Guidance Note On Surveys During Construction of Membrance Tank LNG Carriers

Guidance Notes on Surveys During Construction of Membrane Tank LNG Carriers
GUIDANCE NOTES ON
SURVEYS DURING CONSTRUCTION OF

MEMBRANE TANK LNG CARRIERS
JUNE 2008
American Bureau of Shipping

Incorporated by Act of Legislature of
the State of New York 1862
Copyright 2008
American Bureau of Shipping
ABS Plaza
16855 Northchase Drive
Houston, TX 77060 USA
This Page Intentionally Left Blank
Foreword
Table of Contents
GUIDANCE NOTES ON
SURVEYS DURING CONSTRUCTION OF
MEMBRANE TANK LNG CARRIERS
CONTENTS
CHAPTER 1 Introduction ............................................................................1
Section 1 General Provisions....................................................3
CHAPTER 2 Membrane LNG Carriers Cargo Containment Systems......5

Section 1 Mark III Systems .......................................................9
Section 2 NO 96 Systems.......................................................55
Section 3 CS1 System ..........................................................103
CHAPTER 3 LNG Carriers Cargo Handling Systems ...........................119

Section 1 Common Features for All LNG Carrier Types ......123
Section 2 Features Which Are Not Common to All LNG
Carrier Types ........................................................129
Section 3 Summary of Surveys to be Carried Out During
Construction and Installation of LNG Carriers
Cargo Handling Systems ......................................135
CHAPTER 4 Final Tests and Trials ........................................................155

Section 1 Gas Trials and First Loading-Unloading
Operation ..............................................................159
Section 2 SNAME Guide for LNG Vessels Gas Trials
and First Loading-Unloading Operation................169
ABS GUIDANCE NOTES ON SURVEYS DURING CONSTRUCTION OF MEMBRANE TANK LNG CARRIERS . 2008 iii
Chapter 1: Introduction
CHAPTER 1 Introduction
CONTENTS
SECTION 1 General Provisions ................................................................3
1 Applicability ............................................................................3
2 Scope.....................................................................................3
3 General Requirements...........................................................4
4 Qualifications of NDE Operators............................................4
5 Materials ................................................................................4
6 Survey/Inspection Methodology.............................................4
6.1 Patrolling ........................................................................... 4
6.2 Official Inspection.............................................................. 4
ABS GUIDANCE NOTES ON SURVEYS DURING CONSTRUCTION OF MEMBRANE TANK LNG CARRIERS . 2008 1
Section 1: General Provisions
CHAPTER 1 Introduction
SECTION 1 General Provisions
1 Applicability
These Guidance Notes provide guidance on shipbuilding quality standards for the inspections, surveys
and repairs of membrane tank LNG carriers during construction. However, no indications contained
herein are to be interpreted as the Bureaus requirement for the construction of LNG carriers.
These Guidance Notes are only intended to apply to those parts of a Liquefied Natural Gas Carrier
(LNGC), which are unique to these highly specialized vessels. For other features, the normal criteria
of inspections and surveys remain applicable.
Additionally, these Guidance Notes are intended to discuss the installation and tests of Cargo
Containment Systems and Cargo Handling Systems.
2 Scope
These Guidance Notes provide advice relative to the construction, inspection and survey of typical
Membrane Cargo Containment System technologies fitted on todays LNG carriers. Unless explicitly
stated elsewhere in these Guidance Notes, the standards and the level of workmanship reflected herein
will, in principle, be acceptable for the todays Membrane Cargo Containment Systems constructed by
experienced shipyards in accordance with the designers specifications. A more stringent standard
may, however, be required for shipyards becoming involved in the construction of LNG carriers for
the first time, or those shipyards which have recently changed their standard procedures and/or
design. Additionally for highly stressed areas of the cargo containment and cargo handling systems, a
more stringent standard may be required taking into consideration the intended service of the vessel.
The content of these Guidance Notes should be used as general guidance for Surveyors and shipyard
personnel. However, no indications contained herein, are to be interpreted as the Bureaus requirements
for the construction of LNG carriers. The figures, sketches and diagrams indicated in these Guidance
Notes are to be interpreted as an acceptable practice for current standard designs of LNG carriers
presently under construction in shipyards. It is highly recommended that an official inspection plan be
agreed upon between shipyards and the attending surveyors for each individual project. In the case of
a discrepancy between the agreed Inspection Plan and the content of these Guidance Notes, the agreed
Inspection Plan should take precedence.
The content of these Guidance Notes is, in general, based on ABS experience, the Installation
Specifications and Handbooks of Gaztransport and Technigaz for membrane type LNG carriers taking
into consideration the construction and installation practices of the most experienced shipyards in the
construction of LNG carriers. Should designers specifications and/or shipyard practices change, the
content of these Guidance Notes may need to be reconsidered in light of the reasons for these
changes. In the case of conflict between the content of the ABS Guidance Notes and the last revision
of Gaztransport and Technigaz or other Designers documents, the latter shall prevail.
Chapter 1 Introduction
Section 1 General Provisions 1-1
3 General Requirements
The inspections and surveys are to be carried out in accordance with the Rules. At a kick-off meeting,
aimed at facilitating the surveys and build schedule, all parties are encouraged to agree to the in place
shipyard practices and design specifications for the cargo containment system, and the development
of inspection test plans (ITPs).
Provisions are to be made to ensure proper accessibility, staging, lighting and ventilation.
Welding operations are to be carried out under shelter from rain, snow and wind.
Welding operations relative to the installation of insulation, membrane and cargo tanks are to be
carried out by qualified operators, in accordance with approved welding procedures and with welding
consumables also approved by the Bureau and/or training plans established by the shipyards, as applicable.
Gluing procedures are to be in strict adherence with the instructions provided by the glue manufacturers
and by trained and qualified installers.
4 Qualifications of NDE Operators

Personnel performing nondestructive examinations for the purpose of assessing the quality of welds
and gluing in connection with new construction covered by these Guidance Notes are to be qualified
in accordance with the applicable ABS Rules or to a recognized national or international qualification
scheme. Records of operators and their current certificates are to be kept and made available to the
Surveyor for inspection.
5 Materials
All materials, including welding consumables, to be used for the fabrication of the cargo containment
and cargo handling systems are to be in accordance with Bureau approved construction plans and the
ABS Rules for Materials and Welding (Part 2).
6 Survey/Inspection Methodology
Surveyors tasks and activities in the shipyards are to be performed by combining two different yet
complementary survey methodologies.
6.1 Patrolling
The Surveyor will carry out patrolling on his own, observing production before its presentation for
formal inspection. The main advantage of patrolling is to assist the shipyard by identifying possible
problems as early as possible so as to enable the shipyard to find adequate solutions before adversely
affecting the construction of the vessel. This is one key area where the experience of a Surveyor could
be used to assist the shipyard to the maximum extent possible whilst still working within the intent of
the Rules and specifications.
6.2 Official Inspection

Shipyards are to forward an official application for survey at the completion of each step of construction,
as agreed in inspection test plans (ITP). The Surveyor is to attend the official inspection escorted by a
quality control representative of the shipyard. In the case of several sequential inspections leading up to
completion of a task or work evolution, (for instance, shipyard production department, shipyard
quality control department, Owner, charterer, etc.), the ABS Surveyor may be called to witness only
the final inspection.
4 ABS GUIDANCE NOTES ON SURVEYS DURING CONSTRUCTION OF MEMBRANE TANK LNG CARRIERS . 2008
Chapter 2: Membrane LNG Carriers Cargo Containment Systems
CHAPTER 2 Membrane LNG Carriers Cargo

Containment Systems
CONTENTS
SECTION 1 Mark III Systems .....................................................................9
1 Mark III System ......................................................................9
2 Welders and Welding Procedures Qualifications ................10
2.1 Types of Welding ............................................................ 10
2.2 Welding Parameters........................................................ 11
2.3 Welders, Operators and Machine Qualifications ............. 11
2.4 Nondestructive Tests for Qualifications........................... 14
2.5 Destructive Tests for Qualifications................................. 14
2.6 Welding of Membrane Sheets ......................................... 15
2.7 Tack Welding Sequences ............................................... 15
2.8 Intermittent Welding ........................................................ 16
2.9 Repairs............................................................................ 17
2.10 Acceptability Criteria ....................................................... 17
3 Panel Bonding to Inner Hull .................................................18
3.1 General Principle............................................................. 18
3.2 Mastic Procedure Qualification Test................................ 18
3.3 Checking Operations at Application Time ....................... 18
4 Triplex Bonding ....................................................................20
4.1 S-Triplex Strip Bonding on Flat Panels ........................... 20
4.2 Bonding Procedure Qualification Test for S-Triplex ........ 20
4.3 Checking of Epoxy Glue Depositing Process .................. 21
4.4 Special Recommendations for Bonding .......................... 21
4.5 Qualification of Bonders .................................................. 22
5 Welding ................................................................................22
5.1 Stud Welds...................................................................... 22
5.2 Membrane Welding ......................................................... 22
6 Summary of Surveys to be Carried Out at Manufacturers
Facilities of Mark III System Components ...........................23
6.1 Types of Surveys to be Carried Out ................................ 23
6.2 Plywood .......................................................................... 23
6.3 Reinforced Polyurethane Foam....................................... 23
6.4 Load Bearing Mastic ....................................................... 23
6.5 Stainless Steel for Membrane ......................................... 23
6.6 Stainless Steel for Special Pieces, as Anchoring
Strips and Corner Angles ................................................ 23
6.7 Adhesive Products ..........................................................23
6.8 Triplex..............................................................................23
6.9 Other Products (Glass Wool, Aluminum Rivets,
Studs, etc.) ......................................................................23
6.10 Fabricated Insulation Panel .............................................24
6.11 Fabrication of Membrane.................................................24
6.12 Fabrication of Angle Pieces.............................................24
6.13 Fabrication of Corner Pieces ...........................................24
7 Summary of Surveys to be Carried Out During
Installation of Mark III System..............................................24
7.1 Types of Surveys to be Carried Out ................................24
7.2 Hold Measurement ..........................................................24
7.3 Marking-out .....................................................................25
7.4 Cleaning ..........................................................................25
7.5 Stud Bolt Welding............................................................25
7.6 Mastic and Epoxy Glue Application .................................25
7.7 Panels Installation ...........................................................25
7.8 Leveling Wedge Installation.............................................25
7.9 Secondary Barrier Bonding and Top Bridge Pad
Installation .......................................................................25
7.10 Completion of Insulation Installation................................26
7.11 Membrane Installation .....................................................26
7.12 Tightness Test of Membrane (NH3 Test) ........................27
7.13 Global and Tightness Test...............................................27
7.14 Side Opening Closure .....................................................27
7.15 Scaffolding Dismantling and Final Inspection ..................27
7.16 Liquid and Vapor Dome...................................................27
8 Inspection Plans for Mark III System ...................................27
TABLE 1 Welding Defects and Repair Methods .......................17

TABLE 2 Acceptability Criteria of Welding Defects...................17
TABLE 3 Mark III System Components Materials..................28
TABLE 4 Mark III System Components Prefabricated
Components...............................................................30
TABLE 5 Mark III Cargo Containment System Insulation
Installation ..................................................................32
TABLE 6 Mark III Cargo Containment System Membrane
Installation ..................................................................50
TABLE 7 Mark III Cargo Containment System Testing..........52
FIGURE 1 GTT Mark III Membrane Containment System ............9

FIGURE 2 Typical Corner Assembly for Mark III System............10
FIGURE 3 Manual Welders Qualification Process ......................12
FIGURE 4 Welding Machine Qualification Process ....................13
FIGURE 5 Macro Acceptance Criteria for Manual Welding ........14
FIGURE 6 Macro Acceptance Criteria for Automatic Welding ....14
FIGURE 7 Membrane Sheet Tack Welding.................................16
FIGURE 8 Intermittent Welding Principle 1.2 mm Sheet on
2 mm Anchoring Strip ................................................16
FIGURE 9 Repair Patch Over Membrane ...................................26
SECTION 2 NO 96 Systems .....................................................................55

1 NO 96 System......................................................................55
2 Welders and Welding Procedures Qualifications ................56
2.1 Welding Procedures for NO 96 Membrane
Installation ....................................................................... 56
2.2 FCAW (Flux Core Arc Welds) ......................................... 57
2.3 GMAW (Gas Metal Arc Welding)..................................... 57
2.4 Automatic TIG (Tungsten Inert Gas) ............................... 57
2.5 Automatic Autogeneous TIG (Tungsten Inert Gas) ......... 58
2.6 Manual TIG (Tungsten Inert Gas Autogenous) ............ 59
2.7 Manual TIG (Tungsten Inert Gas Filler Metal) .............. 59
2.8 RSEW (Resistance Electric Spot Welding) Type Tack
Welding ........................................................................... 59
2.9 Automatic ERW (Electric Resistance Welds) .................. 60
2.10 Welders, Operators and Machine Qualifications ............. 60
3 General Considerations .......................................................61
3.1 GTT NO 96 System versus Mark III ................................ 61
3.2 Survey Patrolling ............................................................. 61
Facilities of NO 96 System Components .............................61
4.1 Insulation Boxes Fabrication ........................................... 61
4.2 Invar Tube and Trihedron Fabrication ............................. 61
Installation of NO 96 System ...............................................62
5.1 Hold Measurement.......................................................... 62
5.2 Marking-out ..................................................................... 62
5.3 Cleaning.......................................................................... 62
5.4 Installation of Secondary Fittings .................................... 62
5.5 Leveling Wedge Installation ............................................ 62
5.6 Invar Tube Installation..................................................... 62
5.7 Mastic Application ........................................................... 62
5.8 Insulation Boxes Installation General ........................... 63
5.9 Secondary Box Installation.............................................. 63
5.10 Secondary Membrane Installation................................... 63
5.11 Primary Box Installation .................................................. 63
5.12 Primary Membrane Installation........................................ 63
5.13 Membrane Strength and Tightness Testing .................... 63
5.14 Global Test...................................................................... 64
5.15 Side Opening Closure ..................................................... 64
5.16 Scaffolding Dismantling and Final Inspection.................. 64
6 Inspection Plans for NO 96 System.....................................65
TABLE 1 NO 96 System Components Materials ...................66
TABLE 2 NO 96 System Wooden Boxes Fabrication ............68
TABLE 3 NO 96 System Fabrication of Invar Tubes and
Other Invar Special Pieces ........................................71
TABLE 4 NO 96 System Secondary Insulation and
Secondary Barrier Installation....................................75
TABLE 5 NO 96 System Secondary Membrane Tightness
Tests ..........................................................................92
TABLE 6 NO 96 System Primary Insulation and Primary
Installation ..................................................................94
TABLE 7 NO 96 System Primary Membrane Tightness
and Final Tests.........................................................100
FIGURE 1 GTT NO 96 Membrane Containment System............55

FIGURE 2 Typical Corner Assembly for NO 96 System .............56
FIGURE 3 Typical Pillars and Chairs ..........................................57
FIGURE 4 Rotary Welding Machine on Magnetic Base..............58
FIGURE 5 Connection of Invar Strakes.......................................59
FIGURE 6 Resistance Spot Welding Machine ............................60
SECTION 3 CS1 Systems ...................................................................... 103

1 CS1 Systems .....................................................................103
2 Welders and Welding Procedures Qualifications ..............104
Facilities of CS1 System Components ..............................104
Installation of CS1 System.................................................104
5 Inspection Plans for CS1 System ......................................105
TABLE 1 CS1 System Components Materials .....................106

TABLE 2 CS1 System Components Fabrication..................107
TABLE 3 CS1 Cargo Containment System Insulation
Installation ................................................................110
TABLE 4 CS1 Cargo Containment System Membrane
Installation ................................................................114
TABLE 5 CS1 System Primary Membrane Tightness and
Final Tests................................................................117
FIGURE 1 GTT CS1 Membrane Containment System .............103

FIGURE 2 Typical Transverse Corner Arrangement for CS1
System .....................................................................104
Section 1: Mark III Systems

Containment Systems
SECTION 1 Mark III Systems
1 Mark III System

2-1/Figures 1 and 2 are sketches showing the design principle and the typical corner assembly of the
GTT Mark III membrane system.
FIGURE 1
GTT Mark III Membrane Containment System
The primary membrane is a 1.2 mm thick stainless steel corrugated membrane. The membrane is
fitted and welded to stainless steel strips built into insulation panels.
Chapter 2 Membrane LNG Carriers Cargo Containment Systems
Section 1 Mark III Systems 2-1
The insulation panels are made of three layers glued together:

160 mm thick polyurethane foam reinforced with fiberglass mat board
Triplex layer that acts as secondary barrier
80 mm thick polyurethane board
The panels are completed with two 12 mm thick plywood boards: one per each side.
The insulation panels are glued to the inner hull of the vessel with mastic ropes that also function to
support the insulation and the membranes. Additionally the mastic ropes compensate for any inner hull
unevenness.
FIGURE 2
Typical Corner Assembly for Mark III System
2 Welders and Welding Procedures Qualifications
2.1 Types of Welding

Two welding techniques are normally used for welding the membrane sheets.
i) Gas Tungsten Arc Welding (TIG): TIG is the welding technique traditionally used for welding
membrane sheets.
ii) Plasma Welding: There is today the tendency to replace TIG with plasma welding, due to the
increased speed of this technique and the consequent increase of productivity.
2.2 Welding Parameters

Welding parameters for manual and automatic welding are to be set in accordance with the designers
and/or shipyards specifications and are to be confirmed by proper Welding Procedures Specifications
(WPS) and Procedure Qualification Records (PQR).
2.3 Welders, Operators and Machine Qualifications

All production welding is to be performed by trained and qualified welders maintaining updated and
current qualifications. These qualifications are performed both for manual welders (identical for tack
welders) and automatic welders (operators).
Repair welders must be previously qualified as manual welders and then subjected to additional
qualifications as specified in the shipyards procedures associated with the repair of cargo containment
systems (gouging and re-weld using filler metal for each position).
Welder qualification records are to be issued and maintained for each welder.
Qualifications are performed without filler metal and are to simulate lap weld joints in the following
positions.
i) Sheet-to-Sheet (with corrugations). Sheet-to-sheet welding qualifications are to be carried out
in all positions as follows:
Flat position: assembly in horizontal position
Horizontal up direction: with edge facing up, assembly in vertical position
Horizontal down direction: with edge facing down, assembly in vertical position
Vertical uphill direction: assembly in vertical position
Vertical downward direction: assembly in vertical position (if used on board)
Overhead position: assembly in overhead position
Note: For automatic welding, two kinds of assembly are required for each position used by the machine onboard:
the first with three large corrugations and the second with three small corrugations. A simulation of starting
the automatic welding from a manual weld of 25 mm length (crossing of four sheets) must be carried out.
ii) Sheet to Anchor Strips (1.2 2). For sheet to anchor strip, welding qualification is to be carried
out in all positions as indicated above for sheet to sheet:
iii) Crossing of Four Sheets (1.2 2, 1.2 1.2). For crossing of four sheets, welding qualification
is to be carried out in the following three positions
Flat position
Vertical position
Overhead position
iv) Sheet to Stainless Steel Corner (1.2 8). For sheet to stainless steel corner, welding qualification
is to be carried out in all positions as indicated above for sheet to sheet:
If one of the tests does not meet the requirements, the welder may carry out two new tests of the same
type as the rejected one. Should the weld fail to satisfy the visual examination and dye penetrant test
after completing the retest in the previously failed position, the welder is considered to be
unacceptable for that position and is to be retested at a later date as determined by the shipyard in
conjunction with the attending Surveyor.
Where the weld passes the visual examination and dye penetrant test after completing the retest, the
weld is to undergo a macrographic examination and bend test. Upon successful passing of these tests,
the welder is considered as being qualified; unsatisfactory results will require the welder to attend
additional welding school, or supplemental training as specified in the shipyard process.
2-1/Figure 3 is a flowchart summarizing the welder qualification process.

One confirmation test is required two weeks before to start welding onboard. During production, all
welders are to be submitted to random periodical tests, as follows:
First time after one week of welding
Test is renewed every month (for experienced shipyard and experienced welders with continuous
work, the test may be performed every three months).
FIGURE 3
Manual Welders Qualification Process
TEST SPECIMEN
FOR MANUAL WELDING
VISUAL EXAMINATION
DYE PENETRANT TEST
FAIL PASS
TWO NEW TESTS IN MACROGRAPHIC

FAILED POSITION EXAMINATION
BEND TEST
VISUAL EXAMINATION
DYE PENETRANT TEST FAIL PASS
FAIL PASS TWO NEW TESTS IN

FAILED POSITION
REJECTED MACROGRAPHIC
EXAMINATION VISUAL EXAMINATION
BEND TEST DYE PENETRANT TEST
FAIL PASS FAIL PASS
WELDING SCHOOL QUALIFIED

1 WEEK TRAINING MACROGRAPHIC
BEFORE RETEST EXAMINATION
(one time allowed) BEND TEST
FAIL PASS
WELDING SCHOOL QUALIFIED

1 WEEK TRAINING
BEFORE RETEST
(one time allowed)
For automatic welding machines, daily production tests shall be performed. 2-1/Figure 4 is a flowchart
summarizing the automatic welding machine qualification process. For experienced shipyard having
continuous work, and with the confirmation of the attending Surveyor, the welding performed by the
automatic welding machine may continue while these production test results are being developed and
evaluated.
FIGURE 4
Welding Machine Qualification Process
TEST SPECIMEN
FOR AUTOMATIC
WELDING
VISUAL EXAMINATION
FAIL PASS
MACROGRAPHIC
EXAMINATION
FAIL PASS
TWO NEW TESTS IN

FAILED POSITION
FAIL PASS
MACROGRAPHIC
EXAMINATION
FAIL PASS
CONTROL OF WELDING MACHINE
AND WELDING PARAMETERS
ADJUST WELDING PARAMETERS

AS NESCESARY QUALIFIED
Where adjustments to the automatic welding machines are required to accommodate new positions,
federates, or to correct a problem that resulted in the failure of the production test, the attending
Surveyor is to be satisfied that the adjustments are adequate and that the welds are acceptable.
2.4 Nondestructive Tests for Qualifications

The following examinations are to be carried out on all manual and automatic welded specimens:
i) Visual Examination. 100% visual examination of welding is to be carried out to ascertain absence
of cracks, craters, pinholes, arc strikes, lack of fusion, poor weld restart, external concavity,
tungsten inclusion, too small width of weld seam, excessive gap before welding (max. 0.3 mm),
oxidation in back side or uneven surfaces.
Note: Deformations of 4-6 mm are allowed in special areas (liquid dome, gas dome, crossings, corners, etc.).
ii) Dye Penetrant Test. 100% dye penetrant test is to be carried out in accordance ASTM E 165
Standard and other acceptable standards.
2.5 Destructive Tests for Qualifications

The following destructive tests are to be carried out on the welded specimens:
2.5.1 Macros
2 macrographic tests for each position in flat section (ASTM E 3 and E 340)
4 macrographic tests for each position in corrugated section
2-1/Figures 5 and 6 show the macro criteria for manual and automatic welding.
FIGURE 5
Macro Acceptance Criteria for Manual Welding
d criteria
3 < d < 4.2 for t2 = 1.2 mm
t1 = 1.2 mm
3 < d < 4.8 for t2 = 2 mm & 8 mm
d
Weld throat > 0.8 mm
P > 0.6 mm
L > 2 mm
t2 = 1.2 mm, 2 mm, 8 mm or more
FIGURE 6
Macro Acceptance Criteria for Automatic Welding
d criteria
3.5 < d < 6 for t2 = 1.2 mm
t1 = 1.2 mm
4<d<6 for t2 = 2 mm & 8 mm
d
Weld throat > 0.8 mm
P > 0.6 mm
L > 2 mm
t2 = 1.2 mm, 2 mm, 8 mm or more
2.5.2 Bending Tests

2 bending tests for each position in flat section (at 90 and 180) Not required for
automatic welding
2 bending tests for each position in corrugated section (90 and 180) Not required for
automatic welding
2.6 Welding of Membrane Sheets

The membrane sheet welding can be sub-divided into three parts:
Welding of the border sheets on the steel corners
Welding of the sheet overlap joint (sheet to sheet)
Angle pieces and other closing appliances.
2.6.1 Welding of the 1.2 mm Sheet on 8 mm Steel Corner

This weld is in general carried out manually, even though use of automatic welding may be
acceptable
In the case of manual welding, it is necessary to first carry out close tack welding. Then,
continuous welding can be performed.
Excellent fusion is required for this weld since the stresses from the membrane edges are
transmitted to the steel corners at this connection.
Upon completion of the weld on each side of the corner panel, the installation of the required
angle pieces may begin.
2.6.2 Overlap Welding of 1.2 mm Sheets

This weld can be carried out either manually or automatically by means of a welding machine.
In the case of manual welding, it is necessary to first carry out closer tack welding, when
compared to automatic welding. After confirmation of the fit up the, continuous welding can
be performed.
2.6.3 Angle Pieces and Other Closing Overlap Pieces

Most of the angle pieces and other closing overlap pieces are of fixed dimensions. They can
be installed onboard without any adjustment under normal conditions. However, the minimum
overlap of approximately 10mm is to be verified before welding.
Typically only angle pieces on transverse bulkheads adjacent to the cargo containment system
chamfers must be adjusted according to actual dimension.
The closing pieces are angle pieces of various construction including 90, 135 and similar,
dog leg, end cap, salient angle piece.
2.7 Tack Welding Sequences

Before continuous welding occurs, the sheets are held in position by tack welding with the sequence
agreed to by the shipyard and the attending Surveyor. 2-1/Figure 7 shows a typical sequence for those
sheets having a small and large corrugation
The pitches of the tack welds are as follows:
Tack welding in flat parts with manual process: 10~15 mm
Tack welding in flat parts with automatic process: 50~70 mm
FIGURE 7
Membrane Sheet Tack Welding
MEMBRANE SHEET TACK WELDING
Small corrugation
1 2 5 6
3 4 8 7
No gap at the
corrugation foot
Tack weld
1 2 7 8
Large corrugation
6 5 12 11
3 4 9 10
2.8 Intermittent Welding

The connection of 1.2 mm corrugated sheets to 2 mm sheets of anchor strips is commonly made using
intermittent welding. In general, the length of welding should be approximately 20 mm with a pitch of
approximately 20 mm. See 2-1/Figure 8.
FIGURE 8
Intermittent Welding Principle: 1.2 mm Sheet on 2 mm Anchoring Strip
INTERMITTENT WELDING PRINCIPLE 1.2 mm SHEET

ON 2 mm ANCHORING STRIP
340
m
2m
h . 1.
et t
She 10 uou
s
co ntin 20
10 is
6 d ld 2 0
we
Rivet
Anchoring 480
strip th. 2 mm
these intermittent welds are made

directly without previous tack
welding.
10 uous
in
i sc ont 20
10 8 d ld 2 0
we
Welding on fixation rivets is not allowed. These rivets are made of aluminum. Aluminum dilution of
the weld may lead to fracture. To avoid welding on fixation rivets, the membrane marking line should
be positioned on the center of the anchor strip with an offset tolerance of 6 mm.
Tack welding must be made before intermittent weld.
2.9 Repairs
All repairs are to be executed by qualified welders according to approved procedures.
The defective portion of the weld is to be removed without substantial removal of the base metal and
is to be done in such a manner that the remaining weld metal or base metal is not nicked or undercut.
The repair area should have acceptable contours and is to be inspected visually and by dye penetrant
prior to re-welding to ensure the defect has been completely removed.
Every possible care is to be taken with repairs to minimize welding stresses. Local repairs are
normally inspected at 100% by the method prescribed for the original weld.
If planar defects (cracks) are to be repaired, every effort is to be made to prevent propagation of the
defect during its removal.
2-1/Table 1 indicates the repair methods to be applied for the most common welding defects.
TABLE 1
Welding Defects and Repair Methods
Welding Defect Repair Method
Overlap or excessive convexity Remove excessive weld metal
Excessive concavity of weld or craters, undersized Prepares surfaces and remelting the weld with or
welds or undercutting without filler metal
Incomplete fusion, planar defects, tungsten inclusion Grind unacceptable portion and reweld with filler metal
2.10 Acceptability Criteria

All welds are evaluated according to the acceptance limits stated in 2-1/Table 2.
TABLE 2
Acceptability Criteria of Welding Defects
Defect Acceptance Limits
Cracks Not acceptable
Lack of fusion Not acceptable
Lack of penetration Not acceptable
Burn through Not acceptable
Poor weld restart Not acceptable
External concavity Not acceptable
Arc strike Not acceptable
Tungsten inclusion Not acceptable
Width of Weld Seam , W
a) Steel welded 1.2 mm on 1.2 mm Automatic: 4 W 6 mm and Manual 3 W 4.2
b) Steel welded 1.2 mm on 2 mm Automatic: 4 W 6 mm and Manual 3 W 4.8
c) Steel welded 1.2 mm on 8 mm Automatic: 4 W 6 mm and Manual 3 W 4.8
Gap before welding Maximum 0.3 mm
Maximum length 10 mm on flat part and 20 mm on corrugation part
Oxidation in back side
Maximum width 3 mm (see note)
Mechanical damages (i.e., scratches or dents) on
To be repaired in accordance with GTT specifications
membrane sheet surface
Note: Two isolated defects are considered as one if the distance between the defects is less than one times the length of the
longer defect
3 Panel Bonding to Inner Hull
3.1 General Principle

The epoxy mastic has two key functions:
Structural function in the behavior of the containment system as it secures the panels on the inner
hull after polymerization.
Smoothing function, due to its elastic behavior before polymerization, which allows compensating
for the local deflection of the inner hull.
The epoxy mastic is made of two components, resin and hardener, mixed together in a predetermined
ratio, at the time of use. After mixing, (mixing machine) the epoxy mastic has a finite period before
curing. Therefore, the correct orientation and timely installation of the panel is extremely important.
This curing time is mainly a function of the ambient conditions and the ratio of the resin and hardener.
3.2 Mastic Procedure Qualification Test

A mastic procedure qualification test is to be carried out before starting the insulation work. This
procedure together with the manufacturers documentation will define the following parameters:
The color, density, mixing ratio, pot life, open time and curing time.
The size of the epoxy mastic beads and patches, detailing nozzle shape and height, motion speed,
flow rate, temperature at which the epoxy is to be applied.
When the temperature is above 27C, horizontal beads of certain types of mastics (such as C4 and C5)
on 135 corner panels have a tendency to sag, and as a result, the required 25 mm of crushing may not
occur. When the ambient temperature exceeds 27C , an additional test verifying adherence of the
horizontal beads of C4 and C5 mastic types, on a 135 corner panel might be required, in particular
for reinforced areas of large LNG carriers prior to the installation of any panels. The behavior of the
mastic is to be checked for sagging for 3 minutes (average time of manipulation) and a crushing test.
3.3 Checking Operations at Application Time
3.3.1 Every Day Prior to Starting Production

