.4
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23/04/2012
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This calculation method can be summarised as follows:
 For each of the six compartments of the double hull, the heat transfer rate i is calculated through each of
the elementary exchange area;
 By applying the equilibrium equation to each of these compartments, the temperature inside the
compartment can be calculated.
 Temperature of double hull is then estimated, considering the two heat transfer modes (conduction and
convection).
3.2 BOIL-OFF RATE DETERMINATION

The heat transfer rate is evaluated for each zone of the double hull, following the equations below:
φ i  Ui S i ΔT

φ j  U jL j ΔT
Where i,j are the heat transfer rates through to the surface Si or the corner Lj;
Ui is the heat transfer coefficient corresponding to Si;
Uj is the heat transfer coefficient corresponding to Lj.
For each cargo tank, the total heat transfer  is the sum of all the local heat transfers:
φ   φi   φ j .
i j
The values of the heat transfer coefficients depend on several parameters, e.g. the location of the
compartment, the nature of insulation (panel or corner)…
They are subject to constant checking and improvements according to insulation systems design progress.
Once the overall heat transfer rate is calculated, the boil-off rate is got from the following formula:
φ
B.O.R.  * 3600 * 24
d* V *L
Where d and L represent respectively the density and vaporisation latent heat of the methane;
V is the cargo capacity (corresponding to 98.0% of the total tank capacity).
4 RESULTS
The nominal boil-off rate predictions are given in the table below. Results show that there is a sufficient margin
versus the design boil-off rate of 0.108% per day.
3
N300 TKI ANA 1.1.4
Revision : 01
23/04/2012
Page : 6 / 6
External Ambient Conditions: Insulation Data - No96-L03 System Methane & Operating Data:
• No wind effect
• Air Temperature = 45 °C • Secondary Ins. Thickness = 0.300 m • Density = 425 kg / m3
• Seawater Temperature = 32 °C • Primary Ins. Thickness = 0.230 m • Tank Filling Ratio = 98.0 %
• Setting temperature in CD 5 °C • Total Insulation Thickness = 0.530 m • Vaporiz. Latent Heat =511 kJ / kg
HEAT
CARGO TANK INSULATION AREA CARGO TANK TANK INDIVIDUAL
LENGTH OF CORNERS TRANSFER
(Primary barrier level) VOLUME BOIL-OFF RATE
RATE
Standard Reinforced Ultra Reinf. Longitudinal (at 100 % tank w ith LNG @ (at 98 % tank
Total Tank Area Transverse
Insulation Insulation Insulation (inc. Oblique)
capacity) -163 °C capacity)
3
TANK No. 1 2 750 m² 685 m² 1 094 m² 4 529 m² 192 m 270 m 21 935 m 71 720 W 0.133 % p.d.
3
TANK No. 2 4 487 m² 1 569 m² 1 455 m² 7 511 m² 230 m 395 m 45 631 m 110 154 W 0.098 % p.d.
3
3
3
OVERALL 16 284 m² 5 435 m² 5 480 m² 27 199 m² 881 m 1 463 m 159 937 m 406 371 W 0.103 % p.d.
DESIGN SAFETY MARGIN = 5% DESIGN DAILY BOIL-OFF RATE = 0.108 %
Note : Contractual B.O.R. to be measured in accordance with GTT Specifications (Steady regime, seastate conditions,...)
Reference : External Document entitled "B.O.R. Measurement" No. 1392, rev. 6.
This document contains information resulting from testing, experience and know-how of GTT, which are protected under the legal regime of undisclosed information and trade secret (notably TRIPS Art. 39) and under Copyright law. This document is
strictly confidential and the exclusive property of GTT. It cannot be copied, used, modified, adapted, disseminated, published or communicated, in whole or in part, by any means, for any purpose, without express prior written authorization of GTT. Any
violation of this clause may give rise to civil or criminal liability - © GTT, 2010-2011
HN 2297 / Series - 159 800 m³ LNG CARRIER for Cardiff
SECTION 1 : DESIGN ANALYSES
Section 1.1 : Cargo Containment