The dosing condition of the epoxy mastic is to be checked independently to confirm that the
resin and hardener are of the correct ratio.
3.3.2 Every Day Prior to Starting Production and at Each Exchange of Component Drum
The mixing process is to be checked visually for homogeneous color of a crushed bead. No
veining (tiger stripes) is to be detected.
Dosing and mixing is to be checked:
By keeping one bead (1 meter long) at ambient temperature for 24 hours and by confirming
proper curing rates for the given thickness.
By keeping a mastic sample in a standard oven at 110C for 10 minutes and checking the
normal hardness (hardness value is to be confirmed by the manufacturer). Oven test
positive result is not a guarantee of good mixing; however a negative result is a certainty
of bad mixing. The oven test is carried out 24 hours in advance of panel installation whilst
ambient temperature cure sample is verified.
3.3.3 At Depositing Stage

The proper functioning of the mixing machine is to be checked at regular intervals. Randomly
and at least once every hour, the characteristics of the resin beads or patches are to be checked
from samples taken directly from the machine.
Production controls to be monitored include:
The mixing ratio between resin and hardener. This is to be accomplished by observing the
consistency of the color, a homogeneous variation of the color is the result of an incorrect
dosing.
The shape and size of resin beads and patches by measuring templates.
For each type of panel a confirmation of the correct positioning of bead and patches.
3.3.4 During Panel Installation

Prior to affixing the panels to the structure, a detailed drawing showing the type of epoxy
bead/patches for each panel on a bulkhead is to be issued. This drawing is to be distributed to
the workers in charge of the mastic application and in charge of panel installation, in accordance
with shipyard procedures.
It is recommended that the type of beads/patches should be marked on the bottom of the
panels and also on the inner hull to enable the installation worker to cross-check the adequacy
of the beads/patches.
Any wrong beads/patches should be removed and new beads/patches applied.
After installation of a panel, a visual confirmation that the mastic beads/patches are well crushed
is to be carried out. A small mirror can be used as necessary.
Any panel out of tolerance is to be removed and re-installed properly.
Throughout the containment system fabrication, there exists the potential for panels to be
incorrectly installed, resulting in the anchoring strips being misaligned relative to those of the
adjacent panels. Should this occur, there are three processes or courses of action to be
considered, depending on the time lapsed before the error is detected.
The error is quickly noticed and the panel is removed and reinstalled in the correct position,
with a reexamination of the mastic bead confirming adequate crushing/adhesion.
Sufficient time has lapsed enabling the mastic to cure in such a manner to be considered a
double type of mastic bead. This would result in the panel having to be removed and
either recycled via a shipyard procedure, typically involving the cleaning of the mastic
from the panel, or the panel being required to be discarded as a result of damage caused
during the removal process.
The mastic is cured; however, it is a single type of mastic bead. Noting the potential for
an in-place repair to be conducted in accordance with the shipyard repair procedures, the
panel may remain in place with the anchoring strips being repositioned. The mastic bead
is required to be thoroughly examined.
The distribution of beads also should be checked as a patrol item to confirm the pitch of the
beads. Usually low load areas have a pitch of about 145 mm (taken on center of beads) and
high load areas (including corner panels) have a pitch of about 100 mm.
4 Triplex Bonding
4.1 S-Triplex Strip Bonding on Flat Panels

This phase is one of the most delicate of the whole construction. The tightness of the secondary
barrier depends on the quality of bonding.
Generally, the epoxy glue is applied manually on the flat panel. The quantity of glue should be 520 gr/m2,
with the quantity being confirmed by shipyard conducted test. The quantity of the two components
utilized in the glue is to be accurately taken by using a dosing mixing machine. That may also be done
by weighing and then mixing in a bowl.
The application can be done by a depositing machine or manually, either on the triplex or on the panel,
as mentioned above.
Once the S-triplex strip is adhered to the panel with epoxy glue, a hand roller is used to remove the air
and complete the even distribution of the glue. A vinyl film is applied over the entire surface to
prevent moisture build up.
When epoxy glue is used, to ensure the bonding of the triplex to the panel a pressure device (in
general an airbag) is to be used. This device consists of airbag pressure gauges and suitable foam-
backed backing boards. The pressure is to be consistent and maintained at 250 mbar.
The amount of time required for pressure to be applied is a function of the ambient conditions
(temperature and humidity) and the glue manufacturers instructions when confirmed by testing.
After dismantling of the pressure device, the vinyl film is to be removed and the excess squeezing of
glue carefully removed. Removal has to be carefully done to avoid any damage to the lower triplex
layer (rigid triplex or S triplex at the crossing point).
In general, the adhesion of the S-triplex is considered to be satisfactory if there are no air bubbles
larger than 5mm in diameter observed between the S-triplex and the panel.
In general, bonding three or more layers of triplex is not permitted.
4.2 Bonding Procedure Qualification Test for S-Triplex

A bonding procedure qualification test is to be carried out to confirm the required amount of glue and
the associated properties including the pressure to be applied. Prior to this test the following parameters
are to be defined/obtained:
Specifications of the glue provided by the manufacturer: including color, density, mixing ratio,
pot life, open time, curing time, and special instructions/criteria.
Specifications of the glue dispenser.
Manual procedures for preparation of glue.
Bonding procedures for flat area S-triplex, 900 S triplex, 1350 S-triplex.
4.3 Checking of Epoxy Glue Depositing Process

Prior to starting the daily production, the glue-depositing machine, if used, is to be tested/inspected to
confirm the following:
4.3.1
The correct amount of resin and hardener by weight or volume is to be verified by independent
means.
4.3.2
The mixing process is to be checked visually by confirming homogeneous color of glue. Tiger
stripes or veining in the deposited glue if detected is an indication of a fault in the mixing
process. The dosing and mixing is to be checked by keeping a sample in an oven at a
temperature and time prescribed by the glue manufacturer and checking the hardness value
according to glue manufacturer specification. The mixing process is also to be checked after
each exchange of the component drum.
4.3.3
The proper functioning of the glue depositing machine is to be checked at regular intervals
including during start up. The characteristics of the glue are checked from samples taken
directly from the machine every hour. The samples are to be tested to confirm the characteristics
of the glue including:
The mixing ratio between resin and hardener by observing the constancy of the color.
Variation of color is the result of a wrong dosing.
Mixing process is to be verified and checked by keeping samples. These samples are to be
provided with a unique identification number (with reference to time and temperature)
which will correspond to those numbers noted on each concerned S-triplex strip.
The shape and unitary quantity of depositing glue is checked by weighing and/or by
measuring template.
Ambient temperature and humidity is to be recorded.
4.3.4 At Depositing Stage Using Manual Gluing Process

Each mixed product quantity will constitute a lot with an identifying number (with reference
to time and temperature).
To control the dosing, the weight of resin and hardener are to be noted for each lot.
The mixing is to be checked once again by observing a homogeneous color product.
A sample will be taken for each lot with the identifying number and the curing will be checked
24 hours later. The identifying number will be noted on each S triplex strip.
4.4 Special Recommendations for Bonding

Bonding of S-triplex is a very delicate operation. In order to minimize incorrect bonding due to
external pollution of the S-triplex or the rigid triplex, some additional precautions should be applied
by the shipyard.
Use of tissue gloves during the bonding operation is highly recommended.
Hand cream, coffee, soft drink and smoking (and in general, products which could have a chemical
impact on the bonding conditions) should not be allowed in the tank during bonding operations.
Acetone is recommended to clean contaminated areas of triplex.
When repair of bonding areas occurred, a sanding at 50 to 80% of the thickness of glue (generally
0.7 mm) of the previous glue on the rigid triplex should be performed.
A means to avoid contamination from installer perspiration on the bonding areas should be provided
by the shipyard (towel, hair band, etc.).
It is important to spread the glue evenly on each panel, to ensure an equal amount is applied to each
panel.
Uniform pressure is to be applied for the required duration and is to be, established as a function of
the actual temperature in the cargo tank. This pressure is essential for obtaining a good gluing bonding.
In particular, before starting a project, the attending Surveyor is to investigate the methodology used
to keep the pressure constant in the air bags for the triplex bonding in case of shifting (compressor
generally on shore).
4.5 Qualification of Bonders

A procedure to train and qualify the shipyard workers in the application of the glue on triplex and to
bond the S-triplex to the panels is to be prepared and implemented by the shipyard.
The procedure should include re-qualification tests for workers who have not been bonding for a
prescribed certain period of time as determined by the shipyard and the attending Surveyor. The
qualified workers should have proper means to be identified, such as I.D. cards, tags or stickers, where
the due-date for re-qualification should be indicated. Bonders qualification should be checked at random
during patrolling activity.
In the case that automatic machines are used to apply the glue and to bond the S-triplex, these machines
are also subject to qualification tests.
5 Welding
5.1 Stud Welds

In general, the welding of studs to the structure originates at the upper level of the tanks and extends
downward. Noting the overall importance of the studs in a cargo containment system the shipyard is
encouraged to closely examine the welds in way of the studs.
5.2 Membrane Welding

Installation and welding of the membrane and other welded parts are to be carried out in accordance
with the approved welding procedure, particular attention is to be applied to the following:
All welding starts or stops are to be in membrane straight parts, never in angles or corners.
The fit up of the accessories is to be checked. Gaps in the corrugation should not exceed 0.3 mm.
The weld sequence of the 135 corner pieces is to be checked. It is noted that shipyards may tend
to weld only the straight sections first, with the corners to be welded at a later time.

Facilities of Mark III System Components
6.1 Types of Surveys to be Carried Out

Surveys of cargo containment system components consist of audits at the manufacturers plant,
scheduled inspections at critical hold points of manufacturing (as agreed between the manufacturer
and the Bureau and annotated in the applicable Inspection Plans) and periodical scheduled and
unscheduled surveys to randomly check the manufacturing process, and the actual implementation of
the manufacturers QC system in the field.
Material and components of the Mark III system are to be inspected in accordance with the criteria set
in the applicable designers/shipyards specifications.
The ABS inspection/certification requirements may be different depending on the complexity and
criticality of the various components.
6.2 Plywood
Plywood, used for the construction of the insulating panels, should be inspected during fabrication by
an ABS Surveyor. However, attendance during construction may be reduced if the product is ABS
Type Approved.
6.3 Reinforced Polyurethane Foam

It may be accepted based on manufacturers documentation.
6.4 Load Bearing Mastic

Mastic may be accepted based on manufacturers documentation. Where mastics are utilized in an
adhesive function, it is to be type approved by the Bureau.
6.5 Stainless Steel for Membrane

It is to be certified by the Bureau.
6.6 Stainless Steel for Special Pieces, as Anchoring Strips and Corner Angles
It is to be certified by the Bureau.
6.7 Adhesive Products

Adhesive products are to be type approved by the Bureau and then may be accepted based on
manufacturers documentation.
6.8 Triplex
Rigid triplex and flexible triplex should be inspected during fabrication by an ABS Surveyor. However,
attendance during construction may be reduced if the product is covered by ABS Type Approval.
6.9 Other Products (Glass Wool, Aluminum Rivets, Studs, etc.)

They may be accepted based on manufacturers documentation.
6.10 Fabricated Insulation Panel

The product should be inspected during fabrication by an ABS Surveyor. However, attendance during
fabrication is not required if the product is ABS Type Approved. In this latter case, the factory and
workmanship is monitored by periodical scheduled and unscheduled inspections.
Often panels are fabricated of foam with 6 or 7 layers of fiberglass embedded to keep them resistant
to traction. Sometimes, the fiberglass is not well spread out and it is possible to clearly see these
different layers. In general, if the total number of layers without visible fiberglass is less than 25% of
the total foam thickness, the panel can be accepted. If not, the panel is to be rejected.
6.11 Fabrication of Membrane

construction is not required if the product is ABS Type Approved. In this latter case, the factory and
6.12 Fabrication of Angle Pieces

6.13 Fabrication of Corner Pieces

The product should be inspected during fabrication by an ABS Surveyor However, attendance during
7 Summary of Surveys to be Carried Out During Installation

of Mark III System
7.1 Types of Surveys to be Carried Out

Surveys of cargo containment system installation consist of scheduled inspections at critical hold
points of the construction (as agreed between shipyard and the Bureau and annotated in the applicable
Inspection Plans) and the result of a patrolling activity of the various steps of components fabrication,
hull measuring and conditioning, accuracy of component installation, compliance with approved
drawings and applicable specifications, etc.
For the installation of a membrane ship cargo containment system, an important part of the survey is
the random observation during patrolling of all the activities carried out by the shipyard especially
those relative to the insulation and the membranes. Attendance only to official inspections in
compliance with the Hold Points agreed in the Inspection Plan may not be sufficient to assure the
proper installation of the containment system.
When the shipyard production continues over two or three shifts and during weekends, patrolling
during weekends and nighttime might be carried out by the ABS Surveyors at their discretion and
depending on the necessity.
The actual scope of the surveys will mainly depend on the experience of the shipyard and the
effectiveness of its Quality Assurance system.
7.2 Hold Measurement

Since the hold measurement is not specifically addressed in the Rules, the attendance by an ABS
Surveyor is not required. However, shipyard procedures and operations should be observed by the
Surveyor during patrolling activity.
7.3 Marking-out
Since the marking out of tanks is not specifically addressed in the Rules, the attendance by an ABS
Surveyor is not required. However, shipyard procedures and operations may be observed by the
Surveyor during patrolling activity.
7.4 Cleaning
Cleanliness and house keeping are to be observed during patrolling, as cleanliness is one of the most
important factors for a trouble-free installation of the insulation and membrane.
7.5 Stud Bolt Welding

Stud bolt production tests are to be observed at random as part of patrolling activity.
Welding of stud bolts to inner hull is to be spot checked by the Surveyor.
7.6 Mastic and Epoxy Glue Application

Mastic Procedure Qualification Test (MPQT) and Bonding Procedure Qualification Test (BPQT) are
to be witnessed by the Surveyor. Usually shipyards apply for a confirmation test, witnessed by the
Surveyor, of machines whenever they first install mastic or glue application on each tank.
Epoxy mastic application on panels is to be randomly surveyed as part of patrolling activity.
7.7 Panel Installation

Flat and corner panel installation is to be randomly surveyed as part of patrolling activity.
7.8 Leveling Wedge Installation

Leveling and installation of level wedges on flat areas and at corner areas are to be spot checked using
appropriate templates, while observing shipyard procedures and operations during installation. All flat
and corner panels are to be visually inspected for proper installation and planarity.
7.9 Secondary Barrier Bonding and Top Bridge Pad Installation

Bonding of flexible triplex to rigid triplex and installation of top bridge pads is the most critical phase
of the installation of the Mark III system. Defects of bonding may be very difficult to discover during
final inspection. Therefore, the monitoring activity during the bonding of the secondary barrier should
be particularly accurate. The Surveyor should be satisfied that the shipyard Quality Control is fully
effective, that the qualification tests are carried out, the procedures are followed and the cleanliness is
outstanding. In particular, the following aspects should be addressed:
Triplex surfaces (both rigid and flexible triplex) are to be examined for absence of defects.
Absence of any contaminant is to be checked on the surfaces that are to be bonded.
Workers should wear gloves when handling triplex.
Triplex should never be exposed to dust and should not be placed on dirty surfaces. Each roll
should be kept stored in its sealed plastic bag until it is used.
The compatibility of the triplex and the epoxy used is to be checked.
The cleaning agents used to clean the triplex before gluing should be approved by the epoxy
manufacturers.
Soft triplex is to be laid down in full compliance with the tolerances indicated in the specification,
with particular regard to the overlaps of different layers. In general, overlaps of more than two
layers of triplex are not permitted.
- Installation air bags are to be of proper design to assure uniform pressure in all positions and
are to be kept in position for the complete time indicated in the GTT specification.
- Vacuum test are to be witnessed as far as possible and deemed necessary.
- For bridge pads, the same considerations made above for triplex apply.
7.10 Completion of Insulation Installation

All the completed insulation is to be inspected by the Surveyor before the installation of the membrane
for flatness and total absence of visible defects.
7.11 Membrane Installation

For membrane welding pre-production and production tests, no official inspection is required. However,
shipyard procedures and operations are to be observed during patrolling activity.
Tack welding, intermittent welding and automatic welding are to be observed during installation.
Permanent welds are subject to examination at the discretion of the attending Surveyor.
The attending Surveyor is to be satisfied with the adequacy of repairs. 2-1/Figure 9 shows an acceptable
repair patch over the membrane.
FIGURE 9
Repair Patch Over Membrane
7.12 Tightness Test of Membrane (NH3 Test)

A Surveyors attendance is not required for the tank preparation and reactive paint application in
advance of the NH3 test. However, the shipyard procedures and operation are to be observed during
patrolling activities.
The surveyor is to witness the NH3 tightness test.
Local vacuum test is to be carried out after repairing leak points, closing of reference points and
injection points are to be witness by the attending Surveyor.
7.13 Global and Tightness Test

Primary barrier global test is to be witnessed by the Surveyor.
Secondary barrier tightness test is to be witnessed by the Surveyor.
7.14 Side Opening Closure

Closure of temporary side openings in tanks used during construction should be considered in the
same way as the installation of the insulation and the membrane in other parts of the tank.
Accordingly, the same types of inspections that have been described above for the other parts of the
tanks are to be carried out in way of the side openings at time of their closure.
7.15 Scaffolding Dismantling and Final Inspection

A close-up inspection of the membrane is to be performed immediately prior to the dismantling of the
scaffolding. The membrane is to be examined tier-by-tier to verify that no damages have been induced
by the scaffolding removal (e.g., hits or falling objects).
7.16 Liquid and Vapor Dome

Welding of liquid and vapor dome coamings and covers is to be inspected by the Surveyor.
8 Inspection Plans for Mark III System

The following tables represent typical inspection plans relative to all phases of installation of the
Mark III cargo containment system. These tables are given as an example and to serve as a guide to
the Surveyor and shipyard action during the construction of a Mark III membrane ship. Each shipyard
will most likely use Inspection Plans developed in accordance with their format and procedures which
are to be agreed to on a case-by-case basis with the attending Surveyor. Also, the standard acceptance
criteria indicated in the tables may be subject to modification upon agreement between the Bureau,
shipyard and designer.
In the last column of each table, there is indication of the action required to be carried out by ABS.
The following symbols are used:
NA No action
TA Covered by Type Approval, if any
MA Manufacturers affidavit and/or designers documentation
P Production and QA/QC activity to be checked during patrolling
R To be surveyed/examined on random basis
H Hold point
28
TABLE 3
Mark III System Components Materials Section
Chapter
Item Inspection Detail Acceptance Criteria ABS

2
1
Physical Properties
Reinforced PUF Mechanical Designers/manufacturers

TA/R/MA
Foam Characteristics specifications
Thermal Properties
Mark III Systems
GLASS CLOTH
Physical Properties ALUMINUM FOIL
Designers/manufacturers
Triplex TA/R/MA
specifications
Mechanical BONDING COMPOUND
Characteristics BONDING COMPOUND

GLASS CLOTH
Physical Properties
Chemical Designers/manufacturers
Stainless Steel H*
Characteristics specifications
Membrane LNG Carriers Cargo Containment Systems
Mechanical
Characteristics
* To be ABS certified
2-1
ABS GUIDANCE NOTES ON SURVEYS DURING CONSTRUCTION OF MEMBRANE TANK LNG CARRIERS . 2008
TABLE 3 (continued)
Mark III System Components Materials
Section
Chapter

2
1
Physical Properties
Adhesives Products MA
specifications
Mechanical
Characteristics
Mark III Systems
Physical Properties
Plywood TA/MA
specifications
Mechanical
Characteristics
Physical Properties
Load Bearing Designers/manufacturers

MA
Mastic specifications
Mechanical
Characteristics
2-1
29
30
TABLE 4
Mark III System Components Prefabricated Components Section
Chapter

2
1
Appearance No visible defects

Quality of machining No visible defects
Holes Between hole center: 1 mm
Accessories No visible defects
Length: 3 mm
Dimensions
Flat panels Width: 2 mm TA/R/MA
Sandwich panel thickness: 1.0 mm
Mark III Systems
Thickness
Pad-on-panel thickness: 0.5 mm
Flatness 2.0 mm by meter of length
The difference between two diagonals is

Squareness
not to exceed 1.0 mm by meter of length

Accessories Between stud on steel corner: 1.5 mm
Corner panels Length: 3 mm TA/R/MA

Dimensions
Width of single leg: 1 mm
Thickness 1 mm
Difference between two diagonals not to

Squareness
exceed 1.0 mm by meter of length
2-1
TABLE 4 (continued)
Mark III System Components Prefabricated Components
Section
Chapter

2
1
Appearance No visible defect
Surface aspect No visible defect

Distance between centerline of edge
Dimensions
Membrane corrugation and closest parallel: 2.0 mm TA/R/MA
corrugated sheet
Quality of folding Deflection along the fold: < 1.0 mm
Corrugation pitch 0.5 mm

Mark III Systems
Corrugation profile As per detailed drawing
Membrane angle Surface aspect No visible defect

pieces, dog legs, TA/R/MA
seal caps Quality of folding Deflection along the fold: < 1.0 mm
Corrugation profile As per detailed drawing

Squareness
Dimension As per detailed drawing

Two ways and Bending radius Specified radius: 1.0 mm
Three ways heavy TA/R/MA
corners Welding of studs 0.5 mm from center of studs
1.0 mm from center of steel corner to
Stiffeners
center of stiffeners
Third wings, where
As per detailed drawing
applicable
2-1
31
32
TABLE 5
Mark III Cargo Containment System Insulation Installation Section
Chapter

2
1
HBA ABE
Center
punch
B marks L B D: 80 mm MA
A
H HDA ADE
JBH
E EBF
nal Diago
EF
Diago DE HDA nal Edge
-A -EDF
E
JDH
CD
D
JDH
Dia E-
-A nal
l
D
BF
go HD
DK o
-E
na A
C iag
G
FD
F
EDF Bulkhead: +80 mm, 40 mm
al
l
Dia
gon DF
na
a DJ-E
Mark III Systems
DA
Dia
l FD
go
E-J al K
ia
DH gon
D
Dia
JDH-CD
gon
al
Diagon
DJ-H
Diagon K
CDG-ED
al A
al K
J F
gon
DE-F
Edge DF
Dia
DG
Dia
go
n
Edge BF
al
Hold measurement Main dimensions D
ED
F-
KDJ
FB
Diagonal
CDK-FDG FDG
G
KDJ-CDG
Z2 Diagonal Z3
Ed
ge
FG
CDK CDG G Ceiling length: 40 mm NA
K
KBJ C
Z1 Z4 FBG
CBK CBG
Reference surface
Tank dimensions to be measured Ceiling width: +80 mm, 40 mm

During edge measuring, the
mid-length is marked out
Gap 4 mm maximum Straightedge 3 m

Offset of inner hull

Inner hull flatness Max offset: 4 mm/3 m P
stiffeners
2-1
TABLE 5 (continued)
Mark III Cargo Containment System Insulation Installation
Section
Chapter

2
1
Gap 4 mm maximum
Straightedge 1 m
Deformation of
Inner hull flatness Between stiffeners,
plating between P
(contd) max offset: 4 mm/1 m
stiffeners
Mark III Systems
Welding visual
100% H
inspections
NDT 100% MA
Inner hull
inspections Air test of welding 0.2 bar H
Cleanliness and
environmental No dust, rust, grease, oil P
conditions
Panel and stud position: 1 mm

Marking-out Reference lines NA

Intermediate points: 5 mm
2-1
33
34
TABLE 5 (continued)
Chapter

2
1
Positioning and
straightness
Retainer tolerance 3 mm
Geometry Straightness: 3 mm
cm
Weld seam 40
Retainer bars R
Welding Visual examination

Mark III Systems
Inner Hull
Reference laser plane
Calculation of
dz1
dz5
GTT program NA
dz4
dz2
dz3
reference surface
Inner Hull
Reference surface
determination
Installation of
Thickness check P/R
reference wedges
2-1
TABLE 5 (continued)
Section
Chapter

2
1
m
2 m
2 mm
m
1 m
E
1 mm
D
C
B Panel corner studs: 1 mm
Location tolerance A P
Panel intermediate studs: 2 mm
Stud bolt m
1 m
Mark III Systems
installation
1 mm
2 max
Perpendicularity Inclination: 2 P
Sample tests of Visual examination

4 studs at each Tensile test: 800 kg P
Stud-bolts welding shift Bending test: 90
Soundness: 100% with mallet
Visual examination P/R
Undercut: 0.5 mm
Flat panels
(10 studs per day
at random)
Studs tensile test 800 kg no failure P
Corner panels (first
100 studs, then
10% random)
2-1
35
36
TABLE 5 (continued)
Chapter

2
1
No tiger stripes,
Visual inspection
homogeneous color
1 m of resin bead kept at

Mastic pre-
room temperature for H
qualification test
24 hours
Mark III Systems
Curing test
Oven test
As per sketch
Note: Some tanks have
additional high load
Definition of high areas in upper areas R
loaded areas due to sloshing
H2
H1
impact loads when
in partial filling
conditions.
Normal loaded area High loaded area
Normal loaded area High loaded area

Cargo tank N 2, 3, 4 Cargo tank N 1
2-1
TABLE 5 (continued)
Section
Chapter

2
1
30 80 28100.4 Epoxy ropes width = 25 mm
Positioning of
epoxy mastic beads 100 mm Pitch 105 mm
high loaded area
100
100
55
Mark III Systems
55
30
P
30 80 20140.5 Epoxy ropes width = 25 mm
Positioning of
epoxy mastic beads 140 mm Pitch 145 mm
normal loaded area
100
100
Mastic application
55
55
30
341.5
45 10
0
5
6 45
45
Se 31.
co 5
Positioning of nd
ar
yb
ar
epoxy patches high rie
r
105 mm Mesh 110 mm
1413
511.5
loaded area
45
534.1
45
5
1004
Secondary barrier
10
45
45 P
2 1002
0
10
Mesh of epoxy
mastic patches 125 mm Mesh 130 mm
normal loaded area
10
0
4
2-1
37
38
TABLE 5 (continued)
Chapter

2
1
Width: 25 mm
Resin bead size
(average after crushing)
Mark III Systems
Mastic application
P/R
(contd)
Resin bead patch Diameter: 60 mm
Visual examination
Appearance
after crushing
Corner panel
Positioning 30 mm 3 mm P/R
erection
2-1
TABLE 5 (continued)
Section
Chapter

2
1
Flatness 1 mm
Mark III Systems
Gap See above positioning picture 3 mm

P/R
Corner panel Out of plane

erection (contd) between corner 1.5 mm/0.5 m
panels
Out of plane
between corner and 6 mm/1 m P/R
flat panels
2-1
39
40
TABLE 5 (continued)
Chapter

2
1
Contact with Flat panel erection

Corner panel wedges appearance
P
erection (contd)
Mark III Systems
Mastic curing Appearance
30 3 mm between
Flat panel erection Gap P/R
adjacent panels
2-1
TABLE 5 (continued)
Section
Chapter

2
1
Step on secondary 1.5 mm secondary barrier P/R

level level
Mark III Systems
Step on primary 2 mm primary barrier

level level
Flat panel erection
(contd)
P/R
Out of plane
1.5 mm/0.5 m
between flat panels
2-1
41
42
TABLE 5 (continued)
Chapter

2
1
Panel identification
NA
and traceability
Mark III Systems
Time of mastic In accordance with

installation after shipyard practice, in
lay down general not over 45 min
Flat panel erection
(contd)
Contact with P
Appearance
wedges

2-1
TABLE 5 (continued)
Section
Chapter

2
1
Foam plug
Detail A
Detail A
Cylindrical foam
Protrusion +0 mm, 2 mm P
+0,2
plug
M10 stud bolt

Mark III Systems
+0 mm, 5 mm,
Filling R
Gap 3 mm
Gaps between
panels Joint filler and flat
1.5 mm R
joint flatness
Final inspection of
100% visual H
panel installation
2-1
43
44
TABLE 5 (continued)
Chapter

2
1
Visual inspection No tiger stripes

Epoxy glue
for triplex
H
pre-qualification
test According to glue
Curing test manufacturers
specification
Mark III Systems
Cleanliness No dust, grease, stains, etc.
Within limits agree with

Temperature
Environmental shipyard
condition before R
and during gluing Within limits agree with
Humidity
shipyard
Absence of
possible
contaminants
Color homogeneity, no
Visual inspection
tiger stripes
Daily test of epoxy Check of curing in

P
glue the oven
According with
manufacturers
specification
Hardness
2-1
TABLE 5 (continued)
Section
Chapter

2
1
Visual inspection
tiger stripes
Tests at exchange Check of curing in

P
of epoxy drum the oven According with
manufacturers
specification
Hardness
Mark III Systems
Extremities from 0 to
Panel position
15 mm
Erection tolerance P/R
Overlapping
between Flexible Overlap: 75 5 mm
triplex edges
Installation of air
Appearance
bag
Pressure 0.2 bar

Bonding P/R
As per graphs depending on

Time
ambient temperature
Squeeze out check Appearance
2-1
45
46
TABLE 5 (continued)
Chapter

2
1
Local vacuum tests All overlap areas 200 mbar for 45 seconds, H
after bonding and suspect areas no bubbles
Mark III Systems
After peeling glue remains

Peeling test Suspect areas H
on rigid triplex
Pre-qualification
tests Visual
tiger stripes
inspection
According with
Pre-qualification
manufacturers
tests Curing test
specification
Daily before
Epoxy glue for Color homogeneity, no
production test
bonding hardwood tiger stripes P

Visual inspection
keys
Daily before
production test
Check of curing in According with
the oven manufacturers
Daily before specification
production test
Hardness
2-1
TABLE 5 (continued)
Section
Chapter

2
1
Epoxy drum
exchange test
tiger stripes
Visual inspection
Daily before
Epoxy glue for
production Check
bonding hardwood P
of curing in the According with
keys (contd)
oven manufacturers
production
Mark III Systems
Hardness
Position 2 mm tolerance
Fixation bar
Flatness 0.5 mm tolerance
Hardwood key
P/R
erection
Installation of Le
vel
Secondary barrier
ing
0
Appearance
retainer bars .5
mm
Squeezing out
of epoxy glue
Bonding time
ambient temperature
Pre-qualification
tests Visual
Epoxy glue for tiger stripes
inspection
bonding top bridge P
pads According with
Pre-qualification
manufacturers
tests Curing test
specification
2-1
47
48
TABLE 5 (continued)
Chapter

2
1
Daily before
production test
tiger stripes
Visual inspection
Daily before
production test
Check of curing in According with
the oven manufacturers
production test
Mark III Systems
Epoxy glue for Hardness

pads (contd) Epoxy drum
exchange test
tiger stripes
Visual inspection
Daily before
production Check
of curing in the According with
oven manufacturers
production
Hardness
m
4m
Erection of top Different level of
bridge pads top surface of flat 4 mm 4 mm Flatness of the insulation

P/R
between panels and top surface: 0.5 mm
flat panels bridge pads
m
4m
2-1
TABLE 5 (continued)
Section
Chapter