Boil-off rate measurement
01 First issue 26/04/2012
DATE
REVISION LABEL ECR NBR DESCRIPTION BY CHECKED APPROVED
DD/MM/YYYY
TECHNICAL DIVISION
DSME – HN 2297 / Series - 159 800 m³ LNG CARRIER for Cardiff
TO BE APPLIED TO HULL NUMBERS : SEE DOC N300 TD LIST NO96 SYSTEM
BOIL-OFF RATE MEASUREMENT
1, route de Versailles
78470 St-Rémy-lès-Chevreuse - FRANCE N300 TKI ANA 1.1.6
This document contains information resulting from testing, experience and know-how of GTT, which are protected under the legal regime of
PAGE: 1 NBR OF PAGES: 9 undisclosed information and trade secret (notably TRIPS Art. 39) and under Copyright law. This document is strictly confidential and the
exclusive property of GTT. It cannot be copied, used, modified, adapted, disseminated, published or communicated, in whole or in part, by
SCALE: None SHEET SIZE: A4 any means, for any purpose, without express prior written authorization of GTT. Any violation of this clause may give rise to civil or criminal
liability - © GTT, 2010-2011
document_projet-rev09
3
N300 TKI ANA 1.1.6
Revision : 01
26/04/2012
Page : 2 / 9
REVISION SHEET
Page Nbr
REV.
01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45
01 X X X X X X X X X
-
-
Sheets affected by the current revision
3
N300 TKI ANA 1.1.6
Revision : 01
26/04/2012
Page : 3 / 9
CONTENTS
1 PURPOSE ....................................................................................................................................................................... 4
2 GENERAL ....................................................................................................................................................................... 4
3 FORMULA ....................................................................................................................................................................... 5
4 CORRECTIONS FOR VARIATIONS FROM DESIGN TEMPERATURE CONDITIONS (CT) ........................................ 6
5 CORRECTIONS FOR VARIATIONS FROM STEADY STATE TEMPERATURE CONDITIONS (CI) ........................... 6
6 SPECIFIC COEFFICIENTS ............................................................................................................................................. 6
APPENDIX 1: INFORMATION REQUESTED FOR B.O.R. CALCULATION........................................................................ 7
APPENDIX 2: TANK-BY-TANK APPROACH ....................................................................................................................... 8
3
N300 TKI ANA 1.1.6
Revision : 01
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Page : 4 / 9
1 PURPOSE
The purpose of this note is to define the method of boil-off rate (B.O.R.) measurement onboard G.T.T.
membrane LNG Carriers of 159,800 m3 for Cardiff, fitted with dual fuel diesel engines.
The design daily boil-off rate of cargo during laden voyage shall be less than 0.108 % of the full loaded cargo
when assuming the following conditions (Builder’s Specifications):
- Ambient air temperature = + 45 °C
- Sea water temperature = + 32 °C
- Cofferdams temperature maintained at + 5 °C
- Cargo considered as pure methane (density 425 kg/m3, latent heat of vaporization 511 kJ/kg)
- Cargo piping empty
2 GENERAL
The actual loaded vessel boil-off shall be measured and averaged over 10 laden voyages excluding the first
one on entering service, and satisfying the conditions set herein below.
o Voyages where the cumulated time during which the ship encounters sea states exceeding Beaufort 5
is greater than 48 hours shall be excluded from such measurement, whether this cumulated time is in
one or more periods. For shorter voyages (less than 48 hours), this period is reduced to 20% of the
total duration of the voyage.
o The sea states will be recorded in the vessel's logbook in accordance with normal practice.
o For each voyage measurement, the cargo tank vapor pressure P shall be maintained constant
throughout the laden voyage at the pressure P0 in tanks corresponding to the loading temperature, with
a permissible tolerance of 20mbar (i.e. P = P0 +/- 20mbar).
o Forced vaporization of LNG to feed ship's propulsion plant shall be avoided during the voyage
measurement.
o If forced vaporization is applied (gas based propulsion), then a tank-by-tank approach can be
considered: forced vaporization is restricted to one or two tanks, these tanks being excluded from the
measurement sequence (buffer tanks). Number of laden voyages should be extended to permit ten
measurements of each tank. Appendix 2 provides detailed procedure for such LNG based propulsion
system.
o The daily boil-off rate for each voyage shall be calculated as set out in the formula under paragraph 3.
o The design daily boil-off rate is guaranteed for stabilized conditions where, in particular the steady state
thermal gradient across the insulation is reached.
The daily boil-off rate for guarantee purposes will then be the average of the corrected calculated boil-off rates.
In case of tank-by-tank approach, this boil-off rate will be the average of the corrected calculated boil-off rates
of each cargo tank, weighted by its corresponding cargo capacity.
Subject to an agreement between the parties involved in, the ten measurements sequence can be reduced
providing it leads to an average value lower than the contractual boil-off rate.
3
N300 TKI ANA 1.1.6
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26/04/2012
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3 FORMULA
For each of the voyage measurements, the daily B.O.R. should be calculated from the temperature and
volume data recorded by the Custody Transfer System, and from the density data given by the chemical
analysis of the LNG transported. The formula to be used to calculate the B.O.R. is as follows:
 1 ( V1d1  V2 d2 )L  c p V2 d2 (T2  T1 ) CI 
B.O.R.     x100
 [%]
 T
C d L
m m 1V t d m m 1 
L V t
with: C T  (1   air ( 45  Tair ))  (1   sw (32  Tsw ))  (1   cof (5  Tcof ))

correction factor for the external temperature condition
CI   
1.3
2

hsec ondary (Thull  Tsec ondary )  hprimary Tsec ondary  
correction factor for the insulation thermal condition.
where:
V1 (m3) Volume of the LNG cargo at loading