2
1
Gap 4 mm
Alignment of top
bridge pads at tank Thermal protection should be higher than SUS corner From 0 to 0.7 mm
edges
Mark III Systems
Gluing Appearance
Erection of top
bridge pads
between P/R
flat panels
(contd)
Installation of
Appearance
setting bars
Bonding time
ambient temperature
Final check of Gap between panels and
Flatness
insulation bridge pads: 1.5 mm H
completion Cleanliness Appearance
2-1
49
50
TABLE 6
Mark III Cargo Containment System Membrane Installation Section
Chapter

2
1
Check of Offset between bulkheads Axis offset: 6 mm

positioning of P
anchoring strips Perpendicularity 1 mm/m
Distance between centerline of

0.5 mm
corrugations
Mark III Systems
Distance between centerline of

2 mm
edge corrugation and plate edge
Dimensional
tolerances of P/R
membrane panels
Width of joggle 45 1 mm
Length of fold of each leg of the

2 mm
dihedral
Cleanliness No dust, epoxy glue, grease, oil, etc. P
Positioning of first
Tolerance +8 mm, 10 mm P
membrane sheet
2-1
TABLE 6 (continued)
Mark III Cargo Containment System Membrane Installation
Section
Chapter

2
1
Positioning of
second membrane Gap 0.3 mm P
sheet
Membrane sheet
Tolerance 6 mm with respect to edge corrugation P
adjustment
Mark III Systems
Tack welding Visual inspection Appearance, length, pitch P/R
Weld preparation Gap 0.3 mm P

> 0.8 mm
Weld throat visual inspection
Manual welding Concave shape not allowed H
Bead width (d) visual inspection 3 < d < 4.2 mm
> 0.7 mm
Weld throat visual inspection

Concave shape not allowed
Automatic welding H
3.6 < d < 6 mm
Bead width (d) visual inspection
(6 mm for weldings to 8 mm plates)
2-1
51
52
TABLE 7
Mark III Cargo Containment System Testing Section
Chapter

2
1
Reference document:
General MA
GTT external document 1139
Cleaning with slightly acid
No dust, epoxy glue, grease, oil, etc.
water
Temperature during paint
> 20C
application
Humidity during paint
< 70%
application
Mark III Systems
Paint application Appearance, completeness P

Vacuum pressure: 800 mbar (differential
pressure between spaces 30 mbar)
Creating vacuum and rinsing Rinsing by nitrogen
primary and secondary space
Tightness test of Repetition of operation at least three
membrane times
(Ammonia test)
Pressure: from 800 mbar to +20 mbar
Ammonia concentration:
At injection point: 25% 5%
At outlet point: 1% minimum
Increased pressure rate:
Filing primary space with
> 200 mbar/h from 800 mbar to
nitrogen ammonia solution and P
atmospheric pressure
secondary space with nitrogen
< 10 mbar/h from atmospheric pressure

to +20 mbar
Overpressure of secondary space with
respect of primary space: between
5 and 10 mbar
Setting of safety devices: +25 mbar
2-1
TABLE 7 (continued)
Mark III Cargo Containment System Testing
Section
Chapter

2
1
Sweeping: 20 mbar/6 hours

Injection of nitrogen ammonia Keeping: 20 mbar/6 hours
mixture Three pressure cycles Atmospheric P
pressure: +20 mbar
Checking of ammonia
25% 5%
concentration
Tightness test of
Mark III Systems
membrane
(Ammonia test) Checking of reference leaks 100%
(contd)
Checking welding seams 100%
Visual inspection 100%

Repairs after
Vacuum box test 100% H
ammonia test
Dye penetrant test 100%
Creating vacuum in primary and 4 hours from atmospheric pressure to
P
secondary barrier 800 mbar 5%
Primary barrier Tightness check during

global test 800 mbar 5%
scaffolding removal
H
Tightness test after side door
800 mbar 5%
closure
2-1
53
54
TABLE 7 (continued)
Mark III Cargo Containment System Testing Section
Chapter

2
1
Primary space pressure < 25 mbar

Secondary barrier
Vacuum pressure is secondary space
tightness test R
530 mbar
preliminary test
Initial test repeated at least 2 times
Record pressure in secondary
space
Record pressure in primary
space
Mark III Systems
Secondary barrier Record temperature in tanks and

tightness test actual cofferdams H
test Record external temperature
Record barometric pressure
Record time of vacuum decay
Calculation of membrane
GTT specifications
porosity
2-1
Section 2: NO 96 Systems

Containment Systems
SECTION 2 NO 96 Systems
1 NO 96 System
2-2/Figures 1 and 2 are sketches showing the design principle and the typical corner assembly of the
GTT NO 96 membrane system.
FIGURE 1
GTT NO 96 Membrane Containment System
The NO 96 system is based on two identical membranes made of Invar. Invar is a 36% nickel alloy
with a very low shrinkage coefficient, about 10 times less than that of steel (1.2 10-6 m/m/C).
The insulating elements both, primary and secondary, are plywood boxes filled with perlite. Perlite is
an insulation material based on expanded silica. The secondary boxes are bolted to the inner hull and
are set against resin beads, which compensate for the lack of flatness of the inner hull and provide the
necessary bearing surface. A sheet of craft paper rests between the resin and the inner hull to allow the
boxes free movement for hull deflection.
Section 2 NO 96 Systems 2-2
FIGURE 2
Typical Corner Assembly for NO 96 System
2.1 Welding Procedures for NO 96 Membrane Installation

The installation of the NO 96 membranes and accessories requires a large number of individual
welding techniques and procedures, not only for the Invar strakes, most commonly associated with
this system, but also for the numerous structural components welded into place in order to support this
system. The number of individual procedures can easily exceed those required for most other
construction requirements of the vessel and can number over fifty (50). Considering the large number
of welding procedures and processes involved in the installation of an NO 96 containment system, the
recommended practice is to use filler metal, which varies greatly depending on material thickness and
weld locations. Further differentiating these procedures from the normal welding are the acceptable
repair options such as re-melting, re-welding with filler metal and limited renewals.
The most frequently utilized weld procedures are (but are not limited to):
FCAW (Flux Core Arc Welding)
GMAW (Gas Metal Arc Welding)
GTAW (Gas Tungsten Arc Welding) Autogenous and Filler metal
TIG (Tungsten Inert Gas Autogenous) welds
RSEW (Resistance Electric Spot Welding) type tack welding
Automatic ERW (Electric Resistance Welds)
2.2 FCAW (Flux Core Arc Welds)

Flux Core Arc Welds (FCAW) is typically utilized for attachment of the stainless steel anchor bars to
the cofferdam transverse bulkheads. The 8.0 mm anchor bars form the basis of strength in transferring
the tension of the membrane to the inner hull of the vessel, and therefore, accurate welding between
the stainless steel anchor bars and the carbon steel inner hull in way of the cofferdams is required. The
weld procedure is typically a flat joint detail; double fillet welds using ER 309LT filler metal with an
FCAW process.
2.3 GMAW (Gas Metal Arc Welding)

End-to-end connections of anchor bars are welded using GMAW (Gas Metal Arc Welding) utilizing a
single V groove joint detail and ER 308L/316L filler metal.
Other components which require a similar weld procedure are oblique pillars and chairs. Oblique
pillars are used in the forwardmost tanks where vessel shape induces a narrowing of the tank. These
pillars, welded securely to the inner bottom and trunk decks with back up structure, provide the
necessary strength and support for the cargo containment system. Chairs are box-like structures
fabricated from heavy stainless plate and fit forward of liquid domes to absorb the stresses within the
membranes. It should be noted that tack welds of a minimum of 20 mm length should be used to
maintain accurate position of chairs rather than relatively small tack welds typically used in other
appliances.
2-2/Figure 3 shows typical pillars and chairs.
FIGURE 3
Typical Pillars and Chairs
2.4 Automatic TIG (Tungsten Inert Gas)

Automatic TIG welds are used for numerous applications and materials and in many locations
throughout the installation of a NO 96 cargo containment system. Invar tubes are fabricated using both
automatic and manual weld procedures. Standard Invar tube flat plate sections are initially electrically
resistance welded (ERW) along intercostals connections to continuous plates in the tension plane
where the three (3) individual 1.5 mm pieces are aligned in the fabrication jig. Tube ends are
manually welded to ensure a smooth joining of plates at end sections.
In addition to standard Invar tubes, trihedrons are fabricated from 3.0 mm Invar plate using manual
TIG processes with filler metal.
Invar tubes can be attached to the anchoring bars by manual welding. However, it is preferable to use
automatic welding for a more consistent, even bead along its length. This welding is accomplished
after careful positioning, alignment and measuring of the Invar tube and installation of corresponding
insulation boxes. This type of procedure is specifically used in way of Invar-to-Invar connections such
as strake end welds, corner strakes, anchoring strips, stainless steel anchoring strips, collar studs and
coupler socket welds.
The Invar anchoring strip which connects the Invar tube to the anchoring bar requires two separate
procedures, one for each end. First, the connection to the stainless steel anchoring bar will require an
Invar-to-stainless steel procedure. Next, the connection to the Invar tube itself will require an Invar-to-
Invar procedure. Several weld procedures are used in close proximity to each other and care needs to
be exercised to insure that the correct procedure is applied to the appropriate location. These welding
procedures can be developed with or without filler metal.
2.5 Automatic Autogeneous TIG (Tungsten Inert Gas)

Autogenous TIG processes are also utilized for attachment of coupler base sockets to the inner hull as
part of the containment system attachment system. Two (2) types of coupler sockets are used: one
carbon steel and the other stainless steel. The most prevalent is the carbon steel unit, which is
machined with the geometric characteristic of a skirt, which becomes the consumable during the
automatic welding process (rotary machine on magnetic base see 2-2/Figure 4).
FIGURE 4
Rotary Welding Machine on Magnetic Base
The second and less used variation is a 304 stainless steel coupler socket, which is fit in way of liquid
dome 316L stainless steel insert plates. These coupler sockets are welded using manual TIG process
in a fillet joint with an ER 316L filler metal.
A third autogenous welding process, with certain similarities to that of coupler base sockets, is the
weld process for stud welding. As before, material forming the skirt becomes the weld material with
the difference being that instead of a magnetic base holding the weld machine to the hull, this smaller,
lighter machine fastens to the stud itself for the duration of weld and is removed after.
Additionally, collar studs are welded to 0.7, 1.0, 1.5 and 3.0 mm Invar secondary membranes using a
similar autogenous weld machine and procedure.
2.6 Manual TIG (Tungsten Inert Gas Autogenous)

Manual TIG autogenous welding is used extensively in way of Invar-to-Invar materials at strake ends,
raised edge folded parts, raised edge abutments, composite beams, corner strakes, Invar tube junctions,
anchoring strips, overlap pieces, oblique stopper pieces and repairs.
This welding is typically carried out using an autogenous process in that no filler metal is required and
components are simply melted together. It requires a significantly greater skill level (welders are
tested and retested on a regular basis). Autogenous procedures are particularly susceptible to defects
arising from lack of cleanliness. For this reason, joints require careful cleaning and degreasing using
an approved solvent.
To ensure proper and sound welds, the utmost care must be exercised, as well as correct weld parameters
with argon shielding gas.
Manual autogenous TIG is also used in way of stainless steel-to-Invar material connections in way of
anchoring strips, collar studs, coupler sockets, strips, stainless steel stopper pieces and Invar and
stainless steel pillar plates
2.7 Manual TIG (Tungsten Inert Gas Filler Metal)

Manual TIG filler metal welding is typically used for components such as oblique pillars (attachment
to trunk deck and inner hull), chair supports in way of liquid domes, as well as trihedrons at their
attachment to anchor strips and membrane end strakes.
2.8 RSEW (Resistance Electric Spot Welding) Type Tack Welding

Resistance spot welding is utilized to provide initial connections of 0.7 and 1.0 mm Invar strakes (see
2-2/Figure 5) sandwiching the 0.5 mm sliding and continuous tongues employed in securing the Invar
to the insulation boxes.
FIGURE 5
Connection of Invar Strakes
Additionally, this process is used in way of trihedrons, Invar tube extremities, pillar stainless steel- to-
stainless steel and stainless steel-to-Invar and stopper pieces.
The process involves a Resistance Spot Weld machine, with pincer-like copper electrodes, fitted to a
self-traveling carriage. This carriage has a set of mated drive wheels, which simultaneously grip the
tongue, propelling itself along, forming a joggled channel and producing intermittent tack welds along
the length of strakes. These tack welds are above (relative to) where the seam ERW weld path will be
as described below. Tack welding in way of manual TIG welding is carried out in similar fashion to
welding, whereby individual tacks are made approximately each 10 mm for length of weld area. See
2-2/Figure 6.
FIGURE 6
Resistance Spot Welding Machine
2.9 Automatic ERW (Electric Resistance Welds)

Electric resistance welds are predominantly used for strake-to-strake seam welds. This automatic process
is used for both the secondary and primary membranes, as each utilizes a similar 0.5 mm tongue as
the method by which strakes are attached to insulation boxes.
The procedure entails a highly specialized continuous roller-welding machine, which travels along the
strake joint giving a uniform ERW weld. Occasionally, on overhead welds, inattention to machine
clamping pressure can cause defects from the machine running off the joint.
Special jigs and supports are used when welding horizontal joints to avoid placing undue stress on
joint as it is welded. Lack of fusion type defects can be caused by dirt building up on copper welding
electrodes or by insufficient cleaning of membrane material before welding.
2.10 Welders, Operators and Machine Qualifications

In order to track and maintain current qualifications for the large number of welding procedures and
processes involved in the installation of a NO 96 cargo containment system, individual weld processes
are typically correlated to a welders grade.
These grades vary from a General Welder, qualified to perform all kinds of membrane welds and repairs,
to many specialized welders such as tackers, those performing Invar or stainless only, autogenous
or filler metal processes, and specific weld procedures (e.g., stud welding, GTAW, FCAW, etc.). The
standard conventions of horizontal, vertical, overhead still apply and are incorporated into these
qualifications.
It is vitally important that any shipyard involved in construction of NO 96 type membrane LNG
carriers have a methodical training and re-qualification scheme in order to ensure that all welders
involved maintain adequate skill levels for the intended scope of work. Typically, when a person is
tested for the specific grade, weld test coupons are examined by Class, Owners and third party
inspectors both visually and using dye penetrant test (DPT). Weld coupon samples are then removed
for metallographic examination, scale measured, recorded and corresponding qualification granted.
Initial re-qualification should occur 2 to 4 weeks later with subsequent re-qualifications or periodic
tests every 4 weeks thereafter.
In cases where welders fail these qualification tests, a re-training program must be established to
provide the appropriate skills and re-testing. Constant and vigilant attention to welding qualifications
and details are paramount to ensuring that all welds are carried out as designed and properly.
3 General Considerations
3.1 GTT NO 96 System versus Mark III

Surveys of GTT NO 96 containment system installation are similar in numerous respects to the GTT
Mark III system, however there are also several very salient differences. The significant difference
between Mark IIIs corrugated stainless steel panels and NO 96s Invar strakes is how these panels are
attached to the hull. Equally a significant difference is how the tension stresses induced by cryogenic
temperatures and the vessels hull hogging and sagging in a seaway are absorbed and how the tension
stresses induced by cryogenic temperatures are transferred from the membrane systems to the inner
hull.
3.2 Survey Patrolling

As already mentioned for Mark III system, continuous patrolling of all activities carried out, as part of
installation of the membrane remains a very important aspect of insuring proper and accurate installation
of this membrane system.
Once again, attendance only when called out by shipyard QA may be insufficient to assure the proper
installation of the containment system. It remains incumbent upon the shipyard and the attending
Surveyor to discuss the projects schedule at the earliest stages of the project to assist in the allocation
of resources to meet that schedule.

Facilities of NO 96 System Components
4.1 Insulation Boxes Fabrication

Large shipyards building NO 96 containment type vessels will have dedicated fabrication facilities to
construct the large number and type of insulation boxes required. However, many small shipyards or
shipyards with a limited number of orders for LNG carriers are likely to use subcontractors for the
fabrication of the insulation wooden boxes. Particular attention should be paid to the QA/QC of the
subcontractors associated with the project and their experience with the construction of the required
insulation boxes. In addition to boxes filled of perlite, a large number of types of various open and
closed cell foams, fiberglass insulations, injected polyurethane foams and wood laminate blocks,
wedges and keys are used to complete the containment system.
4.2 Invar Tube and Trihedron Fabrication

Also, Invar tubes and trihedrons may be fabricated in the shipyard or in a subcontractors shop. The
welding of Invar tubes and trihedrons is critical for the tightness and the structural integrity of the
system and is to be very carefully surveyed. For manual welding, a magnifier should be used for
visual examination. Where the invar tubes and trihedrons are built in the shipyard, their fabrication
may be inspected as part of the inspections both scheduled and unscheduled as indicated in the agreed
inspection plan. In the case they are built at a subcontractors facility, additional inspections might be
required by the Bureau and shipyards QC, depending on the effectiveness of the subcontractors
QA/QC.

of NO 96 System
5.1 Hold Measurement

Hold measurement is carried out in a similar fashion to that of Mark III vessels. Since the hold
measurement is not specifically addressed in the Rules, the attendance by an ABS Surveyor is not
required. However, shipyard procedures and operations may be observed by the Surveyor during
patrolling activity.
5.2 Marking-out
No official inspection is required during this phase, however, shipyard procedures and operations may
be observed during patrolling activity.
5.3 Cleaning
Cleanliness and housekeeping are to be observed during patrolling, as cleanliness is one of the most
important factors for a trouble-free installation of the insulation and membrane.
5.4 Installation of Secondary Fittings

The main securing fitting is the coupler base socket, which can be installed at the block stage. However,
in this case, the shipyard accuracy should be very high in order to maintain the tight positioning
tolerances of the couplers after the block assembly.
Stud bolts, similar to Mark III, are used in certain locations. Production tests are to be carried out
during their installation.
5.5 Leveling Wedge Installation

Leveling and installation of level wedges (GTT design allows for use of either varying thickness one-
piece plywood wedges or thickness build-up using multiple circular plastic discs) on flat areas, is
essentially similar the process associated with the leveling of Mark III. However, the Invar tubes
replace the need for attachment fittings or wedges in corner areas. No official inspection is required,
however, shipyard procedures and operations are to be observed during installation and all flat and
corner insulation boxes are to be visually inspected for proper installation and in-plane alignment.
5.6 Invar Tube Installation

The fit out and welding of Invar tubes are key installation points. The successful installation of the
remainder of the cargo containment system relies upon accurate and precise positioning, installation
and fitting of these Invar tubes. Once in-plane alignment checks have been completed, stainless steel
anchoring bars are welded to inner hull. Special attention should be paid to orientation of Invar tubes so
that the longitudinal forces of Invar strakes continue along the continuous section of Invar tube. This
will serve to ensure that the membranes tensional forces are transferred to the hull.
Note: The flat tolerance for inner hull not only directly affects the amount of and placement of mastic and wedges, but
should be carefully monitored in way of stainless steel anchor bars. Excessive gaps between anchor bar and hull
will result in poor structural strength of the anchor bar, which is the only connection of the membrane system to
the hull).
5.7 Mastic Application

Epoxy mastic qualification tests are to be carried out daily and should be observed during daily attendance
and random patrolling. The Surveyor is to be satisfied that the mastic ropes are in alignment with the
insulation box partitions to ensure proper load bearing from cargo to hull.
Note: Mastic is applied directly between certain boxes and the hull, as well as being an option between certain bias
wedges and the ships structure (using plastic sheets so as not to adhere to the hull).
5.8 Insulation Boxes Installation General

Attention is to be provided to ensure that the correct boxes are installed in their designated positions
(orientation and location).
Insulation boxes, installed in open flat areas, are in general, standardized, however with differences
consisting of secondary and primary, as well as standard strength and reinforced strength top plates
(installed in way of the upper third of the tank to withstand sloshing loads), do exist and support the
need for attention.
Non-standard boxes are fabricated for all other locations and require careful attention to ensure that
the proper box is being installed in the correct location and orientation in accordance with approved
plan.
The attending Surveyor is to be satisfied that the insulation boxes are correctly installed by confirming
that the boxes are properly aligned and that the spacing from adjacent boxes and Invar tubes are
correct.
5.9 Secondary Box Installation

Installation of secondary boxes requires significant patrolling activities due to the application of the
mastic ropes, plywood wedges/circular discs and fit. Often numerous inspection call points will occur
to verify flatness, alignment and level.
Attendance to verify the correct stud column height and compression of the spring washer to a
specified torque setting is to be performed. Simple verification of the torque setting on the torque
wrench is considered to be insufficient in terms of verifying the proper installation.
5.10 Secondary Membrane Installation

Invar strake panels are formed using a rolling machine to form the correct flanges on both sides.
Care should be taken to avoid scratches to Invar material from incorrectly adjusted or worn machine
parts. Since it is not a direct responsibility of a Surveyor, all parties should be satisfied with the set-up
and tolerance of strake rolling machines, as well as frequency of re-check on the machines to ensure
proper dimensions of strakes, flanges and evenness. Invar strakes are then lifted individually by an
installation team. Care is to be exercised together and proper attention paid to proper coordination of
the team to avoid twisting or damaging of the Invar strake as they are lifted into place.
Membrane tack welding and subsequent seam welding are performed in general using automatic
welding machines. End strakes, corners, vapor and liquid dome areas, as well as repairs, are
accomplished using manual TIG welding. All welds are to be closely examined at several stages
throughout the installation process for defects, strength and appearance. All repairs are to be also
checked visually and by NDT.
5.11 Primary Box Installation

The successful installation of the cargo containment system is directly related to the correct collar stud
welds. Therefore attention to detail is to be exercised so as to prevent damage to secondary weld seams
as primary boxes are fit. In addition, flatness, alignment and level checks are to be carried out as per
specifications.
5.12 Primary Membrane Installation

The primary membrane is installed in a similar fashion, taking the same precautions indicated in
2-2/5.10 for the secondary membrane installation.
5.13 Membrane Strength and Tightness Testing

Testing is carried out in four (4) principle phases with global testing carried out upon satisfactory
completion of these test.
5.13.1 Strength Testing

Strength testing is commonly misinterpreted as testing the strength of the membrane; whereas
its true purpose is to test the behavior of the insulation boxes when subjected to a load of
minus 800 mbar pressure applied via vacuum pumps. Close-up examination of the membrane/
underlying boxes is to be carried out surveying for any indications or telltale signs of box
buckling, partition failure or other anomaly.
5.13.2 Bearing Test

This test is carried out to confirm whether the membrane has been properly installed and
supported by the insulation boxes as a whole. This is accomplished by subjecting the insulation
space (inner hull to secondary membrane) or the interbarrier space (secondary membrane to
primary membrane), respectively, to a minus 200 mbar pressure. A close-up examination of
the membrane is to be carried out looking for wrinkles, waves, deformations or anomalies
inconsistent with a flat smooth look.
5.13.3 Mechanical Stressing Test

The purpose of this test is to identify any weak points in the welded parts of the membrane by
subjecting the insulation space to a positive 20 mbar pressureand holding for 30 minutes. This
cycle is repeated a total of three times. Pressure is monitored, as well as visual inspection of
the membrane surface. This test will also reveal any defects in attachment pieces (sliding
tongue for secondary membrane and continuous tongue for primary membrane) of membrane to
insulation boxes.
5.13.4 Helium Test

This test is carried out to confirm actual tightness of the membrane using a concentration of
10~20% helium at a pressure of positive 20 mbar. Helium testing is carried out using highly
sensitive test analyzers, set to alarm for any leak greater than 1.0 10-4 liters/sec. Any leaks
observed are repaired and retested.
5.14 Global Test

The global test is performed to examine the tightness of the tank as a whole. Insulation space is drawn
into a minus 800 mbar vacuum and observed for 24 to 48 hours. Success of global testing depends on
complete purging of all extraneous gases (including helium) whose individual gas characteristics
might skew indications and measurements of a tight membrane. Complete removal of these
extraneous gases will be evident by constant readings of space regardless of atmospheric conditions.
Atmospheric temperature and pressure, as well as the test space pressures, are monitored and plotted
to find the most stable 10-hour period within the criteria for changes in pressure to determine
satisfactory results.
5.15 Side Opening Closure

Closure of temporary side openings used during construction should be considered in the same way as
the installation of the insulation and the membrane in other parts of the tank. Accordingly, the same
types of inspections that have been described above for the other parts of the tanks are to be carried
out in way of the side openings at the time of their closure.
5.16 Scaffolding Dismantling and Final Inspection

This may be the last opportunity (for the life of the vessel, which by todays designs, may exceed 40
years) to carry out close-up inspection of the membrane. The membrane is to be inspected tier-by-tier
as staging levels are dismantled to ensure that no damages are induced by the scaffolding removal
(e.g., hits or falling objects).
6 Inspection Plans for NO 96 System

The following tables are the typical inspection plans associated with all phases of installation of an
NO 96 cargo containment system. These tables are provided as an example to serve as a guide for the
Surveyors action during the construction of a NO 96 membrane vessel. It is anticipated that, each
shipyard will use Inspection Plans in accordance with their format and procedures that are to be
reviewed on case-by-case basis prior to agreement. Also, the standard acceptance criteria indicated in
the tables may be subject to modification upon agreement between the Bureau, shipyard and designer.
In the last column of each table, there is indication of the action required to be carried our by ABS.
NA No action
R To be surveyed / examined on random basis
H Hold point
66
TABLE 1
NO 96 System Components Materials Section
Chapter

2
2
Chemical properties
Invar plates Designers/applicable steel specification H*
Mechanical properties
Plywood for Appearance
Designers/manufacturers specifications TA/R/MA
insulation boxes Mechanical properties
Physical characteristics
Perlite Designers/manufacturers specifications TA/MA
Granulometry
Physical Properties
NO 96 Systems
Epoxy resin/mastic Designers/manufacturers specifications MA

Mechanical Characteristics
Physical Properties
Rigid insulation Designers/manufacturers specifications TA/MA
Physical Properties
Glass wool Designers/manufacturers specifications MA
Physical Properties
Flexible insulation Designers/manufacturers specifications TA/MA
Staples MA
Physical Properties
Glass cloth Designers/manufacturers specifications MA
Physical Properties
Glue Designers/manufacturers specifications MA
2-2
TABLE 1 (continued)
NO 96 System Components Materials
Section
Chapter

2
2
Couplers
Studs
Designers/manufacturers specifications TA/MA
Self locked nuts
Securing devices Collar studs
Washers
MA
Spring washers Designers/manufacturers specifications
Studs TA/MA
NO 96 Systems
Chemical properties
Material for
Applicable SUS specification H*
anchoring flat bars Mechanical properties
Thermal protection Physical Properties Designers/manufacturers specifications MA
2-2
67
68
TABLE 2
NO 96 System Wooden Boxes Fabrication Section
Chapter

2
2
Double end tenoner machine

Grooving and copy router
machine
Machine checking Drilling machine
Designers and Manufacturers specification P
before production Stapling machine for tenons
Tongue stapling machine
Fiber glass cloth gluing and
NO 96 Systems
fitting machine
Machine check Manufacturers specification NA
Plywood thickness Tolerance: 0.5 mm
Penetration: 2. 0mm
Stapling Longitudinal direction alignment: 5.0 mm
Transverse direction arrangement: 2.0 mm
Box assembly Length tolerance: 1.0 mm
P/R
Width tolerance: 0.5 mm
Height tolerance: 0.5 mm
Box dimensions
Partition space tolerance: 0.5 mm
Partition deformation: 2.0 mm
Diagonal: 1.2 mm
Visual inspection Appearance
Grooving P/R
Groove distance Tolerance: 0.5 mm

2-2
TABLE 2 (continued)
NO 96 System Wooden Boxes Fabrication
Section
Chapter

2
2
Box cleaning Appearance

Water repellency Above 200 ml
800 5% 5%
800 500 20% 10%
500 250 30% 10%
Perlite filling Grain size 250 160 205% 10% P
NO 96 Systems
160 63 20% 10%

63 5% 5%
800 500
Weight 50 65 kg/m3
Vibratory parameters As per manufacturers specification
Length (2 place): 1.0 mm
Height (4 place): 0.5 mm
Width (2 place): 0.5 mm
Final inspection of
Dimensions and twisting Diagonal: 1.2 mm R
boxes
Height of cleat from bottom plate:
0.5 mm
Groove position: 0.5 mm
Invar tongue installation
2-2
69
70
TABLE 2 (continued)
NO 96 System Wooden Boxes Fabrication Section
Chapter

2
2
Defective staples: 6
1 defective staple/every 3 in line
Final inspection of
Stapling Penetration: 2.0 mm FR
boxes (contd)
Longitudinal direction alignment:
5.0 mm
NO 96 Systems
Transverse direction arrangement:

2.0 mm
Absence of damages Appearance
Box surface As per specification depending on type of R
Weight of filled boxes
box
Packaging and
As per manufacturers specification NA
shipping
Dimensions as per specifications
Reference wedges
Surface appearance
Hole position: 0.5 mm
Hole diameter: 0.5 mm R
Plywood wedge and bridge Length: 0.2 mm
Special wooden Width: 0.2 mm
pieces Thickness: 0.5 mm
Hole position: 0.5 mm

Hole diameter: 0.5 mm
Longitudinal dihedral beam Length: 0.2 mm R
Width: 0.2 mm
Thickness: 0.5 mm
2-2
TABLE 3
NO 96 System Fabrication of Invar Tubes and Other Invar Special Pieces
Section
Chapter

2
2
Plates surface condition appearance

Tolerance on main dimensions of various
Prefabrication pieces: 1.0 mm P
Perlite box dimensions and appearance
Thermal protection appearance
Specimen metallographic test
Visual inspection of welding: no visible
NO 96 Systems
defects
Height of seam welding: 5 mm
Internal dimensions of tube tolerance:
+0.2 mm/0.5 mm
Folding radius: 1.5 mm r
Pre-assembly P/R
Height of raised edges: 20 mm 1 mm
Punched hole diameter: 4.5 mm
Invar tubes Tolerance on spacing between punched
holes: 1 mm
Tolerance on distance between punched
hole and piece ends: 0.5 mm
Check welding parameters as per WPS R
Surface condition: no visible defects
Width of wings tolerance: 1 mm

Internal dimension of tubes tolerance
+0.7 mm/0 mm
Final Assembly
Angle of Invar tube deviation: 0.5 H*
Visual inspection of TIG welding:
no visible defects
Dye penetrant test: minimum 10%
* May be R, if TA
2-2
71
72
TABLE 3 (continued)
NO 96 System Fabrication of Invar Tubes and Other Invar Special Pieces Section
Chapter

2
2
Surface of plates: no visible defects

Prefabrication and pre-assembly P/R
Angle of trihedron deviation: 0.5
NO 96 Systems
Trihedrons Internal dimension of tubes tolerance:

+0.7 mm/0 mm
Final assembly
Angle of Invar tube deviation: 0.5 H*

no visible defects
Surface No visible defects

Length tolerance: 1.0 mm
Invar strips
Tolerance on spacing between punched P/R
(1.0 /1.5/ 3.0 mm) Dimensions
holes: 1 mm
* May be R, if TA
2-2
TABLE 3 (continued)
NO 96 System Fabrication of Invar Tubes and Other Invar Special Pieces
Section
Chapter

2
2
Pre-fabrication As per Invar tubes

Pre-assembly Visual inspection of welding: no visible P
defects
Junction kits for Check welding parameters as per WPS
connection of two Surface condition: no visible defects
Invar tubes Final assembly
Width of wings tolerance: 1 mm R
NO 96 Systems
Angle of Invar tube deviation: 0.5

Final assembly (contd) no visible defects R
Spacing of punched holes tolerance:
1 mm
Dimensions and angle Angle of dihedral: 133 + 1 P
Fit-up of dihedral with plywood:

Longitudinal
no visible defects
dihedral beams
and oblique Positioning of thermal protection:
dihedral beams no visible defect
Welding visual inspection
No visible defects
(oblique type)
Surface-no visible defects
H*
Length tolerance: 1.0 mm
Final inspection
Width tolerance: 1.0 mm
Diameter of punched holes: 4.5 mm
* May be R, if TA
2-2
73
74
TABLE 3 (continued)
NO 96 System Fabrication of Invar Tubes and Other Invar Special Pieces Section
Chapter

2
2
Width: 499.4 0.2 mm

Dimensions Width (joggled): 496.8 0.2 mm0.4 mm P
Radius of edge: 2 mm r 3 mm
Surface: no visible defect
Strake ends Length tolerance: 0.5 mm
Breadth tolerance: 0.2 mm
Final inspection P/R
NO 96 Systems
Height of raised edge: 18-20 mm

Raised edges difference: 1.5 mm
Folding radius: 2 mm r 3 mm
Surface: no visual defects
Dimensional check
Dimensions as per drawings
Visual inspection: no visible defects

Pillars R
Welding
Dye penetrants: 100%

2-2
TABLE 4
NO 96 System Secondary Insulation and Secondary Barrier Installation
Section
Chapter

2
2
50 mm
50 mm
+20 mm
30 mm +20 mm 30 mm 50 mm Main dimensions equal to

L theoretical dimension:
Hold measurement Main dimensions 50 mm 50 mm
P
+20 mm/30 mm
l
50 mm
50 mm
50 mm
NO 96 Systems
Theoretical shape Theoretical shape
Gap 4 mm maximum Straightedge 3 m
Offset of inner hull Max offset: 4 mm/3 m

stiffeners straightedge
Feeler gauge
Gap 4 mm maximum
Inner hull flatness P
Straightedge 1 m
Deformation of
Max offset: 4 mm/1 m
plating between
straightedge
stiffeners
Feeler gauge
2-2
75
76
TABLE 4 (continued)
NO 96 System Secondary Insulation and Secondary Barrier Installation Section
Chapter

2
2
R2a R2 R2b
R1 1 mm deviation from
straight line
Accuracy and R1a
Marking out 1.2 m NA
perpendicularity R2 1.5 mm
R1 perpendicularity offset on
NO 96 Systems
10 m length
1.0 m
R1b
Reference laser plane
Reference surface Calculation of
dz1
dz5
GTT program NA
dz4
dz2
dz3
determination reference surface
Inner Hull
COUPLER SOCKET
WELDING PROFILE From reference line: 3 mm
Alignment
DETAIL A
R
From close box: 1 mm
La
Mounting of Visual inspection:

P/R
coupler sockets no visible defects
DETAIL A
Welding
After welding
Dye penetrant: 3%
Before welding
3% of couplers: 2040 kg
Strength test
applied for 15-20 sec
2-2
TABLE 4 (continued)
Section
Chapter

2
2
Positioning 1 mm
No visible defects
Installation of studs Welding
Hammering P
for corner boxes
1 time/day 450 kg
Strength test
apply for 20 sec
Detail A
Discontinuous weld
Fit-up L1 L1
NO 96 Systems
Stiffener axis
Transverse bulkhead L' L' L'

L' < 200 L1 > 120 Welding size: 4 mm
Detail B throat
Detail C
Detail F
Stiffeners only on Detail B

last beam Detail A Convex welding,
Installation of Anchoring bar
(inside ballast tank)
no undercut P/R
anchoring bars Detail C
Continuous weld
3 mm max length
Welding
Bracket on a=4 Deformation : 3 mm/3 m
stiffener
Detail B
V
Detail F
Continuous Upper view
50 Stress released profile
8
weld
Continuous V Dye penetrants: 5%
weld
Anchoring flat bar Anchoring flat bar
for trihedron Continuous weld
Position 1.0 mm
Installation of
P/R
reference wedges
Thickness As per GTT program
2-2
77
78
TABLE 4 (continued)
Chapter

2
2
Locking box Torque: 0.7-1.0 kg-m
Step between box

Max: +1 mm-2 mm
and anchoring bar
Installation of +0 mm/3 m (Hog)

special wooden Out of plane H*
boxes in way of
NO 96 Systems
three-way corners 2 mm/3 m (Sag)
Gap between
5 mm
plywood bridge
Quantity of staples
6
for bridge
Position and As per shipyard approved
deformation Standards
No visible welding defects

Installation of
trihedrons in way
H
of three-way
corners Welding
* May be R to Surveyors satisfaction for well experienced shipyards

2-2
TABLE 4 (continued)
Section
Chapter

2
2
WELDING OF INVAR TUBES TO ANCHORING STRIPS

Step between Invar Step between (Anchoring strips in transverse direction - Secondary level)
Invar tubes 2 mm
tubes
10 mm nominal
2 mm maximum 2 mm minimum
Gap between Invar 20 mm maximum
Invar tube Anchoring strip
tubes or Invar tube 2 mm gap 20 mm P
installation and trihedron Invar tube Invar tube
30 mm nominal
10 mm minimum
Anchoring bar
NO 96 Systems
Out of planarity 15 3 2 mm/3 m

Bulkhead
15 3 Manual or automatic
welding
No visible welding defect

Welding
Step between Invar
2 mm
tubes
Invar tube final Gap between Invar H
inspection tubes or Invar tube 2 mm gap 20 mm
and trihedron
Out of planarity 2 mm/3 m
7B 7B
Screwing of box
Appearance
type 7 to Invar tube

9B 9B
Installation of Spring back

boxes type 8B 8B effect R
7, 8 and 9
Resin ropes LONGITUDINAL WALL
Gaps between Compressed
flexible wedge slightly reshaped Spring back effect 8 mm
boxes
2-2
79
80
TABLE 4 (continued)
Chapter

2
2
ANCHORING STRIP IN LONGITUDINAL DIRECTION Invar tube
Retainer bar Inner hull

Anchoring strip TIG welding No visible welding defects
Invar anchoring Primary anchoring strip

Welding Invar tube R
strips installation
10 (nominal)
Invar tube Invar tube
2 (minimum) Dye penetrants: 150 mm
20 (maximum)
TIG welding with or from ends then 20%
without filler metal
NO 96 Systems
Flexible wedges
Resin ropes
Box bearing
Installation of
Appearance R
boxes type 1
Temporary screwing 312
Screwing to Invar Thermal protection

15
tube
Reference wedge
Box bearing Appearance

Installation of
special boxes
type 1A in Step of boxes 0.5 mm R
longitudinal
corners
Out of plane 0.6 mm/1 m

2-2
TABLE 4 (continued)
Section
Chapter

2
2
Beam bearing 1 mm
Spacing between
beams and between
5 mm
beams and
trihedron
Gap between
Mounting of prefabricated 10 mm R
composite beams in beams
way of longitudinal
NO 96 Systems
corners Leveling 0.6 mm

Wedges between 120 mm 70 mm wedge
boxes and beams thickness
Beams height 30 mm
Welding to No visible defects
H
trihedron DPE: 100%
Fit-up
Tank N.1 oblique

longitudinal corner Pillars inspection H
installation
No visual defects on
weldings
2-2
81
82
TABLE 4 (continued)
Chapter

2
2
Steps: 0.5 mm
Installation of
Out of plane: 0.6 mm/1m R
corner boxes
NO 96 Systems
Leveling: 1.5 mm
Tank N.1 oblique

longitudinal corner Plywood bridge
installation (contd)
Welding
0.5 mm
Gap between bridge and
Stopper
box: 3.0 mm
Installation of
R
plywood bridges Plywood beam
Screw
Step between bridges and
box: between 1.0 mm and

+0.7 mm
2-2
TABLE 4 (continued)
Section
Chapter

2
2
Gap between stopper and

Invar plate: 1.0 mm
Installation of
secondary Gap between stopper and R
Tank N.1 oblique stoppers Invar beam: 0.5 mm
longitudinal corner
installation (contd) DPT: 100%
NO 96 Systems
Welding of No visible defects

composite beam H
to trihedron DPE: 100%
Reinforced
area
As per sketch, unless
Definition of tank
otherwise indicated on R*
reinforced areas
approved drawings
Standard
area
Mixing ratio of
1/0.26 10%
hardener and resin
Positioning of resin Deviation from partition
ropes axis: 3.0 mm
P
Homogeneous, no tiger
Color check
stripes
As per designers/shipyard
Insulation boxes Sampling tests
procedure
bearing mastic
depositing Width of crushed
12 mm
rope
Rope length at each
80% of length P
box partition
90% of length width

Bearing surface
number of ropes
* As far as positioning of resin ropes on boxes is concerned

2-2
83
84
TABLE 4 (continued)
Chapter

2
2
Spacing between STEP DISALIGNMENT BETWEEN BOXES

0.7 mm Maximum 58 mm spacing 61 mm
boxes Length
0.5 mm Maximum
Width
Alignment of 1200 1200 1.5 mm
T grooves
1000 1000
0.7 mm Maximum
Width Between 2 mm an 3 mm,
Gap between boxes OUT OF PLANARITY BETWEEN BOXES may be up to 3.5 mm for
1000 1000 P/R
0.6 mm 1000 mm
bottom and ceiling boxes
OUT OF PLANARITY BETWEEN BOXES Maximum
1000 mm 1.5 mm
NO 96 Systems
Step between boxes Maximum 0.7 m

0.6 mm
1.5 mm 1000 mm
1000 mm Maximum
Maximum
Installation of
secondary boxes
in flat panel area
Tightening of
Box tightening load: 300 kg
spring washers
Height to be case-by-case
Measurement of the
in accordance with GTT P/R
height
recommendation
Overlapping length As per GTT

of locking plate recommendation
2-2
TABLE 4 (continued)
Section
Chapter

2
2
Fit-up
Locking plate Appearance
Spot weld of 50 32 2 mm
locking plate secured by spot weld
Allowable
0 + 0.5 mm
Recommended
+0.3 + 0.5 mm
Between 0 mm and
Final leveling
+0.5 mm
Installation of
secondary boxes
NO 96 Systems
P/R
in flat panel area Tack weld of screw Appearance
(contd)
Step between standard

boxes and insulation:
Fitting insulation 1 mm
between boxes Step between reinforced
boxes and insulation:
1.5 mm/+1 mm
Tightening of
As per GTT specifications
boxes
Step between boxes 0.5 mm
Installation of
transverse corner Out of plane 0.6 mm/1 m P/R
border boxes Locking plate
8 mm
overlap length
Offset between box

0.5 mm
and Invar tube
Tightening of
As per GTT specifications
boxes
Installation of Step between boxes 0.7 mm
longitudinal corner P/R
border boxes Out of plane 1.5 mm/1 m
Step with
0.5 mm
composite beam
2-2
85
86
TABLE 4 (continued)
Chapter

2
2
Thickness 15 mm
Plywood bridge Gap with boxes 3 mm P/R

fitting
Between +0.7 mm and

Step with boxes
1 mm
NO 96 Systems
Surface condition No visible defects
Spacing between
Between 58 and 62 mm
boxes
Alignment of
1.5 mm
T groove
Between 2 and 3 mm H
Gap between boxes (3.5 mm for ceiling/bottom
boxes)
Secondary
insulation boxes Step between two
0.7 mm
final inspection boxes
Step between
transverse. border 0.5 mm
boxes
Out of plane of
transverse. border 0.6 mm/1 m H
boxes
Offset of
transverse. border
0.5 mm
boxes and Invar
tube
2-2
TABLE 4 (continued)
Section
Chapter

2
2
Step between
longitudinal. border 0.7 mm
boxes
Secondary Out of plane of
insulation boxes longitudinal. border 1.5 mm/1 m H
(contd) Offset of
longitudinal. border
1.5 mm
NO 96 Systems
boxes and Invar

tube
Clearance I
groove between 4.5 mm
lath and tongue
Fitting of sliding Step between lath

Sliding tongue 0.7 mm
and grove Secondary membrane
tongues in the P/R
boxes
Surface of tongue Not crushed
Overlapping with 30 mm, not less than.

strake end Secondary box 15 mm
Thermal protection Check location Outfitting drawings P
Deflection 4 mm/2 m
Raised edge forming profile
Number of folds 3 folds/2 m
L
a
Max 2.5 mm
Height of folds R 1.5 mm

Max 4 mm
3<R<4
Radius of raised a = 90 +1.5
0 3 mm r 4 mm
edge
Membrane flanging 2 meters 0.5 m
2* m test specimen Difference of raised Maximum deflection of the test sample Raised edges difference allowance P
1.5 mm
(2 times per tank) edge height 2 meters
Width of strake 498.2 0.2 mm
0 < 2 mm
Raised edge angle 90 + 1.5/ 0
Surface condition Max 1.5 mm 7 meters

No visible defect
Maximum number and length of folds of the test sample Side straightness allowance
* 7 m for new machine test specimen

2-2
87
88
TABLE 4 (continued)
Chapter

2
2
Strake end Distance from

430 mm + 0 mm/ 1.5 mm P
positioning Invar tube
Check of tongue
Appearance
and raised edges
Spot weld of
Application P
strakes 1.5 mm
(bearing) defect
Opening 3.2 mm*
Strake seam welding
NO 96 Systems
Visual inspection
test specimen P
(300 mm)** Metallographic test
Position of weld
12 mm L*** 14 mm
beads
Overlap between
10 mm L 30 mm
two beads
Aspect of weld
No defect
bead
Offset of two beads 1.5 mm

Resistance welding
of membrane P/R
strakes Distance from 90 L = 160 mm
strake end
Distance from 45 L = 100 mm

strake end
Distance between
axis cutting and 20 mm
seam weld
* 3.5 mm for 0.7 mm + 0.5 mm + 0.7 mm

** Every third joint for symmetrical welds,
Every joint for non-symmetrical welds,
At every change of equipment
*** L = distance from strake edge
2-2
TABLE 4 (continued)
Section
Chapter

2
2
Strake end on other strakes:

Overlap allowance 15-30 mm
45 strake end: 25-30 mm
430
Strake end and Invar tube:
40-75 mm
Slid
ing
Overall thickness ton
30 gue
line nom
trakes
NO 96 Systems
of leant edge End s ina

l 15
mm
m in
7 mm for joggle part
Installation and
welding of strake ue
R
tong
end ous abt) L
c ontinu 20 (
m
0.5 m ing
Weld R100
TIG ce No visible defects
istan
Res Weld
e a m
S
160 for 45 strake-end (abt)
160 for 90 strake-end (abt)
Welding
R100
40 min 20 min
+2
12 0
1.5 mm DPT: 100% manual, 20%

automatic
20 max
10 min
Arch deflection 2 mm/2 m
Counter arch
0 mm/2 m
deflection
Corner strake shop Straightness of
test of uncoiling 2mm/7 m
raised edges P
machine (7 m
sample)* Edge folding radius 2.5 mm r 3.5 mm
Height of raised
20 mm 1 mm
edges
Surface condition No defect
* New machine only

2-2
89
90
TABLE 4 (continued)
Chapter

2
2
Corner strake Visual inspection

welding test
P
specimen (200
mm)* Metallographic test
No visible defects
Corner strake
Welding DPT: 100% manual, 20% R
installation
automatic
Overlap pieces No visible defects
NO 96 Systems
between
Welding R
longitudinal
composite beams DPT: 100%
No visible defects
Connection
between pump
Welding H
tower base and
membrane
DPT: 100%
Visual inspection
Collar studs
specimen test P
before welding
Metallographic test
* Every third joint for symmetrical welds,

2-2
TABLE 4 (continued)
Section
Chapter

2
2
M18
Off center: 3.5 mm
Installation
Strake overlap: 2.5 mm
Collar stud 2.5 R
installation
No visible defect
d 3.5
Welding
NO 96 Systems
j 0.5 DPT: 100% manual, 20%

38 automatic
Final inspection of Complete
No visible defects H
the membrane membrane
Visual inspection No defects
Membrane repairs H
Welding DPT: 100%

2-2
91
92
TABLE 5
NO 96 System Secondary Membrane Tightness Tests Section
Chapter

2
2
Vacuum pressure: 800 millibar
Strength test Visual inspection of boxes H

NO 96 Systems
Absence of objects between insulation

boxes and membrane, no excessive steps,
etc.
Vacuum pressure: 200 mbar

Bearing defects: 1.5 mm
Opening of symmetric raised edges:
Bearing test of (0.7+0,5+0.7) 3.2 mm
Membrane check H
membrane Opening of asymmetric raised edges:
(0.7+0,5+1) 3.5 mm
Membrane surface: no defects
Notch depth (D): 15 D 100
Three cycles of 30 minutes from 0 to

+20 mbar
Mechanical test of
Stress test H
welding joints
Absence of defects
2-2
TABLE 5 (continued)
NO 96 System Secondary Membrane Tightness Tests
Section
Chapter

2
2
Pressure: +20 mbar 20% helium

(minimum 10%)
Allowable leak rate:

Helium test Membrane weldings check 0.93 10-4 mbar l/sec H
NO 96 Systems
Travel speed of leak test apparatus:

1 m/min
No visible defects
Welding
DPT: 100%
Repairs of defects H
Helium test As above
Vacuum box test

Vacuum decay in 10 hours:

Global vacuum test P 0.8 mbar H
Maximum temperature variation: 1C
2-2
93
94
TABLE 6
NO 96 System Primary Insulation and Primary Installation Section
Chapter

2
2
Secondary
No defects
membrane surface
Maintenance of Pressure: between
Preparation of
insulation space
secondary 500 and 800 mbar
vacuum
J = 0.7 mm max
membrane for P
installation of Gap between
primary insulation secondary
0.7 mm
membrane and
NO 96 Systems
primary boxes BEARING OF PRIMARY BOXES
Lengthwise gap
3 mm
between boxes
Crosswise gap
14 mm P/R
between boxes
Insulation fitting of
Appearance
between boxes
Installation of
primary boxes Plywood bridge
+0.7 mm/1 mm
step with box
Gap between Lengthwise: 3 mm

plywood and box Crosswise: 3 mm
Self locked nut

Box tightening Tightening load: 360 kg P/R
Spring washer
Collar stud
Plate
2-2
TABLE 6 (continued)
NO 96 System Primary Insulation and Primary Installation
Section
Chapter

2
2

Level between box
1.5 mm
and Invar tube
Installation of Out of plane
0.7 mm/1 mm P/R
border boxes tolerance
Offset between
boxes and
longitudinal 1.5 mm
NO 96 Systems
dihedral
Box bearing Clamping tool Appearance
Screwing of box to
Appearance
Invar wing
Installation of the Offset between bias
10 mm/(7%)
primary transverse wedges P/R
corners Confirm installation of
Connection of thermal protection
Invar tube and
No welding visible defects
trihedron
DPT: 100%
Installation of box
Appearance
type 3
Appearance of beam
screwing
3A
Installation of the
primary Installation of 3A Local gap of bearing:
composite beams 1 mm P/R
longitudinal
corners
Gap between prefabricated
beams: 10 mm
1A
Connection No welding visible defects

between two beams DPT: 100%
2-2
95
96
TABLE 6 (continued)
Chapter

2
2
Fiberglass fitting in
NA
Invar tube
Installation of tank
Pillar plate head
1 longitudinal No visible defects
welding
oblique dihedral
NO 96 Systems
Installation of Step of boxes:

corner boxes 0.6 mm/1 m
Plywood bridge
Invar Stapling
1B 3B tube 8 staples per meter
Stapling LG
8 staples per m
8B 9B 7B U6B 3B Max gap 3 mm LB
7B
6B 9B 1B
Installation of 8B
plywood bridges at P/R
corners
Plywood bridge
3A
Gap 3A
3 mm
1A
1A
No visible defects
Surface condition No protruding stapling
Secondary
No glue
insulation boxes H
final inspection Step between two
0.7 mm
boxes
2-2
TABLE 6 (continued)
Section
Chapter

2
2
3 mm (length)
Gap between boxes
5 mm (cross)
Step on bridge Between +0.7 mm/1 mm
Offset between box
1.5 mm
and Invar tube
Secondary Out of plane of
insulation boxes transverse. border 0.7 mm/1 m
H
NO 96 Systems

(contd) Offset between box
and longitudinal 1.5 mm
dihedron
Final check
Between 1 mm/+0.7 mm
leveling of surface
Alignment of
1.5 mm
T groove
Check clipping of
Fitting of sliding
continuous tongue
tongues in the Stapling and appearance P
to non continuous
boxes
tongues
Step 1 Step 2 Step 3

Height of folds 1.5 mm/2 m

Deflection of piece 4 mm/2 m
Radius of raised
Membrane flanging 3 mm r 4 mm
edge
2* m test specimen P
(2 times per tank) Difference of raised
1.5 mm
edge height
Surface condition No visible defect
* 7 m for new machine test specimen

2-2
97
98
TABLE 6 (continued)
Chapter

2
2
Strake end Distance from

430 mm 15 mm P
positioning strake end
Check of tongue
Appearance
and raised edges
Spot weld of
Application P
strakes 1.5 mm
(bearing) defect
Opening 3.2 mm
Strake seem
NO 96 Systems
Visual inspection
welding test P
specimen (300 mm) Metallographic test
Position of weld
12 mm L* 14 mm
beads
Overlap between
10 mm L 30 mm
two beads
Aspect of weld bead No defect
Resistance welding Offset of two beads 1 mm
of membrane Distance from 90 P/R
strakes L = 160 mm
strake end
Distance from 45
L = 100 mm
strake end
Distance between
axis cutting and 20 mm
seam weld
Strake end on other strakes:

15-30 mm
Overlap allowance 45 strake end: 25 40 mm
Strake end and Invar tube:
Installation and 40-55 mm
welding of strake Overall thickness P/R
7 mm for joggle part
end of leant edge
End strake twist 5 mm
No visible defects
Welding DPT: 100% manual, 20%
automatic
2-2
* L = distance from strake edge
TABLE 6 (continued)
Section
Chapter

2
2

Counter arch P
0 mm/2 m
deflection
Shop test of Straightness of
2 mm/7 m
uncoiling machine raised edges
for corner strake Edge folding radius 2.5 mm r 3.5 mm
P
Height of raised
20 mm 1 mm
NO 96 Systems
edges
welding test
P
specimen
(200 mm)* Metallographic test
No visible defects
Corner strake
Welding DPT: 100% manual, 20% P/R
installation
automatic
Overlap pieces
between
Welding No visible defects P/R
longitudinal
composite beams
Connection DPT: 100%
between pump
Welding H
tower base and
No visible defects
membrane
Final inspection of Complete
No visible defects H
the membrane membrane
Membrane repairs H
Welding DPT: 100%
* Every third joint for symmetrical welds,
2-2
99
TABLE 7
100
NO 96 System Primary Membrane Tightness and Final Tests Section
Chapter

2
2
Preliminary test Doubt point DPT P

Strength test Visual inspection of boxes Absence of objects between insulation H
etc.
NO 96 Systems

Bearing test of
Membrane check (0.7 + 0,5 + 0.7) 3.2 mm H
membrane
Opening of asymmetric raised edges:
(0.7 + 0,5 + 1) 3.5 mm
Mechanical test of +20 mbar
Stress test H
welding joints
Absence of defects
(minimum 10%)
Secondary barrier pressure: 800 mbar
Helium test Membrane weldings check Allowable leak rate: 0.93 10-4 mbar H
l/sec
1 m/min
Repairs of defects No visible defects

after first helium Welding H
test DPT: 100%
Control and repairs DPT

Limited repair areas
after second helium Vacuum test H
test Large repair areas Helium test
2-2
TABLE 7 (continued)
NO 96 System Primary Membrane Tightness and Final Tests
Section
Chapter

2
2

Global test during Vacuum decay in 10 hours:
scaffolding H
P 0.8/es
removal
Final global test Secondary space pressure: 800 mbar
after closing of all Vacuum decay in 10 hours: H
NO 96 Systems
tank openings P 0.8/es

2-2
101
Section 3: CS1 Systems

Containment Systems
SECTION 3 CS1 Systems
1 CS1 Systems
CS1 is a combination of the Mark III system and the NO 96 system.
2-3/Figures 1 and 2 are sketches showing the design principle and the typical transverse corner assembly
of the GTT CS1 membrane system.
The insulation and the secondary membrane are of construction similar to the Mark III system
(polyurethane foam and triplex, glued assembly), while the primary membrane closely resembles the
NO 96 system (Invar). The corner assembly of the CS1 system is similar to the NO 96 system corner
assembly utilizing Invar tubes.
FIGURE 1
GTT CS1 Membrane Containment System
Section 3 CS1 Systems 2-3
FIGURE 2
Typical Transverse Corner Arrangement for CS1 System
TYPICAL TRANSVERSE
CORNER ARRANGEMENT
Reinforced Foam
Glass wool
Plywood
Primary barrier Wooden Boxes

Invar end strake
Invar tube Mastic
60 450
95
285
190
10
600

As the CS1 system is a combination of the Mark III and NO 96 systems, reference should be made to
Subsections 2-1/2 and 2-2/2 relative to Welders and Welding Procedures Qualifications for Mark III
and NO 96 respectively, as is applicable to the CS1 system.

Facilities of CS1 System Components
The applicable surveys specified in Subsections 2-1/2 and 2-2/2 of this document are to be carried out
at CS1 materials and components manufacturers facilities.

of CS1 System
For guidance relative to the surveys to be conducted during installation and testing of CS1 system at
the shipyard, refer to the surveys to be carried out are the same as described for Mark III and NO 96
systems.
Section 3 CS1 Systems 2-3
5 Inspection Plans for CS1 System

The following tables are the typical inspection plans associated with all phases of installation of a CS1
cargo containment system. These tables are provided as an example and are intended to give guidance
to the Surveyors during the construction of a CS1 membrane ship. Of course, each shipyard will use
Inspection Plans that have been developed in accordance with their format and procedures that are to
be reviewed on a case-by-case basis prior to agreement. Also, the standard acceptance criteria
indicated in the tables may be subject to modification upon agreement between the Bureau, shipyard
and designer.
In the last column of each table, there is indication of the action required to be carried out by ABS.
NA No action
R To be surveyed / examined on random basis
H Hold point
TABLE 1
106
CS1 System Components Materials Section
Chapter
Item Inspection Detail* Acceptance Criteria ABS

2
3
Physical Properties
Reinforced PUF
Mechanical Characteristics Designers/Manufacturers specifications TA/R/MA
Foam
Thermal Properties
Physical Properties
Triplex Designers/Manufacturers specifications TA/R/MA
Physical Properties
CS1 Systems
Invar Chemical Characteristics Designers/Manufacturers specifications H**

Physical Properties
Adhesives Products Designers/Manufacturers specifications NA
Physical Properties
Plywood Designers/Manufacturers specifications TA/MA
Load Bearing Physical Properties
Designers/Manufacturers specifications MA
Mastic Mechanical Characteristics
* For pictures and sketches please refer to the Tables relative to Mark III (Chapter 2, Section 1) and NO 96 systems (Chapter 2, Section 2), as applicable for CS1 system.
** To be ABS certified
2-3
TABLE 2
CS1 System Components Fabrication
Section
Chapter

2
3

Accessories No visible defects
Length: 3 mm
Dimensions
Flat panels Width: 2 mm TA/R/MA
CS1 Systems
Sandwich panel thickness: 1.0 mm

Thickness
Pad-on-panel thickness: 0.5 mm
Squareness
Accessories Between stud on steel corner: 1.5 mm
Longitudinal corner Length: 3 mm
Dimensions TA/R/MA
panels
Width of single leg: 1 mm
Thickness 1 mm
Difference between two diagonals not to
Squareness
exceed 1.0 mm by meter of length
107
2-3
TABLE 2 (continued)
108
CS1 System Components Fabrication Section
Chapter

2
3
Plates surface condition appearance

Prefabrication Tolerance on main dimensions of various P
pieces: 1.0 mm
Visual inspection of welding: no visible
defects
Height of seam welding: 5 mm
CS1 Systems
Internal dimensions of tube tolerance:

+0.2 mm/0.5 mm
Pre-assembly Folding radius: 1.5 mm r P/R
Height of raised edges: 20 mm 1 mm
Invar tubes Tolerance on spacing between punched
holes: 1 mm
Internal dimension of tubes tolerance:
Final Assembly +0.7 mm/0 mm
H**

no visible defects
** May be R, if TA
2-3
TABLE 2 (continued)
CS1 System Components Fabrication
Section
Chapter

2
3
Surface of plates: no visible defects

Prefabrication and pre-assembly P/R
Angle of trihedron deviation: 0.5
CS1 Systems
Trihedrons Width of wings tolerance: 1 mm

Internal dimension of tubes tolerance:
Final assembly +0.7 mm/0 mm
H**
Visual inspection of TIG welding: no
visible defects
Pre-fabrication As per Invar tubes
Pre-assembly Visual inspection of welding: no visible P
defects
Junction kits for Check welding parameters as per WPS
connection of two Surface condition: no visible defects
Invar tubes Width of wings tolerance: 1 mm
Final assembly Angle of Invar tube deviation: 0.5
R
no visible defects
** May be R, if TA
109
2-3
TABLE 3
110
CS1 Cargo Containment System Insulation Installation
Section
Chapter

2
3
L B D: 80 mm MA
Bulkhead: +80 mm, 40 mm
Hold measurement Main dimensions
Ceiling length: 40 mm NA
Ceiling width: +80 mm, 40 mm
Offset of inner hull stiffeners Max offset: 4 mm/3 m
Inner hull flatness Deformation of plating between P
CS1 Systems
Between stiffeners: max 4 mm/1 m

stiffeners
Welding visual inspections 100% H
NDT 100% MA
Inner hull
inspections Air test of welding 0.2 bar H
Cleanliness and environmental
No dust, rust, grease, oil P
conditions
Panel and stud position: 1 mm
Marking-out Reference lines NA
Intermediate points: 5 mm
Geometry Straightness: 3 mm
Retainer bars R
Welding Visual examination
Reference surface Calculation of reference surface GTT program NA
determination Installation of reference wedges Thickness check P/R
Panel corner studs: 1 mm
Stud bolt Location tolerance
Panel intermediate studs: 2 mm P
installation
Perpendicularity Inclination: 2
Visual examination
Sample tests of 4 studs at each
Tensile test: 800 kg P
shift
Stud-bolts welding Bending test: 90
Soundness: 100% with mallet
Visual examination P/R
Undercut: 0.5mm
Flat panels (10 studs per day at
random)
Studs tensile test 800 kg no failure P
Corner panels (first 100 studs,
than 10% random)
2-3
TABLE 3 (continued)
Section
Chapter