V2 (m3) Volume of the LNG cargo at unloading
d1 (kg.m-3) Density of the LNG cargo at loading
d2 (kg.m-3) Density of the LNG cargo at unloading
T1 (°C) Temperature of the LNG cargo at loading
T2 (°C) Temperature of the LNG cargo at unloading
L (kJ.kg-1) Latent heat of vaporization of the vaporized LNG cargo
cp (kJ.kg-1.°C-1) Specific heat of the LNG cargo
Lm (kJ.kg-1) Latent heat of vaporization of methane
dm (kg.m-3) Density of methane
t (days) Time between measurements
air, sw cof Coefficients specific to each vessel
Tair (°C) 1 Mean air temperature through the voyage
Tsw (°C) 1 Mean seawater temperature through the voyage
Tcof (°C) 1 Mean cofferdam temperature through the voyage
 (kJ.m-1.°C-1) Coefficient specific to each vessel
hsecondary (m) Thickness of the secondary insulation
hprimary (m) Thickness of the primary insulation
Thull (°C) Temperature difference on the inner hull between end of
loading and beginning of unloading (weighted average
temperature)
Tsecondary (°C) Temperature difference on the secondary membrane
between end of loading and beginning of unloading
(weighted average temperature)
Above parameters and formula are detailed in GTT external document 1392, rev. 6.
1
Read and recorded at midday and midnight on each measuring voyage.
3
N300 TKI ANA 1.1.6
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26/04/2012
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4 CORRECTIONS FOR VARIATIONS FROM DESIGN TEMPERATURE CONDITIONS (CT)

The values estimated from the above equation represent the equivalent pure methane boil-off in design
external conditions. For a specific voyage, the mean air, sea water and cofferdam temperatures (T air, Tsw and
Tcof respectively) are different from the design conditions, with an air temperature T air = 45 °C, a sea water
temperature Tsw = 32 °C and a cofferdam temperature Tcof = 5 °C. This is taken into account by the correction
factor for external temperature conditions: CT.
5 CORRECTIONS FOR VARIATIONS FROM STEADY STATE TEMPERATURE CONDITIONS

(CI)
When a ship arrives at a loading port after a ballast voyage during which no cooling down, or a limited cooling
down, has been carried out, the thermal gradient through the various zones of the insulation, except tanks
bottom permanently covered with LNG, deviates significantly from the steady state " cold " condition.
During and after loading, these thermal gradients move slowly towards the steady state, but it is only after
several tens of hours that the final steady state "cold" condition is reached. During this period of time, a part of
the heat contained in the insulation is transferred to the cargo and the corresponding vaporized LNG that, for
practical reasons cannot be separately measured, is included in the various CTS measurements from which
the B.O.R is calculated.
The evaluation of the LNG vaporized quantity due to this transient condition are based on the temperatures,
before and after stabilization, recorded from the sensors arranged at the double hull and secondary barrier
levels. For practical reasons, the temperature considered are those recorded at the end of loading and at the
beginning of unloading. This transient condition is taken into account by the correction for the insulation
thermal condition: CI.
6 SPECIFIC COEFFICIENTS
The values of coefficients to be injected in the general formula for correction of external temperature variations
and unsteady conditions have been calculated and the results applicable to these 159,800 m3 LNG Carriers
are summarised below.
 (MJ.m-1.°C-1) : unsteady conditions total coefficient = 7224
with following breakdown for the purpose of tank-by-tank assessment:

- unsteady conditions individual coefficient for tank n°1 1245 MJ.m-1.°C-1
- unsteady conditions individual coefficient for tanks n°2 & 3 1981 MJ.m-1.°C-1
- unsteady conditions individual coefficient for tank n° 4 2017 MJ.m-1.°C-1
air : external air temperature coefficient 0.00239