2
3
Step between Invar tubes 2 mm

Invar tube Gap between invar tubes or
2 mm gap 20 mm P
installation Invar tube and trihedron
No visible welding defect
Welding
CS1 Systems
Invar tube final Step between Invar tubes 2 mm

H
inspection Gap between Invar tubes or
2 mm gap 20 mm
invar tube and trihedron
No visible welding defects
Invar anchoring
Welding Dye penetrants: 150 mm from ends then R
strips installation
20%
Gap 30 3 mm between adjacent panels
Step on secondary level 1.5 mm secondary barrier level
P/R
Step on primary level 2 mm primary barrier level
Out of plane between flat panels 1.5 mm/0.5 m
Flat panel erection Panel identification and
NA
traceability
Time of mastic installation after In accordance with shipyard practice, in
lay down general not over 45 min
P
Contact with wedges Appearance
Cylindrical foam
Protrusion +0 mm, 2 mm P
plug
Gaps between Filling +0 mm, 5 mm, Gap 3 mm
R
panels Joint filler and flat joint flatness 1.5 mm
Final inspection of
100% visual H
panel installation
111
2-3
TABLE 3 (continued)
112
Section
Chapter

2
3
Epoxy glue for Visual inspection No tiger stripes

triplex pre- According to glue manufacturers H
qualification test Curing test
specification
Cleanliness No dust, grease, stains, etc.
Environmental Temperature Within limits agree with shipyard
condition before R
and during gluing Humidity Within limits agree with shipyard
CS1 Systems
Absence of possible contaminants

Visual inspection Color homogeneity, no tiger stripes
Daily test of epoxy
Check of curing in the oven According with manufacturers P
glue
Hardness specification
Visual inspection Color homogeneity, no tiger stripes
Tests at exchange
Check of curing in the oven According with manufacturers P
of epoxy drum
Hardness specification
Panel position Extremities from 0 to 15 mm
Erection tolerance Overlapping between flexible P/R
Overlap 75 5 mm
triplex edges
Installation of air bag Appearance
Pressure 0.2 bar
Bonding As per graphs depending on ambient P/R
Time
temperature
Squeeze out check Appearance
Local vacuum tests All overlap areas and suspect

200 mbar for 45 seconds, no bubbles H
after bonding areas
After peeling glue remains on rigid
Peeling test Suspect areas H
triplex
Pre-qualification tests Visual
Color homogeneity, no tiger stripes
inspection
Epoxy glue for
Pre-qualification tests Curing According with manufacturers
test specification
pads
Daily before production test
Color homogeneity, no tiger stripes
Visual inspection
2-3
TABLE 3 (continued)
Section
Chapter

2
3
Daily before production test

Check of curing in the oven According with manufacturers
Daily before production test specification
Hardness
Epoxy glue for
Epoxy drum exchange test
bonding top bridge Color homogeneity, no tiger stripes P
Visual inspection
pads (contd)
Daily before production
CS1 Systems
Check of curing in the oven According with manufacturers

Daily before production specification
Hardness
Different level of top surface of Flatness of the insulation surface:
flat panels and top bridge pads 0.5 mm
Gap 4 mm
Erection of top
bridge pads Alignment of top bridge pads at P/R
From 0 to 0.7 mm
between flat panels tank edges
Installation of retainer bars Appearance
As per graphs depending on ambient
Bonding time
temperature
Final check of Gap between panels and bridge pads:
Flatness
insulation 1.5 mm H
completion Cleanliness Appearance
113
2-3
TABLE 4
114
CS1 Cargo Containment System Membrane Installation Section
Chapter

2
3
Clearance I groove between

4.5 mm
lath and tongue
Fitting of sliding
tongues in the Step between lath and grove 0.7 mm P/R
panels Surface of tongue Not crushed
Overlapping with strake end 30 mm, not less than. 15 mm
CS1 Systems
Deflection 4 mm/2 m
Height of folds 1.5 mm
Membrane flanging
2** m test Radius of raised edge 3 mm r 4 mm
P
specimen (2 times Difference of raised edge height 1.5 mm
per tank)
Surface condition No visible defect
Strake end
Distance from invar tube 430 mm + 0 mm/ 1.5 mm P
positioning
Check of tongue and raised
Appearance
Spot weld of edges
P
strakes Application (bearing) defect 1.5 mm
Opening 3.2 mm
Strake seem Visual inspection

welding test P
specimen (300 mm) Metallographic test
** 7 m for new machine test specimen
2-3
TABLE 4 (continued)
CS1 Cargo Containment System Membrane Installation
Section
Chapter

2
3
Position of weld beads 12 mm L 14 mm

Overlap between two beads 10 mm L 30 mm
Aspect of weld bead No defect
Resistance welding
of membrane Offset of two beads 1.5 mm P/R
strakes Distance from 90 strake end L = 160 mm
Distance from 45 strake end L = 100 mm
CS1 Systems
Distance between axis cutting

20 mm
and seam weld
Strake end on other strakes: 15-30 mm
Overlap allowance 45 strake end: 25-30 mm
Installation and Strake end and Invar tube: 40-75 mm
welding of strake R
end Overall thickness of leant edge 7 mm for joggle part
No visible defects
Welding
DPT: 100% manual, 20% automatic
Counter arch deflection 0 mm/2 m
Corner strake shop
test of uncoiling Straightness of raised edges 2 mm/7 m
P
machine (7 m Edge folding radius 2.5 mm r 3.5 mm
sample)**
Height of raised edges 20 mm 1 mm

welding test
P
specimen
(200 mm)*** Metallographic test
** New machine only
*** Every third joint for symmetrical welds,
115
2-3
TABLE 4 (continued)
116
CS1 Cargo Containment System Membrane Installation Section
Chapter

2
3
Corner strake No visible defects

Welding R
installation DPT 100% manual, 20% automatic
Overlap pieces No visible defects
between
Welding DPT 100% R
longitudinal
composite beams DPT 100% manual, 20% automatic
Final inspection of
Complete membrane No visible defects H
CS1 Systems
the membrane
Membrane repairs H
Welding DPT 100%
2-3
TABLE 5
CS1 System Primary Membrane Tightness and Final Tests
Section
Chapter

2
3
Preliminary test Doubt point DPT P

Strength test Visual inspection of boxes Absence of objects between insulation H
etc.
CS1 Systems

Bearing test of
Membrane check (0.7 + 0,5 + 0.7) 3.2 mm
membrane
Opening of asymmetric raised edges:
(0.7 + 0,5 + 1) 3.5 mm
Mechanical test of +20 mbar
Stress test
welding joints
Absence of defects
(minimum 10%)
Secondary barrier pressure: 800 mbar
Helium test Membrane weldings check Allowable leak rate: 0.93 10-4 mbar H
l/sec
1 m/min
Repairs of defects No visible defects

after first helium Welding H
test DPT: 100%
Control and repairs Limited repair areas DPT

after second helium Vacuum test H
test Large repair areas Helium test
117
2-3
TABLE 5 (continued)
118
CS1 System Primary Membrane Tightness and Final Tests Section
Chapter

2
3
Global test during Vacuum pressure: 800 mbar

scaffolding Vacuum decay in 10 hours: P 0.8/es H
removal
Final global test Secondary space pressure: 800 mbar
after closing of all H
tank openings Vacuum decay in 10 hours: P 0.8/es
CS1 Systems

2-3
Chapter 3: LNG Carriers Cargo Handling Systems
CHAPTER 3 LNG Carriers Cargo Handling

Systems
CONTENTS
SECTION 1 Common Features for All LNG Carrier Types .................123
1 Typical Cargo Handling System ........................................123
1.1 General Considerations ................................................ 123
1.2 Typical Cargo Handling System Description ................. 123
2 Typical Cargo Handling System Pipe Lines.......................124
2.1 Main Cargo Handling System Lines .............................. 124
2.2 Common Features of Piping Systems........................... 125
3 Typical Components of LNG Carriers Cargo Handling
System ...............................................................................126
3.1 Cargo Tank Venting and Relief Systems ...................... 126
3.2 Cargo Pumps ................................................................ 126
3.3 Cargo Compressors ...................................................... 126
3.4 Boil-off/Warm-up Heaters.............................................. 127
3.5 LNG Main Vaporizers.................................................... 127
3.6 Forcing Vaporizer.......................................................... 127
3.7 Mist Separator............................................................... 127
FIGURE 1 Typical Cargo Handling System for Membrane

LNG Carrier..............................................................124
SECTION 2 Features Which Are Unique to Membrane Tank LNG

Carriers ...............................................................................129
1 Special Features for Membrane Tank LNG Carriers .........129
1.2 Interbarrier and Insulation Spaces Pressurization
and Inerting System ...................................................... 129
1.3 Insulation and Interbarrier Spaces Protection ............... 130
1.4 Cofferdam Heating System ........................................... 130
2 Pump Towers.....................................................................131
2.1 General ......................................................................... 131
2.2 Pump Towers for Membrane Type LNG Carriers.......... 131
3 Special Features Depending on Propulsion System
and/or Owners Preferences ..............................................132
3.2 Reliquefaction Plants .................................................... 132
3.3 Gas Combustion Units .................................................. 133
FIGURE 1 Interbarrier and Insulation Spaces Pressurization
and Inerting System .................................................130
FIGURE 2 Typical Cofferdam Heating System .........................131
FIGURE 3 Reliquefaction Plant .................................................133
FIGURE 4 Gas Combustion Unit for Dual Fuel Diesel Engine
Option.......................................................................133
SECTION 3 Summary of Surveys to be Carried Out During

Construction and Installation of Cargo Handling
Systems on LNG Carriers ................................................. 135
1 General Considerations .....................................................135
1.1 Scope ............................................................................135
1.2 Exclusions .....................................................................135
2 Cargo and Process Piping .................................................135
2.1 Piping System Stress Analysis ......................................135
2.2 Piping Components .......................................................136
2.3 Relief Valves .................................................................136
2.4 Drip Trays......................................................................136
2.5 Hydrostatic Testing of Piping.........................................136
2.6 Cargo Pipe Insulation ....................................................136
3 Cargo Tank Protection .......................................................136
3.1 Relief Valves .................................................................136
3.2 Filling Limits...................................................................137
4 Use of Boil-off as Fuel........................................................137
4.1 Boil-off Piping ................................................................137
4.2 Master Gas Fuel Valve ..................................................137
4.3 Gas Utilization Units ......................................................137
5 Ventilation in Cargo Area ...................................................138
5.1 Space Normally Entered By Ship Crew .........................138
5.2 Spaces Not Normally Entered By Ship Crew.................138
6 Emergency Shutdown System...........................................138
6.1 Actuators .......................................................................138
6.2 Closing Time .................................................................138
7 Pump Towers.....................................................................138
7.1 Pump Towers for Membrane Type Vessels...................138
8 Instrumentation ..................................................................139
8.1 Gauges..........................................................................139
8.2 Gas Detection System...................................................139
9 Means for Disposing Excessive Boil-off.............................139
9.1 General Considerations.................................................139
9.2 Reliquefaction Plants.....................................................140
9.3 Gas Combustion Unit (Thermal Oxidizer)......................140
10 Miscellaneous Systems/Equipment ...................................140
10.1 Dual Fuel Diesel Engines and Gas Turbines.................140
10.2 Fire Fighting Systems....................................................140
10.3 Surveys of Electric, Automation and Navigation Plants .141
11 Inspection Requirements for Cargo Handing Systems
and Gas Management Systems ........................................141
11.1 Inspection Requirements for Machinery and
Equipment ..................................................................... 141
11.2 Inspection Requirements for Machinery, Equipment
and Systems During and After Installation Onboard ..... 150
TABLE 1 Inspection Requirements for Machinery and

Equipment ................................................................142
TABLE 2 Inspection Requirements for Electrical and
Automation Components .........................................146
TABLE 3 Inspection Requirements for Means for Boil-off
Disposal and Gas Combustion Units ......................147
TABLE 4 Inspection Requirements for Means for Boil-Dual
Fuel Engines ............................................................148
TABLE 5 Inspection Requirements for Means for Boil-Dual
Fuel Gas Turbines ...................................................149
TABLE 6 Inspection Requirements for Machinery,
Equipment and Systems During and
After Installation Onboard ........................................151
Section 1: Common Features for All LNG Carrier Types

Systems
SECTION 1 Common Features for All LNG

Carrier Types
1 Typical Cargo Handling System
1.1 General Considerations

While several different designs have been developed for the cargo containment systems of LNG
carriers, main features of the cargo handling systems are quite similar irrespective of the type of
containment system used for the construction of the vessel.
However, there are certain systems that are not common to all types of LNG carriers. For instance, the
pump tower design is different depending on the types of cargo containment systems, and some
systems, which are peculiar of membrane LNG carriers, such as inerting and pressurization of inter-
barrier and insulation spaces and cofferdam heating systems, are not necessary on independent cargo
tank vessels.
In addition, the systems necessary for disposing the boil-off, such as Steam Dumping, General Combustion
Units and/or Reliquefaction Plants depend on the type of propulsion system and/or Owners preference.
Section 1 describes a typical cargo handling system in general terms and Section 2 details those cargo
handling features which are unique to membrane containment systems.
1.2 Typical Cargo Handling System Description

3-1/Figure 1 is a simplified diagram of a typical cargo handling system for a membrane LNG carrier.
In order to simplify the diagram, only one cargo tank has been considered and certain pipe fittings,
such as bellows, reducers, etc., are not indicated.
This diagram could be considered valid for any type of LNG carrier without any modification, with
the only exception that while membrane and SPB (Self-supporting Prismatic Type B) vessels have a
liquid dome and a vapor dome, Moss-Rosenberg vessels have only one dome that acts as vapor and
liquid dome at the same time.
Chapter 3 LNG Carriers Cargo Handling Systems
Section 1 Common Features for All LNG Carrier Types 3-1
FIGURE 1
Typical Cargo Handling System for Membrane LNG Carrier
LNG MANIFOLD TYPICAL LNG CARGO HANDLING
Z1
Z1
SYSTEM
Z1
Z1
Z1
Z1
VAPOR MANIFOLD
NITROGEN LINE
VENT MAST Nr. 1
OTHER VENT MASTS

SIMILAR
Z1
Z1
Z1
Z1
Z1
Z1
Z1
GAS MAIN
VAPOR MAIN
LNG MAIN
SPRAY MAIN
LNG LIQUID LINE

Z1
Z1
Z1
ELECTRIC MOTORS ROOM
VAPOR LINE
Z1
SPRAY LINE
Z1
Z1
M L
VAPORIZER
VAPORIZER
E
FORCING
Z1
Z1 Z1
Z1
LNG
INERT GAS FROM VAPOR DOME

Z1
ENGINE ROOM LIQUID DOME
M L
E
E
DEMISTER
Z1 BOIL-OFF TO SPRAY NOZZLE
ENGINE ROOM
TANK
HEATER
HEATER
Z1
H = HIGH DUTY COMPRESSOR
M H L = LOW DUTY COMPRESSOR
E M = ELECTRIC MOTOR
Z1
CARGO
EMERGENCY PUMP PIPE
Z1
Z1
Z1
COMPRESSOR
M H ROOM FILLING LINE
E
CARGO PUMP
SPRAY/STRIPPING PUMP
2 Typical Cargo Handling System Pipe Lines
2.1 Main Cargo Handling System Lines

LNG Carrier cargo handling systems are composed of a number of cargo lines, which may be
interconnected, having specific purposes (see 3-1/Figure 1). The following are the main cargo lines
constituting a LNGC cargo handling system.
2.1.1 Liquid Cargo Lines

Liquid cargo is loaded and discharged by the two crossover lines located at midships and is
delivered to and removed from each cargo tank liquid dome through the main liquid cargo
line, which is routed fore and aft along the deck. Each crossover line at midships separates
into two loading/discharging connections, port and starboard, making a total of four loading/
discharge connections on each side of the ship.
The tank discharge lines from the cargo pumps, the loading line, the emergency pump well,
and the stripping/spray line are connected to this manifold on the liquid dome or vapor dome.
2.1.2 Vapor Lines

The cargo tank vapor domes are maintained in communication with each other by the vapor
main running fore and aft along the trunk deck. The vapor main has a cross connection at the
midship manifold for use in regulating tank pressures when loading and discharging.
The system is made of flanged stainless steel pipeline connecting each of the four cargo tanks
by means to the shipside vapor manifold, the compressor house and the forward vent mast
with a common line.
The line to the compressor house allows the gas vapor to be used for:
Sending vapor ashore during cargo loading by means of the high duty compressors in
order to control pressure in the cargo tanks;
Sending the boil-off gas to the engine room via the low duty compressors and heater for
use as fuel in the boilers during ballast/loaded voyages;
Vaporizing the gas to purge-dry the cargo tanks during repair periods.
The line to the forward vent acts as a safety valve to all tanks and is used to control the tank
pressure during normal operations.
2.1.3 Stripping/Spray Line

The stripping/spray line can be connected to the liquid crossover lines and can be used to
drain or to cool down each cargo tank, as well as to spray during cargo discharging if the
return vapor is insufficient.
The stripping/spray system is to be constructed of a butt welded cryogenic stainless steel
pipeline connecting the stripping/spray pump in each cargo tank to the spray main line. The
cargo spray main line supplies liquid gas to the following piping systems/equipment in
support of the associated functions
Spray rails in each tank, to be used for tank cool-down and gas generation;
Main liquid line, to be used for cooling down lines prior to cargo operations;
To discharge into liquid lines preventing line surge when starting main cargo pumps;
Vaporizers for gas generation to compressors and heaters.
2.1.4 Gas Line

The gas line is parallel with the vapor line and serves as a bypass of the vapor line when
single tank operations are necessary.
2.1.5 Inert Gas and Dry Air Lines

The inert gas and dry-air system, located in the engine room, supplies inert gas or dry-air to
the cargo tanks through a dedicated piping line, which is connected to the main cargo system
through a double non-return valve to avoid gas returning to the engine room.
2.2 Common Features of Piping Systems

Cargo piping is to be of welded fabrication to the maximum extent practicable, utilizing a construction
practice intended to reduce the possibility of leakage from joints. Flanged connections are electrically
bonded by means of straps provided between flanges.
Both liquid and vapor systems are designed in such a way that expansion and contraction is absorbed
within the piping configuration, by means of expansion loops and bellows on the liquid and vapor
piping.
Fixed and sliding pipe supports and guides are to be provided to ensure that pipe stresses are kept
within acceptable limits.
All sections of piping related to cargo handling systems that can be isolated, and thus possibly
trapping liquid between closed valves, are to be provided with safety valves that relieve excess
pressure to the nearest vapor dome.
Blank flanges and sample points are to be fitted in the various lines so as to facilitate inerting,
purging, cooling and aeration of the system during repairs.
All sections of the liquid line outside the cargo tanks are to be insulated with rigid polyurethane foam
covered with a molded GRP (glass reinforced plastic) surface treatment. The surface treatment is to
act as a tough water and vapor tight barrier. In some cases the pipes may be insulated with two layers
of insulating material with the tight barrier in between.
3 Typical Components of LNG Carriers Cargo Handling

System
3.1 Cargo Tank Venting and Relief Systems

Each cargo tank with a volume exceeding 20 cubic meters is required to be fitted with two pressure/
vacuum relief valves by the IGC Code.
Cargo tank relief valves are fitted at the liquid domes of each tank and vent to their associated vent
mast riser. In order to provide the accuracy and sensitivity required for the relatively low pressures at
which they must operate these valves are pilot operated (PORV type). A cargo tank pressure sensing
device relays the pressure directly to the pilot operating valve, to ensure an accurate operation of the
relief valves at the ambient low pressures prevailing inside the tank.
3.2 Cargo Pumps

In general, LNG carriers are fitted with submerged, electric, centrifugal cargo pumps for discharging
the cargo. These pumps are installed at the bottom of each tank.
Two main cargo pumps and one stripping/spray pump is typically installed in each tank as fixed units.
Additionally, provisions are made at each tank to introduce an emergency cargo pump in the event of
failure of the two cargo pumps. One emergency pump is carried on each ship.
Each cargo switchboard can be supplied by either one or both the main switchboards.
Due to high electrical load imposed on the cargo switchboards by the running of main cargo pumps,
there may be a limitation, (particularly on older vessels) on the number of pumps that can be run
simultaneously.
3.3 Cargo Compressors

Two heavy duty (HD) compressors are installed in the cargo machinery room on deck for handling
gaseous fluids; LNG vapor and various mixtures of LNG vapor, inert gas or air during the cooling
down, cargo operation and conditioning of tanks.
Two low duty (LD) compressors are also installed in the cargo machinery room on deck for handling
the LNG vapor consisting of the boil-off and forced vaporization. These compressors supply the LNG
vapor to the main boilers where it is consumed as fuel.
The HD and LD compressors are driven by electric motors, installed in an electric motor room which
is segregated from the compressor room by a gas tight bulkhead.
The shaft providing power to the compressors penetrates the bulkhead through a forced nitrogen
bulkhead shaft seal, fitted to prevent any combustible gases from entering the electric motor room.
The seals are affixed to the bulkhead and float on the shafts, supported by ball bearings with a gas
tight shaft seal.
An automatic surge control system is provided for each compressor to ensure that the compressor
flow rate does not fall below the designed minimum.
Inlet guide vanes are fitted at the suction end of each compressor to achieve the required gas flow.
3.4 Boil-off/Warm-up Heaters

Typically, there are two steam heated boil-off/warm-up heaters located in the cargo machinery room
situated on the main deck for the following functions:
Heating the LNG vapor, which is then delivered to the cargo tanks by either of the heavy duty
compressors at the specified temperature for warming up of cargo tanks prior to gas freeing,
Heating product from the forcing vaporizer in conjunction with the heavy-duty compressors, for
the purposes of purging cargo tanks with LNG prior to cool-down,
Heating boil-off gas which is supplied to the main boilers via the low duty compressors (or free
flow).
3.5 LNG Main Vaporizers

The LNG main vaporizer is primarilly used to discharge cargo at the prescribed rate when a vapor
return from the shore is not available.
Another use of the main vaporizer is for purging of cargo tanks with vaporized LNG after inerting and
prior to cool down. LNG is supplied from the shore to the vaporizer via the stripping/spray line.
3.6 Forcing Vaporizer

The forcing vaporizer is provided to supplement boil-off gas for fuel burning up to 100% plus a 5%
margin of the required quantity of gas. LNG is supplied by a stripping/spray pump and flow is
controlled by an automatic inlet feed valve, which receives the signal from the boiler combustion
control system.
3.7 Mist Separator

A mist separator is fitted downstream of the forcing vaporizer to serve as a moisture separator and to
prevent any carry over of liquid to the low duty compressors.
Section 2: Features Which Are Not Common to All LNG Carrier Types

Systems
SECTION 2 Features Which Are Unique to

Membrane Tank LNG Carriers
1 Special Features for Membrane Tank LNG Carriers

The membrane type LNG carriers require systems to control the pressure and the inerting of the tanks,
the pressure differentials between the membrane, the insulation and interbarrier spaces, as well as to
prevent lowering of the temperature of the ships structure below the allowable values for the
structural steels that have been used.
1.2 Interbarrier and Insulation Spaces Pressurization and Inerting System

3-2/Figure 1 of these Guidance Notes details the main features of the interbarrier and insulation space
pressurization and inerting system for a two tank arrangement.
Nitrogen is produced by generators and stored in a pressurized buffer tank. The nitrogen is then
supplied to the pressurization headers through make-up regulating valves, prior to being distributed to
the appropriate system. From the headers, branches are led to the interbarrier and insulation spaces of
each tank.
Excess nitrogen is vented through pressure regulating relief valves to the nitrogen vent mast provided
from each tank from the interbarrier space as well as from the insulation space to the deck.
Section 2 Features Which are Unique to Membrane Tank LNG Carriers 3-2
FIGURE 1
Interbarrier and Insulation Spaces Pressurization and Inerting System
Opening Impulse if
P 2 mb pres. gauge Excess Air
To the nearest Tank Vent Mast
3-Way Generator N. 2
Delivery P P
Valve
To Engine Room
Nitrogen Purging Generator N. 1
O Cooling Unit
12 m3 Air Compressor
7 bar Nitrogen Generators
N2 Gas Storage Tank 2 65 Nm3/h
Opening Impulse if To the
P 2 mb pres. gauge nearest
2 1100 m3/h
Tank Vent NITROGEN GAS GENERATORS ALTERNATIVE
Mast
3"
3"
3"
T P
From
Vacuum Pumps Cross-Over
4
P
4"
P P Gas From Liquid &

Main Vaporizer Header Stripping/Spray Header
4"
4"
NITROGEN GAS HEADER 2" To Gas Main

P Opening Impulse if
4" SECONDARY PRESSURIZATION HEADER 4" P 4 mb pres. gauge
P P
4" PRIMARY PRESSURIZATION HEADER
Secondary
Insulation
Safety Valve
on Deck Level
4"
Opening Set-Point
4"
6"
4"
4"
10 mb pres. gauge
4"
6"
Primary
Water Draining
Insulation
Pump Wol
Venting Mast
6" 6"
1.3 Insulation and Interbarrier Spaces Protection

Both the insulation and interbarrier spaces of each tank are provided with pressure relief valves. These
pressure relief valves are to open at pressure not exceeding 30 mbar for the interbarrier space and 35
mbar for the insulation space above the atmospheric pressure when sensed within each space. A
manual bypass with a globe valve is provided for local venting and sweeping of a space if required.
1.4 Cofferdam Heating System

The purpose of this system is to ensure that the temperature in the cofferdam is maintained at 5C, at
all times when the cargo tanks are in a cold condition. Each cofferdam is heated by two independent
systems; one is in service, while the other is on standby.
The maximum heating condition is determined by the following extreme operating conditions:
External air temperature: 18C
Sea water temperature: 0C
Any failure of the cofferdam heating system with cargo on board must be treated as serious. Accordingly,
each cofferdam is fitted with temperature sensors (generally three) on each forward and aft bulkhead.
The sensors also serve to provide an early indication of a heating tube failure.
3-2/Figure 2 shows a typical heating arrangement.
FIGURE 2
Typical Cofferdam Heating System
From cargo motor To cargo motor
room glycol room glycol
Gycol water A system heater heater
Gycol water B system
Heater B Heater A
Heater B Heater A
COFFERDAM 1 COFFERDAM 2 COFFERDAM 3 COFFERDAM 4 COFFERDAM 5
2 Pump Towers
2.1 General
As the cargo and stripping pumps used for LNG carriers are of the submerged type and since the
internal surface of most of the LNG tanks is smooth and without possible attachment point for the
pumps and their relative pipes and appurtenances, it is necessary to install a special structure inside
the tank, which provides support for the pumps and piping systems.
Pump towers are designed to hang from the liquid dome and have bottom sliding supports provided in
such a way as to permit to the tower vertical movements during its cyclical elongations and shrinkages
due to tank warming- up and cool-down, while restraining horizontal movement of the tower.
The purpose of the pump tower is not only to support the pumps and to provide the necessary risers,
but it is also to support the tank access ladder and other piping and instrumentation equipment.
The instrumentation includes temperature and level sensors, independent high level alarm sensors and
cargo pump electric cables.
2.2 Pump Towers for Membrane Type LNG Carriers

In general, pump towers used for membrane type vessels are quite similar regardless of the type of
cargo containment membrane system (NO 96, Mark III or CS1). However there are some small
differences in the details, for instance the pump tower base support, are different for each containment
system to ensure that the tightness integrity is maintained in way of the structural members where
they protrude into the primary and secondary membranes.
These pump towers consist of a tripod truss assembly mast wherein the main chords of the structure
serve as the pump risers.
The pump towers are fabricated of stainless steel and are designed in triangular boom sections with
three chords, lacings, stringers, platforms, piping supports. The base section serves to provide a
foundation of the pumps as well as to ensure the vertical alignment of tower.
As already mentioned, the chords are utilized for two distinct purposes; first, these constitute the main
structural members of the pump tower and secondarily as discharge piping for the main and
emergency cargo pumps. Chords are supported by horizontal braces and diagonal lacings, which are
saddle fit and welded to main chords.
3 Special Features Depending on Propulsion System and/or

Owners Preferences

To avoid the over pressurization of the cargo containment tanks resulting from the continuous
transformation of part of the cargo into vapor, a generated vapor (boil-off) system is installed enabling
the gas to be used as a fuel for the vessel propulsion and power generation. However, as the
production of boil-off is variable, depending on many factors such as external temperature, quality of
LNG, ship movement in rough sea, etc., in some cases the production of boil-off could be excessive
with respect to the actual demand for propulsion and power generation.
For vessels with steam propulsion, in general, an excessive production of boil-off is not a problem, as
the excessive boil-off may be burned in the main boilers and the residual vapor may be supplied to a
steam conditioning system. However, for LNG carriers having other types of propulsion, like diesel
engines or gas turbines, acceptable secondary means of boil-off utilization are to be provided to
dispose the excessive boil-off any time its quantity exceeds the demand.
As more and more Administrations do not permit venting cargo to the atmosphere, unless there is a
critical situation, for example the safety of the ship may be impaired, the only acceptable solutions are
to provide a reliquefaction plant that can reliquify the excess of boil-off and send it back to the tanks,
or a Gas Combustion Unit (GCU) to burn the excessive boil-off, or any combination of these two.
In general the first solution (reliquefaction plant) is selected when the ship is not intended to use the
boil off as a fuel for her propulsion and power generation (e.g. ships with slow speed diesel engines)
and the second solution (Gas Combustion Unit (GCU) or Thermal Oxidizer) when the boil off is
intended to be used as a fuel and the operation of the GCU is required only occasionally when there is
the necessity to dispose excessive boil-off (e.g., ships with medium speed dual fuel diesel engines and
ships with gas turbines).
3.2 Reliquefaction Plants

In general reliquefaction plants include the following machinery and equipment:
Gas compressors
Nitrogen refrigeration compressors
Cold box (Coolers)
Nitrogen separators
Liquid return pumps
Ancillary equipment and controls
3-2/Figure 3 shows a diagram of a typical reliquefaction plant.
FIGURE 3
Reliquefaction Plant
2 low duty
The system consists of: compressors Cold box
(plate fin heat exchanger)
y Cargo cycle
VENT
y Nitrogen cycle
BOG FEED
MAX
y Auxiliaries MAX
MIN
MIN
PX
Separator
RECYCLING
COOLING LC
WATER
2 3 BY-PASS
1 E
TO TANKS
SUCTION THROTTLE
3 stage N2 centrifugal
compressor with
expander
Reliquefaction plants are installed on the deck above the cargo tanks. Attention is to be paid to the
segregation of the safe areas from the hazardous areas.
3.3 Gas Combustion Units

3-2/Figure 4 shows the diagram of a gas combustion unit associated with a dual-fuel diesel-electric
propulsion plant.
FIGURE 4
Gas Combustion Unit for Dual Fuel Diesel Engine Option
450C FLUE GAS EXIT

TEMPERATURE LIMIT
TT
GCU PLANT FOR

FUNNEL
DUAL FUEL DIESEL CASING
ENGINE OPTION DILUTION DILUTION

AIR FAN AIR FAN
(60% capacity) (60% capacity)
FRESH AIR FRESH AIR
M GCU M
2 COMBUSTION
AIR FANS
(each 60% capacity)
BURNER
DUTY/STANDBY
RELIEF VALVE COMPRESSORS
GAS VALVE TRAINS IN
SET @ 0.225 BarG
VENTILATED ENCLOSURE
HEATER PT
BOIL
OFF
GAS
(BOG) 4.5 BarG
DUAL HIGH BOG FLOW RANGE
PT
FUEL
-40C
ENGINE
LNG FORCING
VAPORISER
DUAL
FUEL
FREEFLOW BYPASS
TANK ENGINE
DUAL
FUEL
MDO SUPPORT
ENGINE LOW BOG FLOW RANGE
DUAL
LNG
FUEL FREEFLOW BYPASS
ENGINE
The main components of a GCU plant are the following:

Gas compressors, in general the existing low duty and/or high duty compressors are often used to
this purpose.
Gas heaters
Nitrogen separators
Master gas valve on deck outside at the border between the hazardous and the safe areas
Gas burners (pilots)
Combustion chamber
Air circulation & cooling fans
Controls system
In general, the GCU is located in a gastight compartment in the funnel. The piping system supplying
the boil off gas from the compressor room to the GCU compartment is to be routed outside the
accommodation space and services spaces and fully welded and of substantial construction. The
temperature of the exhaust gas is not to exceed 450C.
Section3:SummaryofSurveys tobe Carried OutDuringConstructionandInstallationofLNGCarriers CargoHandlingSystems

Systems
SECTION 3 Summary of Surveys to be Carried

Out During Construction and
Installation of Cargo Handling
Systems on LNG Carriers
1 General Considerations
1.1 Scope
General considerations applicable to hull surveys on LNG carriers under construction also apply to
machinery surveys. All machinery and equipment, which are subject of class, are to be surveyed and
functionally tested after installation or during sea/gas trials. Machinery and equipment, which are
subjects of class, are to be properly certified in accordance with the standard ABS Rules and Procedures.
1.2 Exclusions
This Section does not cover the certification, installation and testing of the machinery, equipment and
systems that are not related to cargo handling and typical operations of LNG carriers. For these
systems, and for the equipment which are part of them, reference should be made to the standard ABS
inspection and testing procedures.
2 Cargo and Process Piping
2.1 Piping System Stress Analysis

Where required by 5C-8-5/2.5 of the Steel Vessel Rules, a stress analysis of the cargo and process
piping systems is to be performed and submitted to the cognizant ABS Engineering Office for review.
Note that cargo handling pipes are in general quite thin with respect to their diameter (many pipes are
schedule 10).
For clarification purposes, a complete stress analysis is to be submitted for all piping systems,
including all vapor and liquid lines where the design temperature of the system is 110C or lower.
Section 3 Summary of Surveys to be Carried Out During Construction and Installation of
LNG Carriers Cargo Handling Systems 3-3
2.2 Piping Components

Manufacturers type test for the valves is to be witnessed by ABS Surveyor. For non-cryogenic valves
(temperature above 55C) a certificate issued by a testing authority independent of the manufacturer
may be acceptable provided that the test reports and results are submitted for review. The tests
conducted are to be in accordance with a design standard acceptable to ABS. Note that type test is
required for each valve type and each valve size.
2.3 Relief Valves

The capacity of the relief valves is to be confirmed. The relief valve capacity in the liquid lines shall
be sized to prevent over pressurization of the pipes. i.e. above vapor design pressure. Relief valve
capacity does not consider isolated liquid full cargo lines exposed to fire.
2.4 Drip Trays

The leakage of cargo from pipe flanges on to ship structure is to be prevented. The general, it is an
acceptable arrangement to position free hanging drip trays where leakage is anticipated. The material
of the drip tray is to be suitable to withstand the cargo temperature (generally 316 L stainless steel).
2.5 Hydrostatic Testing of Piping

Hydrostatic testing of pipes outside and inside of the cargo tanks (e.g., discharge from cargo pumps,
and spray lines) is required.
Where water is used for hydrostatic testing of cargo pipes, the procedures for draining and drying out
the cargo pipes are to be submitted for review. Generally, high pressure (15 bar) nitrogen is used for
testing low-temperature service pipes. The Surveyor should ensure that all necessary safety precautions
are observed.
2.6 Cargo Pipe Insulation

The operations relative to the installation of the pipe insulation panels are to be randomly checked as
part of the patrolling activity.
After installation is completed all piping insulation is to be carefully examined.
3 Cargo Tank Protection
3.1 Relief Valves

Surveyors are to confirm that pressure relief valves have been prototype tested. Each valve should be
tested to ensure that it opens at the prescribed pressure setting with an allowance not exceeding 10%
for 0 to 1.5 bar, 6% for 1.5 to 3.0 bar, 3% for 3.0 bar and above.
Pressure relief valves should be set and sealed by a competent authority acceptable to the Administration
and a record of this action, including the values of set pressure should be retained aboard the ship.
Pressure relief valves should be positioned on the cargo tank so that they will remain exposed to vapor
under conditions of 15 list and 0.015L trim, where L is the ship length, as defined by the Rules.
3.2 Filling Limits

Cargo tank protection setting against over filling is to be checked.
No cargo tanks should be more than 98% liquid full at the reference temperature. However, the
Administration may allow a higher filling limit, taking into account the shape of the tank, arrangements
of pressure relief valves, accuracy of level and temperature gauging and the difference between the
loading temperature and the temperature corresponding to the vapor pressure of the cargo at the set
pressure of the pressure relief valves.
These requirements are intended to ensure that the pressure relief valves remain positioned in the area
of the cargo in the vapor phase, since their design and capacity are based on such a condition.
4 Use of Boil-off as Fuel
4.1 Boil-off Piping

The gas fuel piping in machinery spaces should, as far as practicable, have welded joints. Those parts
of the gas fuel piping, which are not enclosed in a ventilated pipe or duct and are on the open deck
outside the cargo area should have full penetration butt welded joints and should be fully x-ray
examined.
Where (inert gas) double-wall gas supply pipe is used, the pressure in the space between concentric
pipes is to be continuously monitored.
Provision should be made for inerting and gas-freeing that portion of the gas fuel piping system
located in the machinery space (e.g., the gas fuel supply piping system between the master gas valve
and the engine/boiler).
The number of flanged joints in the protective pipes or ducts is to be minimized.
The materials, construction and strength of protection pipes or ducts and mechanical ventilation
systems are to be sufficiently robust as to prevent bursting and the rapid expansion of high pressure
gas in the event of gas pipe burst.
Where ventilation air intakes of the double-wall pipe annular space are permitted to be located within
the machinery space, the air intakes of the mechanical ventilation system (30 air changes/hour) are to
be provided with non-return devices effective for gas fuel leaks; however, if a gas detector is fitted at
the air intakes, the non-return devices are not required.
4.2 Master Gas Fuel Valve

A remote operated master gas fuel valve that can be closed from within the machinery space should
be provided within the cargo area for each boil-off gas consumer (e.g., dual fuel diesel engine, gas
combustion unit and reliquefaction plant).
The valve should be arranged so as to close automatically if leakage of gas is detected, or loss of
ventilation for the duct or casing or loss of pressurization of the double wall gas fuel piping occurs.
4.3 Gas Utilization Units

Each gas utilization unit should be provided with a set of three automatic valves. Two of these valves
should be in series in the gas fuel pipe to the consuming equipment. The third valve should be in a
pipe that vents, to a safe location in the open air, that portion of the gas fuel piping that is between the
two valves in series.
These valves should be arranged so that failure of the necessary forced draft, loss of flame on boiler
burners, abnormal pressure in the gas fuel supply line, or failure of the valve control actuating medium
will cause the two gas fuel valves which are in series to close automatically and the vent valve to open
automatically.
Alternatively, the function of one of the valves in series and the vent valve can be incorporated into
one valve body so arranged that, when one of the above conditions occurs, flow to the gas utilization
unit will be blocked and the vent opened. The three shutoff valves should be arranged for manual
reset.
5 Ventilation in Cargo Area
5.1 Space Normally Entered By Ship Crew

Spaces required to be entered during normal cargo handling operations require a minimum of 30 air
changes/hour. Gas-safe spaces, such as electric motor room, are to be kept under positive pressure.
Gas-dangerous spaces, such as cargo compressor room, are to be kept under negative pressure.
5.2 Spaces Not Normally Entered By Ship Crew

Spaces not normally entered during service, but where crew may enter during operation require a
minimum of 8 air changes/hour.
6 Emergency Shutdown System
6.1 Actuators
Spring-loaded, single-acting actuators operating on the principles of pressure to open, spring to
close are considered to be the fail-safe type.
Where double acting actuators are fitted, there is to be a single accumulated motive power provided at
each valve which will, without recharging, close each valve upon activation of the emergency
shutdown (ESD) system. One accumulator may serve more than one valve if the valves are located in
the same area such as the cargo manifold.
6.2 Closing Time

Thirty-second closing time of the ESD valve should be verified by the Surveyor. The closure time of
30 seconds for the ESD valve should be measured from the time of manual or automatic initiation to
final closure. This is called the total shutdown time and is made up of a signal response time and a
valve closure time.
The valve closure time should be such as to avoid a pressure surge in the pipelines and closure should
be in a manner such as to cut off the flows smoothly.
7 Pump Towers
7.1 Pump Towers for Membrane Type Vessels

Design and construction of pump towers for LNG carriers are similar to that of a lattice type crane
boom or other engineered structure of a lattice type. Noting that pump towers are securely welded to
and supported by the ships trunk deck structure and their vertical position maintained by the pump
tower base support at the lower end, they are subjected to significant sloshing loads induced by cargo
movement.
The placement, alignment and welding of all members are to be closely monitored for adherence to
designers parameters. Weldments at these support connections must be closely examined for undercut,
minimum convexity and appearance. Additionally, longitudinal alignment (pump towers are traditionally
built in horizontal position using jigs and support frames.) is to be carefully surveyed to ensure
adequate strength with minimum point loading. Details and clearances must be followed with minimum
distortion to prevent undue stresses being locked into the structure.
Particular care is to be paid to check the installation of the pump tower support at the bottom of the
tank. In particular, the in-plane alignment of the upper face of the support is to be checked after
installation. The accuracy of the construction and installation of the support should be verified to be in
accordance with the tolerances established by the designer and the shipyard.
After installation of the pump tower, the clearances of the pumps inlets from the tank bottom and the
distances of certain selected points of the tower from the adjacent bulkhead and/or bottom should be
recorded and referenced during subsequent surveys. These recorded values, are to be used to confirm
that no subsequent permanent deformation of the tower have been induced by the loads (sloshing) that
the tower had to withstand during its service.
8 Instrumentation
8.1 Gauges
Each cargo tank is to be provided with gauges to indicate the level, pressure and temperature of the
cargo. In addition pressure gauges and temperature indicating devices should be installed in the liquid
and vapor piping systems, in the cargo refrigerating installations, and the inert gas system.
8.2 Gas Detection System

A permanent gas detection system is to be provided and tested in all hazardous areas and areas
adjacent to hazardous areas as per approved hazardous zone drawings. In particular, permanently
installed system of gas detection and audible and visual alarms should be provided for:
Cargo compressor rooms;
Motor rooms for cargo handling machinery;
Cargo control rooms unless designated as gas-safe;
Other enclosed spaces in the cargo area where vapor may accumulate;
Ventilation hoods and boil off gas ducts,
Air locks.
Runs of sampling pipes within safe space are to be the shortest possible length. The penetrations are
to be of an approved type having fire integrity at least as effective as the bulkhead.
A manual isolation valve is to be fitted at each penetration on the gas-safe side.
The entire gas-analyzing unit is to be automatically shut down when the gas concentration inside the
cabinet reaches 30% of the lower flammability limit.
9 Means for Disposing Excessive Boil-off

Cargo containment systems are to be designed for a Maximum Allowable Relief Valve Setting (MARVS)
of not less than the vapor pressure of the specific cargo at a temperature of 45C. The maximum rate
of boil-off is to be determined considering the insulation thickness and an ambient temperature of
45C.
9.2 Reliquefaction Plants

During installation and testing of a reliquefaction plant, the following items are to be surveyed/inspected:
Piping systems are to be visually inspected and hydrostatic tested,
Electrical wiring and connections are to be inspected for continuity and proper workmanship,
Instrumentation is to be tested to confirm proper operation at determined set points,
Pressure relief valves are to be tested,
Control and shut-down systems are to be tested,
The whole plant is to be tested in operation.
9.3 Gas Combustion Unit (Thermal Oxidizer)

During installation and testing of a GCU, the following items are to be surveyed/inspected:
Piping systems are to be visually inspected and hydrostatic tested,
Electrical wiring and connections are to be inspected for continuity and proper workmanship,
Instrumentation is to be tested to confirm proper operation at determined set points,
Pressure relief valves are to be tested,
Control and shut-down systems are to be tested,
The whole plant is to be tested in operation.
10 Miscellaneous Systems/Equipment
10.1 Dual Fuel Diesel Engines and Gas Turbines

Dual fuel diesel engines and gas turbines are to be surveyed / inspected during installation on board,
as described above for reliquefaction plants and GCUs. Of course, their operation will be extensively
tested during sea trials.
10.2 Fire Fighting Systems

In general, the following fire fighting systems are or may be installed in a LNG carrier:
Fire main systems
CO2 systems
Portable and semi-portable fire extinguishers
Fixed local application of fire extinguishing system
Galley fire extinguishing systems
Dry powder fixed fire extinguishing systems
High pressure and low pressure foam system
Fog systems
However, for LNG carriers, there are no particular inspection or procedure requirements in addition or
in alternative to those for other types of vessels.
Even though this is not a particular requirement for LNG carriers, it is stressed and important to verify
on board the fire control plans and safety plan against the location, condition and data of the approved
equipment, with particular reference to: all items of fire fighting, fire detection, safety equipment
(including emergency escape route breathing apparatus (EEBD).
10.3 Surveys of Electric, Automation and Navigation Plants

Electrical, automation and navigating equipment are to be certified and inspected in accordance with
the procedures valid for all the vessels.
For all the electrical equipment and plants intended to be installed in the hazardous areas, the check of
the certificates stating their suitability for hazardous location is particularly important.
11 Inspection Requirements for Cargo Handing Systems and

Gas Management Systems
11.1 Inspection Requirements for Machinery and Equipment

Each machinery and piece of equipment listed in the tables below has been annotated to agree with
ABS Rules, the IMO IGC and other IMO requirements. This list is not to be considered exhaustive.
Should additional equipment not listed be fitted onboard, the same will also be specially considered
for compliance with the Rules, the IGC Code and other IMO requirements (Note: The Surveyor may
require additional certification on any equipment as considered necessary on a case-by-case basis).
These tables are given as an example only and provides guidance to the Surveyor on the inspection
requirements for the typical equipment used for LNG carriers. Noting the variety of machinery and
equipment and the large number of manufacturers, it is considered impossible to prepare typical
inspection plans, including acceptance criteria, for each of them. For this reason the following tables
are only intended to list the minimum requirements relative to the documentation to be submitted by
the manufacturers and the required Surveyors attendance. Of course, each manufacturer will use
Inspection Plans developed in accordance with their format and procedures. These inspection plans
are to be reviewed by the attending Surveyor and when appropriate agreed to on a case by case basis.
The Tables below include only those machinery and pieces of equipment and systems, which are
connected with the Cargo Handling and Gas Management Systems. All other machinery, equipment
and systems, essential for ship propulsion, operation and safety (such as propulsion and fire fighting
systems) are not listed in the following tables. Reference should be made to the ABS Rules and
procedures applicable to all the vessels.
The following symbols are used in the Tables:
NA No action
DA Design Approval Required
MT Material Testing is to be witnessed by an ABS Surveyor
MS Product is to be inspected during fabrication by an ABS Surveyor
FS Finished product to be inspected and operational, hydrostatic, non-destructive testing,
or other required tests are to be witnessed by an ABS Surveyor at place of manufacturer
OB Operational, hydrostatic non-destructive testing, or other required tests are to be
witnessed by an ABS Surveyor after installation on board vessel
RA Regulatory Approval required by IMO or MED or specific Flag's Administration -
Evidence of approval are to be provided to ABS Surveyor
MD Manufacturer should supply documentation to guarantee that the material or the
equipment complies with an acceptable Standard (e.g., Standard tests reports, Ex
Certification, etc.)
TABLE 1
Inspection Requirements for Machinery and Equipment
Item Inspection Requirements Remarks Sketch/Photo
Design approval not

required, however detailed
drawings showing
materials and geometry to
Cargo pump (main, be submitted for reference
FS, OB, MD
stripping & emergency)
Material test report is to
be examined by the
attending Surveyor
Design approval not

required however detailed
High duty compressor FS, OB, MD drawings showing
be submitted for reference
Design approval not

required, however detailed
Low duty compressors FS, OB, MD drawings showing
be submitted for reference
Requirements for material

DA, MT, MS, FS, OB, testing are the same as per
LNG vaporizer
MD all pressure vessels. Refer
to 5C-8-6/1.3

Forcing vaporizer
to 5C-8-6/1.3

Boil-off warm-up heater
to 5C-8-6/1.3
TABLE 1 (continued)
Inert gas generator units OB, MD
Nitrogen generator units OB, MD
DA is not required if in
compliance with
recognized Standards
Valves for cargo system
(working temp. range DA, MT, FS, OB, MD
163C to +80C) FS refers to type test
(tightness test for all types
and all dimensions of
valves
Valves for nitrogen

system DA is not required if in
(working temp. range DA, OB, MD compliance with
50C to +80C)
Valves for nitrogen
(working temp. range DA, OB, MD compliance with
18C to +80C)
Valves for nitrogen
(working temp. range DA, FS, OB, MD compliance with
180C to +90C)
Safety valves for cargo
DA, FS, OB, MD compliance with
tank and insulation space
Safety valve for cargo line DA, FS, OB, MD compliance with
TABLE 1 (continued)
Control valve for cargo
DA, FS, OB, MD compliance with
system
Control valve for glycol
DA, OB, MD compliance with
heating system
Cargo pipe insulation OB, MD
Emergency shut-down
system and safety system OB, MD
components
Gas detection system
OB, MD
components
Water drain pump (for
pumping out drain water
OB, MD
from secondary insulation
space)
Custody transfer system
OB, MD
components
Float type level gauge for
DA, OB, MD
cargo tank
Temperature pressure
sensor components
installed in secondary
OB, MD
insulation space, water
ballast tanks, cofferdam,
etc.
DA is limited to
Water detectors in
DA, OB, MD intrinsically safety aspects
insulation space
only
Valve remote control
system for cargo and OB, MD
ballast system
Compliance with Rule
requirement is to be
Cryogenic cargo hose for
MD demonstrated sending
ship to ship cargo transfer
proper documentation to
Engineering office
Fender for ship to ship
MD
system
Bellows for cargo lines DA, FS, OB, MD
Pipes for cargo lines If design T < 110C, a
(working temp. range complete stress analysis
DA, MT, MS, FS, OB
for piping system is to be
163C to +80C)
submitted
Pipes exceeding 10.3 bar
pressure for insulation
space pressurization MT, MS, FS, OB
(working temp. range
50C to +80C)
Pipes not exceeding 10.3
bar pressure for insulation
space pressurization OB, MT
(working temp. range
50C to +80C)
TABLE 1 (continued)
Pipes exceeding 10.3 bar
pressure for cofferdam
heating system (working MT, MS, FS, OB
temp. range 50C to
+80C)
Pipes not exceeding 10.3
bar pressure for cofferdam
heating system (working OB, MT
temp. range 50C to
+80C)
Pipe fittings (elbow, DA is not required if in
reducer, tee, flange) DA, OB, MD compliance with
for cargo line recognized Standards
Gasket for cargo line OB, MT
Bolt/nut for cargo line MT
DA is limited to
Flow-meter for cargo
system
only
Spray nozzle for cargo
OB, MT
tank cooling-down
Strainer for cargo pipe They are also to be
(manifold, spray line and OB, MT checked according to
cargo comp. inlet) pressure vessels
Strainer for control air and
N2 gas (cargo comp. OB, MT
sealing, T.N.)
SOLAS requirement EC
Personal protection
RA flag ships are subject to
equipment
MED Directive
SOLAS requirement EC
Breathing apparatus and
RA flag ships are subject to
clothing, etc.
MED Directive
TABLE 2
Inspection Requirements for Electrical and Automation Components
Ship/shore communication
MD
system components
Lighting fixtures for
To be certified by an
hazardous areas (explosion MD
Authorized Organization
proof)
Safe certified electric
To be certified by an
apparatus for hazardous MD
Authorized Organization
areas
Cargo control Room
DA, FS, OB
Console
DA is limited to
Electric temperature and
pressure sensors
only
DA is limited to
Electric and electronic
level sensors
only
Electric motors > 100 kW
for LNG cargo or vapor DA, FS. OB
handling services
TABLE 3
Inspection Requirements for Means for Boil-off Disposal
and Gas Combustion Units
As per standard
LNG separators (where
requirements for pressure
fitted)
vessels
DA not required, anyway
detailed drawings showing
Refrigerant compressors/ materials and geometry of
FS, OB
expanders the equipment to be
included for reference
purposes
As per standard
Cryogenic heat exchanger/
cold box
vessels
As per standard
Refrigerant sea water
cooler
vessels
As per standard
Refrigerant accumulators requirements for pressure
vessels
LNG return to cargo tank
DA, MT, MS, FS, OB
piping system
Re-liquefaction control
DA, FS, OB
system
Gas burner unit including
OB, MT
oil pilot burner
Burner management
DA, FS, OB
system
Combustion chamber and
OB, MD
associated refractory
Forced draft fans and
OB, MD
dilution fans
Exhaust trunk FS, OB, MD
TABLE 4
Inspection Requirements for Means for Boil-off Dual Fuel Engines
Gas valve enclosure OB, MD
As per standard
Gas storage pressure
vessels
vessels
As per standard
Dual fuel diesel engine requirements for pressure
vessels
Crankcase, inlet manifold
If not in compliance with a
and exhaust manifold
FS recognized standard it
explosion protection
should be also DA
systems
TABLE 5
Inspection Requirements for Means for Boil-off Dual Fuel Gas Turbines
Gas valve enclosure OB, MD
As per standard
Gas storage pressure
vessels
vessels
Dual fuel gas turbine DA, MT, MS, FS, OB
Gas turbine enclosure
DA
ventilation system
Gas turbine enclosure fire
DA
fighting system
Dual fuel gas turbine
DA, MS, FS, OB
(package)
Gas turbine combustion
DA, OB Design verification only
air supply ducting
Gas turbine exhaust
DA, OB Design verification only
system
Gas turbine combustion
DA, FS, OB
control system
11.2 Inspection Requirements for Machinery, Equipment and Systems During and
After Installation Onboard
The following table is a list of items (plants, systems, installations, operations) that are in general inspected
during the outfitting of a todays Standard LNG carrier after completion of hull construction and
cargo containment system installation.
This table is given as an example only and to provide guidance to the Surveyor on the inspection
requirements for the typical equipment used for LNG carriers. Considering the variety of machinery
and equipment, the large number of manufacturers and sub-contractors and the different shipyards
procedures, it is considered impossible to prepare typical inspection plans, including acceptance
criteria, for each of item. For this reason the following tables are only intended to list the essential
requirements of attendance to the various tests, trials and commissioning. The inspections are to be
carried out in accordance with ABS Rules and are following inspection plans and, for the most
complex systems, test memoranda prepared by the shipyard, manufacturer and/or sub-contractors and
agreed with ABS.
The Tables below include only those machinery, equipment and systems, which are connected with
the Cargo Handling and Gas Management Systems. All other machinery, equipment and systems,
essential for ship propulsion, operation and safety (such as propulsion and fire fighting systems) are
not listed in the following table. Reference should be made to the ABS Rules and procedures
applicable to all the vessels.
The following symbols are used in the Table:
I Inspection required
R Random inspection or inspection of selected samples by ABS Surveyor
P As part of the ABS Surveyors patrolling activity
S To be inspected by the Shipyard Quality Assurance/Quality Control Department and
relative inspection reports should be made available to ABS Surveyor, if requested
TABLE 6
Inspection Requirements for Machinery, Equipment and Systems
During and After Installation Onboard
Activity Inspection Remarks
Rules do not require leak test. Leak test will be verified by QM and
Inert gas system pipe leak test S/R
Surveyor can monitor leaks during capacity test or operational test.
As part of patrolling activity if cable is accessible at all time Shipyard
Cable trunk installation inspection I/P to give notification of work progress to Class for scheduling patrol
inspections.
Cargo area cable installation inspection I/P to give notification of work progress to Class for scheduling patrol
inspections
Passage way cable installation inspection I/P to give notification of work progress to Class for scheduling patrol
inspections
Duct keel cable installation inspection I
Shipyard shall provide a list of the installed equipment, including up to
Hazardous area electrical equipment
R/P date certificates for the installed equipment. Surveyor will perform
confirmatory inspection
random checks to confirm
Insulation resistance measurement R/P Record to be submitted
Cofferdam cable installation inspection I/P to give notification of work progress to Class for scheduling patrol
inspections.
Motor/compressor room for cargo system
I/P to give notification of work progress to Class for scheduling patrol
cable installation inspection
inspections.
Trunk deck space cable installation
I/P to give notification of work progress to Class for scheduling patrol
inspection.
inspections.
Cargo hold temperature sensor cable
I It may be included in the cargo containment system inspections.
installation inspection.
High voltage cable test I
As part of patrolling activity if cable is accessible at all time or
Cargo pump tower cable installation
I/P alternatively as part of official pump tower inspection, prior to
inspection.
installation of pump tower in cargo tank.
Installation inspection may be performed at same time as hydrotest or
Deck steam and conditioning system pipe
I air test as applicable. Access to all parts of the piping system shall be
hydrotest and installation
provide to allow proper inspection
Valve remote control system pipe
hydrotest (main line) and installation
Cofferdam and liquid dome heating coil
hydrotest and installation
Cargo line (SUS) welding inspection I
Liquid/spray line pipe leak test (1bar) I
Insulation barrier N2 pressurization pipe
I
leak test (1bar)
Gaseous pipe bellows installation & bolt
I
tightening general inspection
Cargo piping system pipe welding
I
inspection
TABLE 6 (continued)
Cargo piping system pipe air test and
installation
provided to allow proper inspection.
Cargo piping system pipe inside camera
I
inspection
Safety exhaust line instrumentation
I May be checked during the general survey
inspection
Purge/sample line instrumentation
I May be checked during the general survey.
inspection
Fuel gas pipe hydrotest and inspection I air test as applicable. Access to all parts of the piping system shall be
provided to allow proper inspection.
Fuel gas pipe welding inspection. I
Punching device system inspection (only
I
no.96 systems)
Steel door, hatch & vent cover in cargo
I Chalk test may be considered
area
Second barrier temperature sensor
I
installation inspection
Pump tower guide (base plate) installation
I
inspection
Vapor dome installation inspection I
Liquid dome installation inspection I
Cargo pump safety device function test I
Ship/shore communication tel. function
I
test
I.A.S. function test (cargo) (10% random) I
Nitrogen gen. safety device function test I
Custody transfer sys sensor function test I
Vacuum pump safety device test I
Gas flow meter function test I
Valve remote cont. system. Function test
I
(20% random)
Gas detection system function test I
I.G. blower capacity confirm I to be checked with the IG system running
Dry powder sys. operation test I
Main deck CO2 sys. air blowing test I
Emergency cargo pump handling davit
I
operation test
Emergency shut down sys. function test I
Cargo compressor safety device function
I
test
Cargo compressor running test I See gas trials
Water curtain and deicing operation test
I See gas trials
(water spray pump)
Emergency cargo pump running test I See gas trials
Stripping pump running test I See gas trials.
Vacuum pump function test I See gas trials.
TABLE 6 (continued)
Boil-off/warm-up heaters function test I See gas trials
N2 generator operation test (with feed air
I
comp.)
Water detection sys. function test I See gas trials
Vaporizer function test I See gas trials
Glycol heater on-board test I See gas trials
Control v/v for cargo sys. operation test I
Control v/v for glycol heating sys.
I
operation test
Water drain pump operation test I
Float type level gauge function test I
Custody transfer sys. operation test I See gas trials
Emergency cargo pump installation
I See gas trials.
demonstration
Cold test I
Gas trial I
Class I pipe fabrication inspection I
Class II pipe fabrication inspection I
Cargo pipe leak test I
Chapter 4: Final Tests and Trials
CHAPTER 4 Final Tests and Trials
CONTENTS
SECTION 1 Gas Trials and First Loading-Unloading Operation ........159
1 Hydrostatic Test of Membrane Type LNG Carriers
Ballast Tanks .....................................................................159
2 Sea Trials...........................................................................159
3 Gas Trials...........................................................................159
3.1 Purpose and Scope of Gas Trials ................................. 159
3.2 Gas Trials Steps............................................................ 160
4 Cold Test............................................................................160
4.1 Barrier Spaces Nitrogen Filling...................................... 160
4.2 Cargo Tank and Piping Drying ...................................... 161
4.3 Inerting .......................................................................... 161
4.4 Cargo Pipelines Cool Down .......................................... 162
5 Cargo Handling Systems Tests During Gas Trials ............162
5.1 Connection to the Terminal and Emergency
Shutdown System Test ................................................. 162
5.2 Purging (Gassing-up) .................................................... 163
5.3 Cool Down .................................................................... 163
5.4 Loading ......................................................................... 164
5.5 Purging (Gassing-up) at Sea......................................... 165
5.6 Cooling Down at Sea .................................................... 165
5.7 Cargo Transfer and Pump Operations .......................... 165
5.8 Unloading ...................................................................... 166
5.9 Warming-up .................................................................. 166
5.10 Inerting and Aeration..................................................... 167
6 Gas Management System Tests During Gas Trials ..........167
6.1 Gas Burning Operations Confirmation Tests................. 167
6.2 BOG and Vaporized Gas Operations Confirmation
Tests ............................................................................. 167
6.3 Other Tests ................................................................... 167
7 First Loading-Unloading Operation....................................168
7.1 Surveyors Attendance During First
Loading-Unloading Operation ....................................... 168
7.2 Verification of Filling Limits............................................ 168
7.3 Verification of Cold Spots.............................................. 168
SECTION 2 SNAME Guide for LNG Vessels Gas Trials and First
Loading-Unloading Operation .......................................... 169
1 Why SNAME Gas Trial Guide for LNG Vessels?............169
2 Introduction ........................................................................169
2.1 Origin.............................................................................169
2.2 Purpose .........................................................................169
2.3 Trial Objectives..............................................................170
2.4 Selective Invocation ......................................................170
2.5 Recognition of Uncertainty ............................................170
2.6 Planning ........................................................................171
2.7 Pre-trial Check List ........................................................171
2.8 Builders Trials...............................................................172
3 Pre-trial Preparations .........................................................172
3.1 Tests Completion ..........................................................172
3.2 Tanks.............................................................................172
3.3 Piping Systems..............................................................172
3.4 Pumps ...........................................................................173
3.5 Cargo Equipment ..........................................................173
3.6 Prerequisites to Cold Trials ...........................................173
4 Drying and Inerting.............................................................174
4.1 Inert Gas Plant ..............................................................174
4.2 Nitrogen Systems ..........................................................174
4.3 Cryogenic Piping ...........................................................174
4.4 Hold Spaces ..................................................................174
4.5 Cargo Tanks..................................................................174
4.6 Insulation .......................................................................175
4.7 Scope and Duration of Tests .........................................175
5 Cold Testing of Deck Machinery and Piping......................175
5.1 General..........................................................................175
5.2 LNG Vaporizer...............................................................176
5.3 Vapor Header Pressure Control Valve ..........................176
5.4 Vapor Header Mast Heater............................................176
5.5 Boil-off Gas Compressors .............................................176
5.6 Boil-off and Warm-up Gas Heaters ...............................176
5.7 Boil-off Disposal System................................................176
6 Displacement of Inert Gas and Cool-down ........................177
6.1 Displacement of Inert Gas .............................................177
6.2 Cool-down .....................................................................177
7 LNG Handling ....................................................................178
7.1 General..........................................................................178
7.2 Loading and Testing Phase 1........................................178
7.3 LNG Loading and Testing Phase 2 ...............................178
7.4 Fill One Cargo Tank and Test .......................................179
7.5 Filling and Discharging Each Cargo Tank .....................179
7.6 Observations .................................................................179
7.7 Special Remarks ...........................................................180
8 Boil-off Handling.................................................................180
8.1 General ......................................................................... 180
8.2 Gas Compressor ........................................................... 180
8.3 Boil-off Heaters ............................................................. 180
8.4 Operational Trials, Venting Permitted ........................... 180
8.5 Operational Trials, No Venting. ..................................... 181
8.6 Alternate Propulsion System......................................... 181
9 Warm-up and Gas Freeing ................................................181
9.1 General ......................................................................... 181
9.2 Tests and Operations.................................................... 181
9.3 Scope and Duration ...................................................... 182
9.4 Safety Precaution.......................................................... 182
10 First Full Load and Discharge............................................182
10.1 Checks at Loading Port................................................. 182
10.2 Inerting and Drying........................................................ 182
10.3 Cargo Piping Cool-down ............................................... 182
10.4 Cofferdam and Ballast Tank Checks............................. 183
10.5 Tank Cool-down ............................................................ 183
10.6 Loading ......................................................................... 183
10.7 Inert Gas Monitoring...................................................... 183
10.8 Cargo Characteristics Monitoring .................................. 183
10.9 Filling Limits Check ....................................................... 183
10.10 Hull Checks ................................................................... 183
10.11 Strain Measurements .................................................... 183
10.12 Items to be Recorded During Voyage ........................... 183
10.13 Tank Pressure Control System Check .......................... 184
10.14 Checks of Cargo Handling System Before
Unloading ...................................................................... 184
10.15 Checks of Cargo Before Unloading............................... 184
10.16 Cargo Unloading ........................................................... 184
10.17 Measurements During Unloading.................................. 184
11 Glossary.............................................................................184
11.1 As Agreed ..................................................................... 184
11.2 Boil-off........................................................................... 184
11.3 Boil-off Rate .................................................................. 184
11.4 Cargo Containment System .......................................... 184
11.5 Cargo Tank ................................................................... 185
11.6 Classification Society .................................................... 185
11.7 Cofferdam ..................................................................... 185
11.8 Cold Test....................................................................... 185
11.9 Cool-down ..................................................................... 185
11.10 Dry Air ........................................................................... 185
11.11 Hold Space ................................................................... 185
11.12 Inert............................................................................... 185
11.13 Insulation Space............................................................ 185
11.14 Interbarrier Space ......................................................... 185
11.15 Operational Test............................................................ 185
11.16 Performance Test.......................................................... 185
11.17 Primary Barriers ............................................................186
11.18 Regulatory Bodies .........................................................186
11.19 Red Hand Setting ..........................................................186
11.20 Secondary Barriers........................................................186
11.21 Shall ..............................................................................186
11.22 Should ...........................................................................186
11.23 Tank Cover....................................................................186
11.24 Tank Dome....................................................................186
11.25 Tank Dome Altitude .......................................................186
11.26 Void Space ....................................................................186
Section 1: Gas Trials and First Loading-Unloading Operation
SECTION 1 Gas Trials and First Loading-