sw : sea water temperature coefficient 0.00183
cof : cofferdam temperature coefficient 0.00115
3
N300 TKI ANA 1.1.6
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Page : 7 / 9
APPENDIX 1: INFORMATION REQUESTED FOR B.O.R. CALCULATION
After loading
o Volume of the LNG cargo inside the tanks (including date and time of the measurement);
o Recording of the temperature sensors inside the cargo tanks;
o LNG composition (A sample of the cargo at loading should be retested at unloading to avoid any
discrepancies between the different gas chromatographic analysers);
o Temperature at the level of the inner hull (including cofferdam compartments) and secondary barrier (to
be recorded within the three hours following the end of loading);
o Pressure inside the cargo tanks.
At sea
o External air temperature(*);
o Sea water temperature(*);
o Cofferdam compartments temperatures(*);
o Pressure inside the cargo tanks(*);
o Sea state(*).
Before unloading
o Volume of the LNG cargo inside the tanks (including date and time of the measurement);
o Recording of the temperature sensors inside the cargo tanks;
o LNG composition(**);
o Temperature at the level of the inner hull (including cofferdam compartments) and secondary barrier
o Pressure inside the cargo tanks.
( )
* To be recorded with a minimum periodicity of 12 hours
( )
** To be provided individually for each tank for a tank-by-tank approach
3
N300 TKI ANA 1.1.6
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Page : 8 / 9
APPENDIX 2: TANK-BY-TANK APPROACH
Introduction
Apart from slow speed diesel engine, all the propulsion plants fitted on LNG carriers can be run on gas mode.
It is the case of the conventional steam plant, but also, the dual fuel diesel engine or the gas turbine plant. A
complement to the natural boil-off gas (BOG) may be necessary according to the characteristics of the project.
It can be either HFO, MDO (depending on the type of propulsion) or forced vaporization if pure gas mode is
preferred. In such a case, it is necessary to dissociate the additional LNG consumption from the BOR heat
balance.
Regardless of the forced vaporization, it is also sometimes requested to cool down the natural BOG before
sending it to the machinery. In this extent, some amount of LNG is sprayed, thanks to pumps located in the
cargo tanks. In this case, not only the quantity of sprayed LNG, but also the energy transfer when operating
the pump have to be separated from the BOR heat balance.
The procedure described here below aims at evaluating the BOR in service for vessels with LNG based
propulsion.
It consists in concentrating all the extra operations linked to the propulsion (forced vaporization, fuel pump
energy, LNG spraying or return condensates) to one or two tanks, these last ones being excluded from the
BOR heat balance. A tank-by-tank approach is then applied to evaluate the global BOR.
Procedure
Loading
There is no additional requirement for this first stage compared to the ones described in Appendix 1. All the
cargo tanks are loaded at their standard filling.
Laden voyage
All the events linked to the propulsion and affecting the heat balance are limited to one tank, this tank being
equipped with fuel pump.
Filling levels inside the cargo tanks have to be in accordance with the allowable filling ratios.
Unloading
Compared to conventional unloading, it is requested to measure individually the cargo composition for each of
the tanks.
BOR Evaluation
For all the tanks apart from the one dedicated to fuel matters, the BOR is calculated based on the formula
developed under § 3.
A sufficient number of voyages should be achieved to allow each tank to be tested ten times (this sequence
could be reduced as described in § 2 of this document).
For each cargo tank i, the BOR is averaged over the ni sequence measurements as follows:
ni
 BOR (Tk )
j1
j i
BOR (Tk i ) 
ni
3
N300 TKI ANA 1.1.6
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Page : 9 / 9
Then, the BOR in service of the whole vessel can be averaged, by weighting the BOR of each individual tank
by the corresponding average loaded cargo capacity V Li over the ni sequence measurements.
ni
 BOR(Tk ).V i Li V
j1
Li, j
BOR  i
, with V Li 
V i
Li
ni
Example of possible measurement scenario:
Tk1 Tk2 Tk3 Tk4

VOYAGE 1
VOYAGE 2 1 1 1
VOYAGE 3 2 2 1
VOYAGE 4 3 3 2
VOYAGE 5 4 4 2
VOYAGE 6 5 5 3
VOYAGE 7 6 6 3
VOYAGE 8 7 7 4
VOYAGE 9 8 8 4
VOYAGE 10 9 9 5
VOYAGE 11 10 10 5
VOYAGE 12 11 11 6
VOYAGE 13 12 12 6
VOYAGE 14 13 13 7
VOYAGE 15 14 14 7
VOYAGE 16 15 15 8
VOYAGE 17 16 16 8
VOYAGE 18 17 17 9
VOYAGE 19 18 18 9
VOYAGE 20 19 19 10
VOYAGE 21 20 20 10
Tank used for forced vaporization or LNG spraying

Tested tank and n° of test

Boil Off Rate Calculation

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APCPCWM_4828539:WP_0000045WP_0000045

2012. 05.21 -. SUBMITTED TO OWNER/CLASS FOR APPROVAL

CHKD BY BOIL OFF RATE

Printed by DSME 의장프로세스2 최진규 2012-05-21 14:30

HN 2297 / Series - 159 800 m³ LNG CARRIER for Cardiff

CONTAINMENT SYSTEM DESIGN STUDIES

SECTION 1 : DESIGN ANALYSES

Section 1.1 : Cargo Containment

01 First issue 23/04/2012