Unloading Operation
1 Hydrostatic Test of Membrane Type LNG Carriers Ballast

Tanks
According to the IGC Code all ballast tanks adjacent to cargo tanks are to be hydrotested.
The test can be carried out at any time after construction of the tank. In general, many shipyards prefer
to hydrotest a few ballast tanks while the vessel is still in the drydock or just after launching before
the installation of the cargo containment insulation and barriers, and to complete the final tank test
just before or during the sea trials.
Once the cargo tank insulation is installed, the external surface of ballast tank boundaries in way of
cargo tanks cannot be examined. Therefore, the hydrostatic test of ballast tanks is completed by
inspecting the tank from inside after the ballast has been discharged to confirm the absence of cracks
or permanent deformation due to pressure of the ballast.
2 Sea Trials
After completion, LNG carriers perform sea trials as any other type of vessels. As there are no
particular differences of the sea trials procedures, sea trials are not covered by these Guidance Notes.
3 Gas Trials
3.1 Purpose and Scope of Gas Trials

In addition to and after normal sea trials, an LNG carrier is required to perform gas trials before
delivery.
The purpose of gas trials is to demonstrate the proper functioning and performance of all the equipment
associated with each possible operation related to the cargo handling and gas management systems,
including instrumentation, monitoring control and alarm systems.
During gas trials the performance of the various systems and equipment is verified with a suitable
quantity of LNG that is loaded at an LNG terminal.
Chapter 4 Final Tests and Trials
Section 1 Gas Trials and First Loading-Unloading Operation 4-1
In general, the following operations are to be performed during gas trials:

Filling the interbarrier spaces with nitrogen
Inerting of cargo tanks and cargo lines
Purging (Gassing-up)
Cool-down of cargo tanks and cargo lines
Loading LNG
Cargo pumps operation
Emergency cargo transfer using emergency pump
Unloading
Warm-up of the tank
Inerting and aerating the tanks
Gas Management
3.2 Gas Trials Steps

In general, the gas trials may be divided in three phases, as follows:
The first phase is carried out when the vessel is still in the shipyard. This phase is also indicated
as a Cold Test.
The second phase is the actual test of the cargo handling system that starts when the vessel
reaches the terminal to load the LNG necessary for the trials and is completed when the vessel
returns to the terminal to discharge the LNG used for the tests.
The third phase is the test of the gas management system and gas propulsion and is carried out at
the same time of the test of cargo handling system.
4 Cold Test
4.1 Barrier Spaces Nitrogen Filling

The purpose of this operation is to displace the oxygen that can be present in the barrier spaces with
nitrogen generated by the nitrogen generator until the content of oxygen in the space is reduced to less
than 3% in volume.
The typical procedure employed by shipyards is as follows:
1. Assure that the pressure in the cargo tank is in a range between 1050 and 1200 millibars
absolute.
2. Start the nitrogen generator and fill the nitrogen buffer tank to its maximum working pressure.
3. Purge all the Nitrogen (N2) lines.
4. Supply the nitrogen simultaneously to the insulation space and the interbarrier space through
the nitrogen supply by-pass valves. Displaced air with nitrogen mixture is vented to the
atmosphere through the exhaust by-pass valve.
5. After reaching an oxygen content of less than 3% both the by-pass valves are closed and the
normal nitrogen supply/exhaust valves are put in auto-control mode.
The dew point of the nitrogen should be less than 70C.
During the purging operations the following items are to be checked and/or recorded, as applicable.
Tank pressure
Insulation space and interbarrier space pressure
O2 content
4.2 Cargo Tank and Piping Drying

The purpose of this operation is to eliminate the humidity inside the cargo tank in order to prevent the
possible formation of ice when the tank is cooled.
The cargo tank internal atmosphere is displaced by dry air produced by the inert gas generator until
the dew point inside the tank becomes less than 20C.
1. Vapor, liquid and spray headers are blown with dry air for cleaning.
2. The dry air produced by the inert gas generator is supplied to all cargo tanks through the
cargo liquid line and the tank filling lines. The displaced air is led to the vent mast through the
cargo vapor line and dispersed into the atmosphere.
3. After reaching a dew point less than 20C, the associated cargo piping is dried by a flow of
dry air.
During the purging operations the following items are to be checked and/or recorded, as applicable.
Tank dew point
Tank temperature and pressure
Air temperature, pressure and dew point at the inert gas generator outlet.
The correct functioning and running of the inert gas generator should be confirmed during the test.
4.3 Inerting
The following atmosphere composition should be obtained inside the inerted tanks:
Oxygen content less than 2%
Dew point lower than 40C.
Some terminals require that the first inerting operation before loading of the LNG necessary for the
gas trials be made using gaseous nitrogen rather than CO2.
The typical procedure of inerting with gaseous nitrogen employed by shipyards is as follows:
1. The spray line between the cargo manifold and the tanks is cooled down
2. Liquid nitrogen is supplied to the LNG vaporizer from a shore tank through the liquid manifold
and the spray line
3. The gaseous nitrogen generated by the LNG vaporizer is supplied to the cargo tanks through
the cargo vapor line. The displaced air is led to the vent mast through the cargo liquid line and
dispersed into the atmosphere.
4. Dew point and O2 content are measured at the sampling point of the tank
During the operation the following items are to be checked and/or recorded, as applicable.
Supply rate, pressure and temperature of liquid nitrogen
Pressure and temperature of nitrogen at the vaporizer outlet
Dew point and O2 content in the cargo tank.
The correct functioning of the LNG vaporizer should be confirmed during the test.
4.4 Cargo Pipelines Cool Down

Liquid cargo lines, vapor cargo lines and spray lines are to be cooled down to check the piping
condition in cooled condition as far as motion on supports and insulation effectiveness are concerned.
In addition, the complete piping system is to be inspected to confirm the absence of cold spots
during this operation.
1. A temporary mixer is provided at the cargo manifold to generate cold gaseous nitrogen
2. The mixture is supplied to the liquid cargo lines, vapor cargo lines and spray lines until a
temperature of equal or less than 100C is reached
3. After cooling down, each line is subject to a tightness test at the pressure of 1 bar.
During the operation the following items are to be checked and/or recorded, as applicable.
Liquid cargo header temperature at its two extremities
Vapor cargo header temperature at its two extremities
Spray header temperature at its two extremities
Piping shrinkage at the supporting points
Cold spots of pipe insulation.
5 Cargo Handling Systems Tests During Gas Trials
5.1 Connection to the Terminal and Emergency Shutdown System Test

At arrival to the terminal, the following operations are to be carried out:
1. Ship-shore grounding and communication facilities are to be connected
2. Loading arms are connected
3. Deck protective water curtain is started
4. The emergency shut-down system (ESDS) is tested.
The ESDS is tested with the following procedure:
The ship ESDS system is connected to the shore cargo pumps and pipeline shutdown arrangement
The emergency shut down (ES) valves are opened
It is confirmed that the ESDS is connected to the power source and that the pneumatic lines are
under proper pressure
The ESDS is reset by the reset button in the cargo control room console
The ESDS is actuated from the cargo control room console and/or by the terminal
Is verified by telephone communication that the signal sent by the ship has been received at the
terminal and vice-versa
Measure the manifold ESD valves closing time, in particular;
- The time from the actuation of the signal and the time the valve closing starting
- The time from the actuation of the signal and the time the full closure of the valve
Reset the ESDS.
5.2 Purging (Gassing-up)

Upon arrival to the terminal, two of the inerted tanks are to be purged with vaporized LNG at a
temperature between about 20 and 70C, during the operation the tanks should remain at a pressure
ranging between about 40 and 200 millibars.
1. The spray line between the liquid manifold and the LNG vaporizer is cooled-down
2. The LNG is supplied by the terminal to the LNG vaporizer, the liquid manifold and the spray line
3. The vaporized LNG is sent to the tanks through the vapor cargo line
4. The displaced mixture of inert gas and LNG vapor is sent back to the terminal through the
cargo liquid line
5. The LNG vapor content is measured taking samples at the domes
6. The purging is completed when the content of LNG vapor in the tanks becomes more than 98%.
During the purging operations the following items are to be checked and/or recorded, as applicable:
Atmospheric pressure and temperature
Sea water temperature
Cargo tank pressure, temperature and content vaporized LNG content
Insulation spaces pressure and temperature
LNG vaporizer outlet pressure, temperature and flow rate
Flow rate to shore
Liquid and vapor manifold pressure and temperature
Differential pressure between cargo tank and primary insulation space.
5.3 Cool Down

At completion of purging (gassing-up) the tanks are to be cooled prior to loading LNG. The purpose
of cooling-down is to reduce the thermal stresses of the tank boundaries and on the pump tower
associated with the admission of a large quantity of cold LNG in a warm tank and to reduce the
volume of boil-off generated at the early stage of loading. The cool-down operation target is to reach
an average temperature of less than 130C in the tanks.
1. The spray line between the liquid cargo manifold and the tanks is cooled down until a temperature
lower than about 100C is reached
2. The LNG is supplied by the terminal to the cargo tanks through the cargo liquid manifold and
the spray line
3. The cooling-down is initiated spraying LNG into the tanks through the spray nozzles
4. The boil-off gas generated in the tank is sent back to the terminal by free flow through the
cargo vapor line
5. The cargo temperature is measured at every hour.
During the operation of cool-down the following items are to be checked and/or recorded, as applicable:
Cargo tank pressure, temperature and level
Insulation spaces, temperature and nitrogen flow rate
Stripping main pressure and temperature in way of each tank
Flow rate to shore
Differential pressure between cargo tank and primary insulation space
Cofferdam and inner hull temperature.
During cooling-down operations the cargo piping is inspected to confirm the absence of apparent
problems, the Custody Transfer System (CTS) is also checked.
Gas detection system and cofferdam heating are to be operating.
The nitrogen and barrier space pressurization system are also to be in operation, since during the cool-
down operation, it would be necessary to supply some nitrogen in the barrier spaces to compensate for
the change of pressure due to the lowering of the temperature.
Megger test for all cargo pumps is measured and recorded before and at completion of cool-down
operation. Some times this operation is carried out during loading operation.
5.4 Loading
Once the cool-down has been completed, one tank is loaded with the LNG quantity of cargo that will
be used for the gas trials. The loaded LNG is in the range of 4000 to 5000 m3 for todays standard
LNG carriers.
1. The cargo liquid lines are cooled-down to a temperature of about 100C.
2. Upon completion of the cool down of the cargo liquid lines, the loading of LNG is initiated
3. Liquid level, pressure and temperature are regularly checked during the loading
4. When the planned quantity of LNG has been received the ESD liquid valve is closed,
however the filling valve is left open to avoid pressure building-up.
During the operation of loading the following items are to be checked and/or recorded, as applicable.
Cargo tank pressure, temperature and level
Insulation spaces, temperature and nitrogen flow rate
Vapor flow rate to shore
Cofferdam and inner hull temperatures.
Cargo piping is inspected during cooling down for absence of cold spots (ice), contraction and lateral
movement in way of supports and valves are examined for absence of leaks.
Emergency shut down is tested, as deemed necessary during this phase.
The CTS and the floating gauges are checked during loading,
Correct functioning of interbarrier spaces control system (N2 flow), level measuring systems and
cofferdam heating are to be checked during this phase.
Megger test for all cargo pumps is measured and recorded before and at completion of loading operation.
After completion of cargo loading and purging the cargo lines with nitrogen, the ship disconnects
from the terminal to continue gas trials at sea.
5.5 Purging (Gassing-up) at Sea

The tanks that were not purged at the terminal are now purged at sea with a procedure similar to the
one used at the terminal. In this case the LNG necessary for the purging is taken from the loaded tank
through the spray pump and the displaced mixture of N2 and LNG vapor is vented to the atmosphere
through the vent mast.
5.6 Cooling Down at Sea

The still warm tanks are cooled-down at sea with a procedure similar to the one used at the terminal.
In this case the LNG necessary for cooling-down is taken from the loaded tank through the spray
pump and the generated boil-off is burned in the main boilers. Any vapor excess may be vented to the
atmosphere through the vent mast.
5.7 Cargo Transfer and Pump Operations

The cargo is transferred from one tank to another in order to test all the cargo pumps. This operation
is carried out alternating each one of the main cargo pumps and stripping (spray) pumps. Also the
emergency pump, previously lowered in one tank is used for this operation.
During cargo transfer operation the following items are to be checked and/or recorded, as applicable.
Cargo tank liquid level
Differential pressure and temperature between cargo tank and primary insulation space
Discharge pressure, motor current, pump load and pump shut down level for all the pumps
Valves opening/closing sequence with reference to:
- Cargo pump discharge valves
- Cargo tank filling valves
- Branch valves
N2 flow rate in the insulation spaces
The proper functioning of all equipment including instrumentation, monitoring control and alarm systems
is checked during this operation.
5.8 Unloading
At completion of cargo transfer operation the ship connects again to the terminal to unload the remaining
cargo.
1. Before reaching the terminal all tanks are stripped as far as possible with the stripping (spray)
pump and all the LNG is collected in one tank
2. The liquid cargo line is cooled using the LNG and the spray pump of the loaded tank before
the arrival at the terminal
3. After the connection the terminal unloading arm is cooled down using the spray pump of the
loaded tank
4. The cargo is discharged using the cargo pump and the stripping pump.
During this operation the following items are to be checked and/or recorded, as applicable:
Cargo tank pressure temperature and level
Insulation spaces pressure, temperature and N2 flow rate
LNG vaporizer discharge pressure and temperature, gas flow rate, if vapor return from shore is
not available/operated
Cargo pumps and stripping/spray pump discharge pressure and load
Liquid main and cross-over pressure and temperature
Vapor flow rate from shore, If applied
The proper functioning of all equipment including instrumentation, monitoring control and alarm systems
are also to be verified during this operation.
5.9 Warming-up
Returning to the shipyard the tanks are warmed-up before inerting and aerating operations can be
carried out.
1. Cold LNG vapor is led to the high duty compressor and gas heater through the cargo vapor line
2. Hot gas is returned to the bottom of the tank through the cargo filling line
3. The unpumpable LNG in the bottom of the tank vaporizes
4. The produced vapor is burned in the main boilers. Any vapor excess may be vented to the
atmosphere through the vent mast
During cargo warming-up the following items are to be checked and/or recorded, as applicable:
Cargo tank pressure temperature
Insulation spaces pressure, temperature and nitrogen flow rate
Heavy duty compressor discharge pressure and temperature and gas flow rate
Gas heater pressure and temperature
Liquid main and cross-over pressure and temperature
Vapor flow rate to boilers and to atmosphere
Cofferdam and inner hull temperature
Noise level in cargo compressor and electric motors
Cargo piping displacement as well as proper functioning of all equipment including instrumentation,
monitoring control and alarm systems are checked during this operation.
5.10 Inerting and Aeration

Once warming up has been completed all tanks are inerted and aerated with procedures similar to the
ones described above for the reverse operations.
6 Gas Management System Tests During Gas Trials
6.1 Gas Burning Operations Confirmation Tests

During gas trials the following main gas burning operations are tested in accordance with agreed test
memoranda.
N2 purge sequences
Burner fuel mode change sequences
Burner increase/decrease sequences in dual mode
Burner decrease sequences in gas mode
Flame failure and trip in gas mode
Fuel oil auto back-up sequence
Fuel gas free flow burning test
Fuel oil boost-up sequence
Gas burning test and main turbine operations
6.2 BOG and Vaporized Gas Operations Confirmation Tests

The following boil-off gas (BOG) and vaporized gas operation are tested in accordance with agreed test
memoranda.
Cargo tank pressure control system without forcing vaporizer
Cargo tank pressure control system with forcing vaporizer
Cargo tank vent control
6.3 Other Tests

Other tested operations are:
Black-out test
Excess BOG dump test
Engine room unmanned operation test in gas mode
7 First Loading-Unloading Operation
7.1 Surveyors Attendance During First Loading-Unloading Operation

For LNG carriers, the presence of the Surveyor is also required during the first LNG cargo loading-
unloading operation.
In general, the Surveyor is to verify the proper functioning of all equipment including instrumentation,
monitoring control and alarm systems during these operations.
As the amount of gas loaded during the gas trials is small with respect to the total capacity of the ship
(in the range of 3%), it is necessary to be sure that all equipment that passed the gas trials checks are
also working properly at full rate, for instance cargo piping is to be examined again as the flow rate
during actual operation is larger than the flow rate during gas trials.
7.2 Verification of Filling Limits

Verification of high, high-high level alarms and automatic shutdown cannot be performed during the
gas trials as the quanitity of loaded LNG can hardly reach the lower chamfer of the tank.
At completion of loading, the high-high level alarm may be tested transferring some cargo from a tank
to another with the stripping pump.
7.3 Verification of Cold Spots

Verification of the inner hull when the ship is fully loaded for the first time for cold spots (trace of
ice) is a requirement of the IGC Code.
Section 2: SNAME Guide for LNG Vessels Gas Trials and First Loading-Unloading Operation
SECTION 2 SNAME Guide for LNG Vessels Gas

Trials and First Loading-Unloading
Operation
1 SNAME Gas Trials Guide for LNG Vessels

The IGC Code requirements relative to final tests, either gas trials or tests during first loading/
unloading operations are quite generic. For this reason, in general, most specifications for LNG
carriers state that the gas trials will be performed using the following publication as a guide:
SNAME Technical & Research Bulletin No. 5-2 GAS TRIALS GUIDE FOR LNG VESSELS
As of the drafting of these Guidance Notes, this SNAME Technical & Research Bulletin remains the
only publication universally accepted dealing with the final testing procedures for LNG carriers.
As in general, all test memoranda for LNG carrier gas trials are based on the principles outlined in the
SNAME (Society of Naval Architects and Marine Engineers) Guide, it has been determined to be
useful to reproduce its content in this Chapter of these Guidance Notes. Only the numbering system of
the SNAME Guide has been changed to comply with the numbering system of these Guidance Notes.
Note: Text in italics comes from the SNAME Technical & Research Bulletin 5-2 Gas Trails Guide for
LNG Vessels.
2 Introduction
2.1 Origin
This Guide was developed by a panel composed of representatives of American shipbuilder, ship
owners, and operators, the Maritime Administration, the American Bureau of Shipping, the U.S. Coast
Guard and other experts in the LNG industry under the auspices of the Marine Systems Committee of
the SNAME.
Publications of other SNAME Technical Panels were consulted to check compatibility.
2.2 Purpose
The purpose of the guide is to provide ship owners, designers, operators and builders with definitive
information on LNG trials to form a basis for contractual agreement.
Nothing in the Guide should be construed to delete or modify requirements of specified regulatory
bodies.
Section 2 SNAME Guide for LNG Vessels Gas Trials & First Loading-Unloading Operation 4-2
2.3 Trial Objectives

An LNG trial may have one or more of the following objectives depending on the position of the ship
in its class, the innovative content of its design, and the needs or desires of its owners.
2.3.1 Demonstration of Operability

LNG systems can be shown to operate in their design modes only when these systems are at
their operating temperature, pressure, etc. and the shipbuilder and owner both benefit from a
demonstration of proper operation which shows the correctness of construction, manufacture
and installation.
2.3.2 Demonstration of Performance

LNG trials should be performed under conditions, which most closely duplicate operating
conditions to permit proper assessment of performance data.
2.3.3 Provision of Operating Data

It is desirable to establish a data baseline for any new class of ships and to a lesser degree for
individual ships so that ship operators will have a standard to which to compare current
operating data, enabling them to monitor performance.
2.3.4 Provision of Forensic Data

It is increasingly important for ship operators to have available certifiable data on the ship's
capabilities in the event the ship is involved in legal action.
2.3.5 Provision of Design Data

All LNG trial data augments the bank of design data on which naval architects and marine
engineers draw, but special data to verify the success of an innovative feature or to advance
the state of the shipbuilding art may be called for. In such cases it is important that the design
authorities who will use the data specify requirements in detail, including instrumentation,
operating conditions, and procedures.
2.3.6 Classification and Safety Requirements

Classification societies and regulatory bodies often require demonstration of equipments and
systems, which affect safety of the ship, its cargo or its crew.
2.4 Selective Invocation

Blanket invocation of the Guide is not intended. Sufficient test and trials are included to enable the
user to select appropriate trials as desired, but invocation of the total Guide without regard to the
objectives to be served or the utility of data obtained would result in costs possibly incommensurate
with value.
Users should study the Guide and specify by number in the ship's specifications the paragraphs
covering the trials and tests required to meet their objectives.
The Guide recognizes the work produced by IMCO (the Intergovernmental Maritime Consultative
Organization): primarily IMCO Assembly Resolution A 328 (IX), (November 1975), Code for
Construction and Equipment of Vessels Carrying Liquefied Gases in Bulk. This IMCO document
refers only to new ships.
2.5 Recognition of Uncertainty

Although ship designers, builders, and trial personnel may exercise the greatest diligence in pursuing
their arts at their most advanced state, there is inherent in the measurement of ship performance an
unavoidable uncertainty.
No measurement is perfect and shipboard conditions preclude the use of the most precise techniques.
Since the major ship performance parameters involve measurement of many fluctuating quantities,
each with an element of uncertainty, the cumulative effect might be considerable. By applying
probability techniques to the degree of fluctuation and the inherent revision of the instruments
involved, including their calibration, it is possible to identify the degree of certainty with which a
ship's performance can be determined.
It is important that all parties to a ship construction program recognize the uncertainty of trial results
and take it into consideration when establishing performance target/bonus/penalty levels.
Knowledge of how and how much the precision of the individual measurements affects the
performance determination and the range of precision available for the instruments involved enables
the trial planner to make an intelligent and economic decision on instrumentation.
2.6 Planning
From award of a contract until delivery of the official trial reports LNG trials require planning.
Trial instrumentation requirements must be incorporated in design; prearrangements may be
required for obtaining and calibrating trial instruments; trial readiness checks must be included in
production planning; trial data acquisition, processing, and reporting systems must be developed,
installed and checked; instructions and procedures must be developed for trial operating and data
crews and these crews must be trained.
These actions have an optimum time of accomplishment beyond which there is added expense and
disruption.
A prerequisite to all planning is a clear understanding as to the tests and trials to be conducted, the
depth of instrumentation and the data to be reported.
If this Guide is properly cited in the ship's specifications, requirements should be clear, but if the
Guide is not cited or there remains an area of doubt, the shipbuilder, owner and government
authorities (if involved) should reach agreement as soon as possible after award, using the Guide as a
basis for understanding.
Presuming that agreement has been reached, the actions outlined below can be taken as applicable.
2.7 Pre-trial Check List

So many items are involved in determining readiness for sea trials that it is virtually necessary to use
a checklist. Such a list would include the following as applicable:
2.7.1 Operability Check-off

A list of ship's machinery to be used on the trial should be prepared and operability of each
item established and checked off.
2.7.2 Instrument Installation and Calibration

Instruments to be used for trial data should be listed, inspected for damage and checked for
proper installation, and availability of calibration data, and red hand'' settings should be
determined.
2.7.3 Document Check

The following items, prepared in advance and available for the trials may be helpful.
Data systems operating instructions.
Data forms and calculation forms.
Instrument calibration records and correction factors.
Correction factors for non-standard conditions.

Data crew instructions.
Trial agenda, procedures and schedules.
Selected drawings and diagrams.
2.7.4 Communications System Operability

A pre-departure check should be made of the communications system to be used, including all
stations.
2.8 Builders Trials

If builders trials or runs are to be conducted, they should be specified.
If data for any portion of the trials or runs is to be presented for acceptance, the owners, acceptance
authorities, and regulatory bodies (if involved) should be notified in advance.
If builders trials are not specified, they are to be at the discretion of the builder for any purpose,
including any of the following:
Checking the operation of installations and the trial equipment.
Training the operating and trial personnel.
Making adjustments to establish proper operation.
Determination of ability to meet performance requirements.
3 Pre-trial Preparations
3.1 Tests Completion

The trials and tests described in this section shall be completed prior to introduction of LNG into the
vessel.
3.2 Tanks
i) Tanks shall be strength and leak tested as specified by Classification Society, Regulatory and
Contractual requirements.
ii) After testing, the tanks shall be substantially dried, visually checked for evidence of overstress
or distortion, carefully searched for foreign matter, cleaned and then the tanks closed.
iii) If built and tested independent of the hull and installed aboard intact, the tanks shall be
visually examined internally, externally, or internally and externally (as appropriate to the
tank design) for signs of distortion or distress after installation.
3.3 Piping Systems

i) Piping sub-assemblies shall be strength and leak tested in accordance with Regulatory and
Contractual requirements.
ii) Installed piping shall be leak tested prior to insulation of field joints, in accordance with
regulatory and Contractual requirements.
3.4 Pumps
i) Pumps and motors shall be adequately protected from moisture and other contaminants
during shipment and storage at shipyard and during holding period after installation in tanks.
Motor heating circuit desiccant packaging, conditioned storage, or a combination of these
methods may be employed.
ii) Proper direction of rotation shall be demonstrated, where possible, after pumps are electrically
connected.
iii) Freedom of rotation shall be demonstrated, where possible, just prior to final closing of tanks.
iv) Electrical insulation resistance tests should be performed periodically during all storage and
idle periods and shall be performed just prior to final closing of the tanks and just prior to
introduction of LNG, and the results recorded and compared.
3.5 Cargo Equipment

i) All temperature and level sensing systems shall be tested as agreed and to the satisfaction of
Regulatory Body and Contractual requirements. Circuit continuity shall be demonstrated.
ii) Gas detection equipment shall be tested as agreed and to the satisfaction of Regulatory Body
and Contractual requirements. In the case of sample-draw systems, all lines shall be proven
clear and capable of drawing samples.
iii) The simulated output of all pressure temperature and level sensors shall be temporarily
connected to associated alarm and shutdown circuits to check operating safeguards,
including alarms, pump shutdowns, and remote valve operations.
iv) In addition to tests at point of manufacture, cryogenic deck machinery shall be tested in
accordance with the requirements of sub-chapter 4.5 hereof.
v) Where electrical grounding connections are required between cargo tanks and hull, and cargo
handling components and hull, these should be checked for integrity prior to any operation.
3.6 Prerequisites to Cold Trials

i) Conventional sea trials shall have been completed in accordance with SNAME Code for Sea
Trials to the extent required by the appropriate contract documents.
ii) The vessel shall have been accepted by Classification Society and Regulatory Bodies, to the
fullest extent possible, prior to satisfactory completion of Cold Tests and Gas Trials.
iii) A complete agenda shall have been prepared and agreed to for the Gas Trials.
iv) The test agenda shall have been approved by all cognizant authorities, including those agencies
having jurisdiction in the port or ports to be used during the Cold Tests and Gas Trials.
v) The time and place of liquid availability and the amount of liquid to be made available should
be determined. These factors shall be used to determine the details of the Cold Tests and Gas
Trials.
vi) The capabilities of the loading terminal with respect to pumping rates return of gas to shore,
duration of availability, and all restrictions and limitations whether of regulatory or
operational nature shall have been fully determined.
vii) Arrange for ship-to-shore connections and communications.
4 Drying and Inerting
4.1 Inert Gas Plant

i) The inert gas plant installation (if fitted) shall be tested to demonstrate satisfactory operation
and to verify rated performance.
ii) The performance test may be conducted on a prototype or the first unit at the manufacturer's
plant, at the shipyard, or in the ship, as agreed. Operational tests shall be conducted on each
unit after completion of installation.
4.2 Nitrogen Systems

i) The liquid nitrogen loading and storage system and gaseous nitrogen generation systems
shall be tested to demonstrate satisfactory operation and to verify performance.
ii) The performance test may be conducted on a prototype or the first unit at the manufacturer's
plant at the shipyard, or in the ship, as agreed. Operational tests shall be conducted on each
unit after completion of installation.
4.3 Cryogenic Piping

Al1 liquid and gas cryogenic piping shall be dried with warm dry air, if available, and conditions
require, and then with inert gas or gaseous nitrogen. At the end of drying the dew point should be
40C, or as agreed.
4.4 Hold Spaces

i) The hold spaces, interbarrier spaces, insulation spaces, void spaces, etc, which are required
by the design to be dried or inerted, shall be dried, or inerted using dry air, inert gas or
gaseous nitrogen as required, until the dew point is 40C or as agreed.
ii) If inspection of insulation after cool-down is required, the details shall be as agreed upon for
the pertinent containment system design.
iii) The space relief valves shall be tested and set pressure verified at a suitable point in the
procedure, if not previously done.
iv) Where hold spaces are inerted the gas conditions at the end of the inerting shall be 5 percent
maximum oxygen by volume and 95 percent minimum inert gas by volume or as agreed.
4.5 Cargo Tanks

i) Cargo tanks shall be dried (with dry air if available and conditions require) and inerted with
inert gas or gaseous nitrogen. At the end of inerting, the gas conditions shall be 5 percent
maximum oxygen by volume and 95 percent minimum inert gas by volume or as agreed.
ii) The cargo tank relief valves shall be tested and pressure setting verified, at a suitable point in
this procedure, if not previously done.
iii) Immediately prior to initial loading of LNG, the inert gas shall be displaced using ambient
temperature LNG gas from shore, or from the ships vaporizer. The inert gas displaced may
be discharged via the vent riser, or as required by local authority, continuing until CO2 is less
than 500 ppm, or as required by local authority and shore terminal. If nitrogen is the inert
gas, displacement may terminate when the dew point is lowered: to 75C.
4.6 Insulation
If required by the design of the system, the insulation shall be inerted with gaseous nitrogen, until the
CO2 content is less than 5 percent, the dew point is 40C or as agreed. Operation of the pressure
control (replenishment and venting) system shall be demonstrated.
4.7 Scope and Duration of Tests

i) Automatic and manual controls, bypasses, safety devices, instrumentation, optional modes of
operation, etc., shall be demonstrated, where applicable, during each of the foregoing tests
and operations.
ii) Duration of the foregoing tests shall be sufficient to demonstrate satisfactory operation and to
obtain representative performance data.
iii) Duration of purging, drying, and inerting operations will be the time required to reach the
specified or agreed performance/operating conditions. In other tests, the duration should be
determined by prior agreement. The following are suggested:
INERT GAS PLANT
Performance test 2 to 12 hours depending on type of dryer and regeneration cycle.
NITROGEN SYSTEM
Performance test 4 hours
Operational test 1l hour.
5 Cold Testing of Deck Machinery and Piping
5.1 General
i) All deck piping and cargo equipment and related instrumentation and controls should be
tested with cold nitrogen gas in the shipyard prior to gas trials. This cold tests is conducted
before the cool-down and test loading so that hot work or other modifications can be made
without having to gas free cargo tanks.
ii) Before the commencement of cool-down and test loading of the tanks, a ''cold test of all deck
piping and cargo equipment should be made using cold LNG gas or gaseous nitrogen down to
160C.
iii) Prior to commencement of cold tests, the following precautions should be taken:
a) Fire pumps, fire hoses, water monitors deck spray systems, and dry chemical fire
fighting equipment should have been tested, and fire hoses laid out and charged as
required by Regulation.
b) Drip pans and their heating coils, if fitted, should be operational.
c) All connections, including ship/shore grounding connections and communication
facilities should be operational.
d) Mechanical ventilation systems serving enclosed spaces containing cargo handling
equipment should be operational.
e) All cargo piping should be inerted with gaseous nitrogen to preclude the presence of
air or inert gas containing carbon dioxide.
5.2 LNG Vaporizer

LNG vaporizer to be tested for satisfactory operation of both LNG and steam control systems.
i) Vary LNG flow rates from minimum to maximum to check response time, stability and ability
of control system to maintain set point pressure.
ii) Vary outlet temperature control from minimum to maximum to check for stability and
adequacy of control.
iii) Vaporizer to be operated on both manual and automatic control.
5.3 Vapor Header Pressure Control Valve

Vapor Header Pressure Control valve (if fitted) to be tested for ability of control system to maintain
set point pressures when operating vaporizer on manual and automatic control.
5.4 Vapor Header Mast Heater

Vapor header mast heater (if fitted) to be tested for satisfactory operation to meet specifications. Tests
can be made concurrently with portions of vaporizer test. Gas inlet-outlet temperatures to be checked
from minimum to maximum available or specified flow rates.
5.5 Boil-off Gas Compressors

Boil-off Gas Compressors are to be tested for satisfactory operation. Verify satisfactory operation of
the following:
i) Bypass - Surge flow control.
ii) Temperature alarms and shutdowns.
iii) Compressor seal pressures, if nitrogen seals are used.
iv) Check for leaks at all connections with portable gas detectors in both ''warm'' and ''cold''
conditions.
5.6 Boil-off and Warm-up Gas Heaters

Boil-off and warm-up gas heaters are to be tested for satisfactory operation of:
i) Temperature alarms and shutdowns.
ii) Response time and stability of temperature controls to maintain set point temperatures from
minimum to maximum available or specified gas flow rates and for range of gas temperatures.
iii) Steam or water-glycol heating systems to meet performance requirements of specifications.
5.7 Boil-off Disposal System

i) Gas burning and steam dump system (or other boil-off disposal system, as provided) to be
tested for operational control at the dock using vapor from vaporizer, compressor or gas-
heater tests. Additional testing will be required for at-sea conditions.
ii) The automatic shutdown of the gas burning equipment should be demonstrated.
iii) Dockside test should demonstrate ability of boil-off disposal system to handle full boil-off
volumes of LNG vapors.
iv) The odorant system, if fitted, will be tested for proper operation, flow, pressured including
automatic shutdown.
6 Displacement of Inert Gas and Cool-down
6.1 Displacement of Inert Gas

i) Using LNG vapor from shore of from the ship's LNG vaporizer, displace inert gas in the
ship's tanks by introducing LNG vapor at the top of the tanks.
ii) In order that a stable interface between LNG vapor and inert gas may be maintained to assist
in displacement, it is recommended that the temperature of the LNG vapor at the vaporizer
outlet be no less than ambient. If it is not possible to maintain this temperature, it should
under no circumstances be allowed to fall to less than the dew point of the inert gas plus 5C.
iii) Inert gas should be removed from the tanks through liquid fill connections or other piping at
the tank bottom. The inert gas should be directed to the shore terminal for disposal or may be
vented to the atmosphere on the ship, as applicable regulations will permit.
iv) Before completion of displacement procedure cargo pumps and pump columns should be purged
to remove all traces of inert gas. Procedure is to be determined by ship's piping arrangement.
v) Before completion of displacement procedure, all deck piping and equipment not utilized
during displacement operation should be purged of inert gas. Procedure is to be determined
by ship's piping arrangement.
vi) End point of displacement of inert gas shall be dependent upon composition of inert gas. If
inert gas contains measurable quantities of carbon dioxide, displacement shall continue until
carbon dioxide content, as measured at the outlets from the cargo tanks is no greater than
500 ppm. If nitrogen is used as an inerting medium, displacement can be considered as
complete when the dew point is lowered to 75C.
vii) Care should be taken to insure that the displacement operation is conducted in such a way as
to maintain as stable an interface as possible. In addition to temperature, it is important to
control LNG vapor inlet velocity, particularly during the initial states of displacement.
viii) Gas detection equipment should be operating during displacement operation. Monitor gas
detection equipment regularly throughout operation.
ix) Void space or interbarrier space pressure control equipment should be operating during
displacement operation and should be monitored regularly, particularly if cold LNG vapor is
used.
6.2 Cool-down
i) Prior to start of cool-down operation, ensure that the cargo liquid fill valves at all cargo
tanks are closed.
ii) The vapor piping system should be aligned to allow proper disposal of LNG vapor generated
during cool-down. Vapor normally should be directed to the shores but may be vented to
atmosphere through ship's vent piping if applicable regulations permit.
iii) Gas detection equipment shall be operating during cool-down of cargo tanks and piping. All
points should be monitored regularly during entire operation.
iv) Void space or interbarrier space pressure control equipment shall be operating during cool-
down. Void space or interbarrier space pressures shall be monitored regularly, as should
inert gas or nitrogen consumption.
v) Cofferdam and/or wing tank heating systems if fitted shall be operating during cool-down.
vi) Hull steel temperature sensors shall operate continuously during cool-down. Hull steel
temperatures shall be monitored regularly.
vii) Cargo tank and insulation temperature sensors shall operate continuously during cool-down.
All temperatures shall be monitored at regular intervals throughout the cool-down.
viii) Open valves to cool-down spray nozzles on one or more cargo tanks and adjust LNG flow
rate or pressure drop across spray nozzles to meet requirements of the approved containment
system design.
ix) Monitor cargo tank vapor pressure regularly throughout cool-down to ensure that proper
disposal of LNG vapor can be maintained, particularly if vapor is being returned to the shore
terminal. LNG flow rate should be adjusted as necessary, if vapor pressure rises to the point
where relief valves open.
x) The criteria established by the approved containment system design shall be followed in all
cool-down operations. In general, the cool-down rate should be adjusted to ensure that
thermal gradients in the tank structure do not lead to stresses, which exceed tank requirements.
xi) The end of cool-down shall be determined in accordance with the approved cargo containment
system design. In general, end of cool-down may be assumed to occur when tank bottom
temperature has reached between 140C and 162C depending upon the composition of
the LNG. Vertical thermal gradients must also be considered with certain containment system
designs. When cool-down is complete tanks are ready for loading.
7 LNG Handling
7.1 General
The tests and procedures as described in this sub-chapter determine the adequacy of operation of all
portions of the cargo system that handles LNG. The tests of previous sub-chapters shall be completed
and the tanks are cooled down prior to the commencement of LNG handling tests. All necessary
equipment shall be operational and in service for the safe handling of LNG.
7.2 Loading and Testing Phase 1

i) Load sufficient LNG into each tank to raise liquid level above low level alarms/shutdowns.
ii) Operate each cargo, cool-down, and stripping pump for short period on recirculation.
iii) During the foregoing, record the discharge pressure, amperage and voltage for each pump.
iv) Operate each cargo, cool-down, and stripping pump and check low level alarm and shutdown
by pumping liquid from one tank to another, also, where installed, check low current trip.
v) Observe liquid level gauges, the operation of nitrogen supply system and storage, boil-off gas
system and piping movement during above operations.
vi) Where applicable, inspect expansion joint between cargo tank dome and ship's structure and
cargo tank dome top elevation relative to ship and measure and record.
7.3 LNG Loading and Testing Phase 2

i) Load additional cargo until total quantity of LNG on board is approximately 1.25 times the
capacity of the vessel's largest LNG tank. If sufficient quantity of LNG is not available to
allow largest tank to be filled plus a heel of liquid in each of the other tanks, certain tests
such as overfill shutdown, high level alarms, upper range of liquid level gauges, etc., must be
postponed until first loading.
ii) Assuming cargo has been distributed between all tanks (part load) inspect steel structure and
double bottom tanks for cold areas.
Note: In some designs this can only be done if deballasting of spaces is possible without affecting trim and
stability, or these steps must be postponed until after completion of first loading.
iii) Where applicable measure and record cargo tank top elevation relative to ship.
7.4 Fill One Cargo Tank and Test

i) Operate main cargo pumps in all but one tank to pump into one tank sufficient LNG to fill
tank.
ii) Observe liquid level gauges in this tank, and in others as cargo is pumped from tank to tank.
Also record pump discharge pressure motor amperage and voltage.
iii) Observe tank temperature indicators in all tanks and record.
iv) Check high level alarm: automatic closing of tank fill valves, and test specific gravity indicators,
if installed.
v) Overfill tank and test high level alarms and emergency shutdowns.
vi) Inspect wing tanks and cofferdams or spaces adjacent to each full tank for cold areas after
insulation has cooled down. Monitor regularly air temperatures in these spaces if empty.
Note: In some designs this can only be done if deballasting of spaces is possible without affecting trim and
stability, or these steps must be postponed until after completion of first loading.
vii) Where applicable, inspect expansion joint between cargo tank dome and ships structure and
cargo tank dome top elevation relative to ship and measure and record.
viii) Operate the spray system in all tanks (except the full tank) and record all performance data.
ix) During the above operations observe piping and expansion joints for tightness, expansion/
contraction. Inspect piping insulation for breaks, cracks, frost spots.
7.5 Filling and Discharging Each Cargo Tank

i) Pump LNG from full tank to others in succession testing equipment in same manner as
indicated above.
ii) Strip tanks in succession when main cargo pumps are shut down to check operation of all
stripping pumps, if fitted.
7.6 Observations
i) Monitor all gas detection points regularly during time LNG is aboard the vessel.
ii) Monitor the operation of nitrogen system and boil-off gas system including gas burning if in
use during above operations.
iii) Record and plot where fitted and applicable:
a) Tank vapor header pressures and temperatures.
b) LNG tank temperatures insulation temperatures, and inner hull temperatures.
c) Top key temperatures: where pertinent.
d) Void space or interbarrier space pressures.
e) Ambient air and sea temperatures, and barometric pressures.
f) Interbarrier gas concentration and purge rate.
iv) Record weather and sea conditions at hour intervals.
v) Check operation of bulkhead and hull heating arrangements, if fitted, and record temperatures.
7.7 Special Remarks

i) It may be possible to run tests as indicated in this sub-chapter along side berth and then sea
tests would be first full ship voyage.
ii) If it is not possible to run tests as indicated in this section along side berths it is suggested
that vessel proceed to sea after completion of Phase 2.
iii) Filling each cargo tank in succession in port or at sea, may require appropriate ballasting to
avoid excessive trim: hull stress: etc.
8 Boil-off Handling
8.1 General
i) In order to prevent cargo tank pressure from increasing due to heat leak through the
insulation, boil-off vapors are removed from the tanks by means of a piping system and the
gas compressor(s). Normally the gas is compressed, heated to ambient temperature, and used
as fuel in the propulsion system to augment the normal fuel.
Note: This Guide does not cover propulsion machinery trials, which should previously have been satisfactorily
completed if such machinery is involved with handling boil-off.
During gas trials, all components of the boil-off handling system should be tested for
individual performance and as an integrated system. The following is a list of those functions
and components, which require testing.
8.2 Gas Compressor

See 4-2/5.5 and verify the operation of the following, where fitted:
i) Overspeed trip.
ii) Vibration trip.
iii) Discharge temperature trip.
iv) Surge controls.
v) Emergency shutdowns.
vi) Lube oil pressure/temperature trips.
8.3 Boil-off Heaters

See 4-2/5.6 and verify the operation of the following: where fitted:
i) Low gas exit temperature trip.
ii) Heat exchanged fluid level and temperature.
8.4 Operational Trials, Venting Permitted

i) After completion of testing of the above functions, and any other upon which the safety of the
gas burning system depends, the system is ready for operational trials. System operation
trials for the boil-off handling system shall proceed as follows if short-term atmospheric
venting is permissible.
ii) Where possible and permitted, align valves from cargo tank through compressor(s) and boil-
off heater(s) to discharge to atmosphere. This will allow the operation of compressor and
heater controls to be checked without influence of the combustion control system.
iii) Start compressor and heater and place in automatic control mode. By manual throttling of
compressor inlet and heater discharge, variation of boil-off rate and engine room demand
can be simulated. Response of compressor and heater controls can be checked.
iv) By quickly shutting gas flow a trip of gas-to-engine room valve is simulated to test operation
of surge controls (centrifugal compressor) or pressure relief system (positive displacement
compressor).
8.5 Operational Trials, No Venting.

i) If venting is not permissible, the system operation trial shall proceed as follows:
ii) Align valves from cargo tank through compressor(s) and boil-off heater(s) to discharge to
engine room. Alert engine room of intention to commence gas burning.
iii) Check operation of alarm in annular space of double wall gas pipes.
iv) Check operation of gas detector in ventilation hood over boiler front for compliance with
Regulatory Body Requirements.
v) Start compressor and heater and inform engine room of availability of gas.
vi) Initiate gas burning by command from engine room.
vii) After satisfactory combustion is attained, vary gas demand from engine room to test compressor
and heater controls.
viii) Trip gas-to-engine room valve to operate surge or pressure control device. Compressor
should either vent gas or shut down, depending on operating mode selected.
ix) Demonstrate that satisfactory combustion is maintained in the event of loss of gas fuel supply.
x) Check operation of master gas shut-off valve and the block and bleed valves at the burner by
all controls or sensors.
xi) The ability to burn varying ratios of gas to fuel oil should be demonstrated at varying power
levels.
xii) 100% gas burning capability, if fitted, shall be demonstrated.
8.6 Alternate Propulsion System

If gas turbines or diesel engines are used for propulsion, the means of disposing of excess boil-off gas
(in lieu of steam dump) shall be demonstrated.
9 Warm-up and Gas Freeing
9.1 General
The warm-up and gas freeing system shall be tested to demonstrate satisfactory operation.
This test may be performed at the completion of gas trials, after service voyages, or as agreed.
9.2 Tests and Operations

i) The cargo tanks shall be stripped of cargo to the minimum level.
ii) The cargo tanks shall be warmed up, using the warm-up system including compressor(s):
warm-up heater(s), heating coils, controls, etc., as applicable, until the required tank temperature
is reached. As the temperature and pressure rises, the excess vapor may be burned in the
propulsion machinery, sent ashore, or vented to the atmosphere, as agreed and permitted by
local authority. The latter may require proceeding to sea.
iii) When the required tank temperature of 5C, or as agreed, is reached, the cargo tanks shall be
purged with inert gas (which may be required to be done at sea). At the end of inerting, the
gas composition shall be 5 percent by volume hydrocarbons or less or as agreed.
iv) Then the cargo tanks and hold spaces (as required for inspection) shall be aerated. At the end
of aerating the gas conditions shall be at least 18 percent oxygen, 0.25 percent hydrocarbons,
or as agreed. Safe conditions shall be maintained by adequate ventilation throughout the test
and inspection period, and they shall be monitored.
9.3 Scope and Duration

i) Automatic and manual controls, bypasses: safety devices, instrumentation, optional modes of
operation, etc., shall be demonstrated, where applicable: during each of the foregoing tests
and operations.
ii) Duration of the foregoing tests shall be sufficient to demonstrate satisfactory operation and to
obtain representative performance data.
iii) The duration of the warm- up and purging operations, will be the time required to reach the
specified or agreed terminal conditions.
9.4 Safety Precaution

If the insulation has been exposed to LNG, precaution must be taken to maintain safe atmospheric
conditions.
10 First Full Load and Discharge
10.1 Checks at Loading Port

Upon arrival at loading port, carefully inspect on-deck portion of cargo piping system for any
weather damage incurred en route.
Check instrumentation and control systems for correct operation. Test emergency remote valve closing
system.
Check operation of gas detection system, and note readings in spaces surrounding cargo tanks;
determine causes of any non-zero readings.
Make sure means of leak protection (drip pans) are available and fire hoses pressurized in case of
leakage during piping cool-down.
Check liquid level of the nitrogen tanks.
Arrange for ship-to-shore connections and communications.
10.2 Inerting and Drying

If cargo tanks were gas freed after initial portion of trials, inert and dry cargo tanks as per ships
operations manual.
10.3 Cargo Piping Cool-down

Prior to cool-down of tanks (or if tanks are already cold, prior to start of loading), cool-down on-deck
liquid piping as much as practical using cold cargo vapor, pressurize liquid piping circuits, and
inspect flange connection for leaks produced by working of piping at sea. Continue cooling down with
LNG and re-inspect flanges and valves for leaks.
10.4 Cofferdam and Ballast Tank Checks

If not already in operation, check cofferdam hull and ballast tank heating system (if fitted) and
pressure control system for insulation spaces and all similar spaces, which will require nitrogen
make-up during cool-down.
10.5 Tank Cool-down

If tanks are not already cold perform tank cool-down as per subsection 6.2 and ship's operation
manual.
10.6 Loading
Simultaneously load all tanks, using shipboard compressor(s), if so designed, to return cargo vapor to
shore. Note loading time required and compressor performance.
10.7 Inert Gas Monitoring

During loading, monitor and record insulation space (or interbarrier space) gas concentration and
purge rate if a continuous flow of inert has is used in the space.
10.8 Cargo Characteristics Monitoring

On completion of loading, note and record volume of cargo loaded, temperature and density. If
shipboard instrumentation is used, compare density readings with density and composition values
determined by shore.
10.9 Filling Limits Check

If high level alarms have not been previously tested on completion of loading, transfer liquid
successively from one tank to another to test high level alarms and fill valve shutdown.
Check accuracy of level gauges one against another (if more than one type per tank) and compare
actual high level alarm actuation point against design actuation point, taking into account relative
location of gauges and any trim or list.
10.10 Hull Checks

Monitor insulation and inner hull temperatures using instrumentation provided.
In addition, if possible, make physical inspection of the warm side of the cargo tank insulation or the
insulated wing tank and cofferdam areas to check for cold spots.
Continue close monitoring of temperature and, if possible, periodic inspection of inner hull and
cofferdams 72 hours after completion of loading.
10.11 Strain Measurements

Make strain measurements on hull and/or tank supports as appropriate to particular tank design.
10.12 Items to be Recorded During Voyage

During voyage, monitor and record:
i) Purge rate in inerted spaces.
ii) Cargo pressure, temperature, etc.
iii) Hull and/or tank strain as appropriate.
iv) Sea and air temperature, barometric pressure, and ship log data.
v) Boil-off burned as fuel.
vi) Boil-off vented (if any).

vii) Gas concentrations in all monitored spaces.
10.13 Tank Pressure Control System Check

In calm water, demonstrate capability of boil-off handling system to maintain constant pressure in
cargo tanks for minimum of 12 hours.
When sea conditions are suitable, shut down boil off handling system, and with tanks closed in,
measure rate of pressure rise in tanks until 80 percent of tank relief valve setting is reached, or for 12
hours, whichever is less.
Restart boil off handling system to reduce tank pressure to a value mutually agreeable to receiving
terminal and ship operator.
If cool-down spray lines or top fill lines are provided, check the effect on tank pressure of
recirculating liquid in the tanks.
10.14 Checks of Cargo Handling System Before Unloading

Prior to discharge, cool-down cargo piping and again check for leaks due to working at sea. Check
that vaporizer is in operating condition.
10.15 Checks of Cargo Before Unloading

Prior to discharge, record cargo volume, temperature, pressure and density.
10.16 Cargo Unloading

Discharge cargo using the procedure in the ship's operation manual.
10.17 Measurements During Unloading

Note total time to discharge, and note liquid level, tank pressure, and flow rate at which pumps lose
suction.
11 Glossary
11.1 As Agreed
As used herein, means as defined by contract, specification, approved trials procedure or agenda or
other written agreement.
11.2 Boil-off
Is the gas resulting from vaporization of the LNG cargo.
11.3 Boil-off Rate

Is the percent per day of cargo capacity of pure methane, which is vaporized due to heat leak into the
cargo.
11.4 Cargo Containment System

Is the arrangement for containment of cargo including, where fitted, a primary and secondary
barrier, associated insulation and any intervening spaces, and adjacent structure if necessary for the
support of these elements.
If the secondary barrier is part of the hull structure it may be a boundary of the hold space.
11.5 Cargo Tank

Is the liquid tight shell designed to be the primary container of the cargo and includes all such
containers whether or not associated with insulation and/or secondary barriers.
11.6 Classification Society

Means an organization, which publishes standards of construction for various classes of ships,
monitors their observance and maintains a register listing each vessel classified and giving its class
and principal characteristics. For example: American Bureau of Shipping, Lloyds Register of Shipping,
Det Norske Veritas, etc.
11.7 Cofferdam
Is the isolating space between two adjacent steel bulkheads or decks. This space may be a void space
or ballast space.
11.8 Cold Test

Testing the cargo containment systems, piping, valves, equipment, instrumentation, etc., at the established
service temperature or below, and at the operational pressure using cold nitrogen gas, or liquid
nitrogen gas, and/or liquid methane to ensure tightness of containment system at service temperature.
11.9 Cool-down
Is the procedure on a vessel for reducing to service temperature; piping, tanks and associated equipment
and instruments prior to the vessel receiving LNG.
11.10 Dry Air

Is air with a dew point of 40C or less.
11.11 Hold Space

Is the space enclosed by the ship's structure in which a cargo containment system is situated.
11.12 Inert
Is an atmospheric condition in a space whereby the oxygen content is a maximum of 1/2 of that
percentage which, when mixed with any quantity of cargo vapor, will produce a combustible mixture
(typically: 5% oxygen, 40C dew point).
11.13 Insulation Space

Is the space, which may or may not be an interbarrier space, occupied wholly or in part by insulation.
11.14 Interbarrier Space

Is the space between a primary and a secondary barrier, whether or not completely or partially
occupied by insulation or other material.
11.15 Operational Test

Is a demonstration of proper operation, which shows correctness of construction, manufacture and
installation.
11.16 Performance Test

Is a demonstration of performance capability under conditions, which closely duplicate operating
conditions.
11.17 Primary Barriers

Is the inner element designed to contain the cargo when the cargo containment system includes two
boundaries.
11.18 Regulatory Bodies

Means the organizations designated by the owner or by law to enforce regulations relative to the
safety of the ship, its crew or cargo, for example: U. S. Coast Guard U.S. Public Health Service,
Canadian Ministry of Transport.
11.19 Red Hand Setting

Position of an adjustable fixed marker on an instrument, which prescribes the limits of safe operation.
11.20 Secondary Barriers

Is the liquid resisting outer element of a cargo containment system designed to afford temporary
containment of any envisaged leakage of liquid cargo through the primary barrier and to prevent the
lowering of the temperature of the ship's structure to an unsafe level.
11.21 Shall
Used to express obligation for compliance with this Code.
11.22 Should
Expresses recommendation of this Code.
11.23 Tank Cover

Is the protective structure intended to protect the cargo containment system against damage where it
protrudes through the weather deck and/or to ensure the continuity and integrity of the deck structure.
11.24 Tank Dome

Is the upward extension of a portion of the cargo tank. For below deck cargo containment systems the
tank dome protrudes through the weather deck or through a tank cover.
11.25 Tank Dome Altitude

Measurement taken of cargo tanks which protrude above the weather deck, or tank domes, or tanks
which have covers that project above the weather deck, in relation to the deck in the ambient
condition and then in the cold service condition.
11.26 Void Space

Is the enclosed space in the cargo area external to a cargo containment system, not being a hold
space, ballast space, fuel oil tanks cargo pump or compressor room, or any space in normal use by
personnel.

Guidance Note On Surveys During Construction of Membrance Tank LNG Carriers

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Guidance Note On Surveys During Construction of Membrance Tank LNG Carriers

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Guidance Notes on Surveys During Construction of Membrane Tank LNG Carriers

SURVEYS DURING CONSTRUCTION OF

American Bureau of Shipping

CHAPTER 2 Membrane LNG Carriers Cargo Containment Systems......5

CHAPTER 3 LNG Carriers Cargo Handling Systems ...........................119

CHAPTER 4 Final Tests and Trials ........................................................155

SECTION 1 General Provisions

4 Qualifications of NDE Operators

6.2 Official Inspection

CHAPTER 2 Membrane LNG Carriers Cargo

TABLE 1 Welding Defects and Repair Methods .......................17

FIGURE 1 GTT Mark III Membrane Containment System ............9

SECTION 2 NO 96 Systems .....................................................................55

FIGURE 1 GTT NO 96 Membrane Containment System............55

SECTION 3 CS1 Systems ...................................................................... 103

TABLE 1 CS1 System Components Materials .....................106

FIGURE 1 GTT CS1 Membrane Containment System .............103

CHAPTER 2 Membrane LNG Carriers Cargo

SECTION 1 Mark III Systems

1 Mark III System

The insulation panels are made of three layers glued together:

2 Welders and Welding Procedures Qualifications

2.1 Types of Welding

2.2 Welding Parameters

2.3 Welders, Operators and Machine Qualifications

2-1/Figure 3 is a flowchart summarizing the welder qualification process.

TWO NEW TESTS IN MACROGRAPHIC

FAIL PASS TWO NEW TESTS IN

FAIL PASS FAIL PASS

WELDING SCHOOL QUALIFIED

WELDING SCHOOL QUALIFIED

TWO NEW TESTS IN

ADJUST WELDING PARAMETERS

2.4 Nondestructive Tests for Qualifications

2.5 Destructive Tests for Qualifications

3 < d < 4.8 for t2 = 2 mm & 8 mm

4<d<6 for t2 = 2 mm & 8 mm

2.5.2 Bending Tests

2.6 Welding of Membrane Sheets

2.6.1 Welding of the 1.2 mm Sheet on 8 mm Steel Corner

2.6.2 Overlap Welding of 1.2 mm Sheets

2.6.3 Angle Pieces and Other Closing Overlap Pieces

2.7 Tack Welding Sequences

MEMBRANE SHEET TACK WELDING

2.8 Intermittent Welding

INTERMITTENT WELDING PRINCIPLE 1.2 mm SHEET

these intermittent welds are made

2.10 Acceptability Criteria

3 Panel Bonding to Inner Hull

3.1 General Principle

3.2 Mastic Procedure Qualification Test

3.3 Checking Operations at Application Time

3.3.1 Every Day Prior to Starting Production

3.3.3 At Depositing Stage

3.3.4 During Panel Installation

4.1 S-Triplex Strip Bonding on Flat Panels

4.2 Bonding Procedure Qualification Test for S-Triplex

4.3 Checking of Epoxy Glue Depositing Process

4.3.4 At Depositing Stage Using Manual Gluing Process

4.4 Special Recommendations for Bonding

4.5 Qualification of Bonders

5.1 Stud Welds

5.2 Membrane Welding