Class Guideline: Liquefied gas carriers with membrane tanks

CLASS GUIDELINE
DNVGL-CG-0136 Edition July 2017
Liquefied gas carriers with membrane tanks
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DNV GL AS
FOREWORD
DNV GL class guidelines contain methods, technical requirements, principles and acceptance
criteria related to classed objects as referred to from the rules.
© DNV GL AS July 2017
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CHANGES - CURRENT
Changes - current
This document supersedes the April 2016 edition of DNVGL-CG-0136.
Changes in this document are highlighted in red colour. However, if the changes involve a whole chapter,
section or sub-section, normally only the title will be in red colour.
Main changes July 2017
• Sec.2 Material selection

— Sec.2 Figure 1 and Sec.2 Figure 2: Corrosion additions have been updated in line with the January 2017
edition of the DNV GL rules for classification: Ships (RU-SHIP).
• Sec.5 Cargo hold strength assessment

— Sec.5 Tables 1, Sec.5 Table 2 and Sec.5 Table 3: Accidental load cases as required by DNVGL-RU-SHIP
Pt.5 Ch.7 Sec.23 has been defined in the table. Number of design waves to be applied for various load
cases has been reduced.
Editorial corrections
In addition to the above stated changes, editorial corrections may have been made.
Class guideline — DNVGL-CG-0136. Edition July 2017 Page 3

DNV GL AS
CONTENTS
Contents
CHANGES - CURRENT.............................................................................................. 3
Section 1 General.................................................................................................... 6
1 Introduction.........................................................................................6
Section 2 Material selection.................................................................................... 7

1 Temperature calculation...................................................................... 7
2 Hull structures..................................................................................... 8
3 Corrosion additions..............................................................................8
Section 3 Design loads.......................................................................................... 10

1 Introduction.......................................................................................10
2 Internal pressure in cargo tanks....................................................... 10
3 Sloshing and liquid impact................................................................ 11
4 Stern slamming..................................................................................11
Section 4 Ultimate strength assessment............................................................... 12

1 General.............................................................................................. 12
2 Inner hull stress limits...................................................................... 12
Section 5 Cargo hold strength assessment........................................................... 13

1 General.............................................................................................. 13
2 Modelling........................................................................................... 13
3 Design application of loading conditions and load cases.................... 15
4 Acceptance criteria............................................................................ 25
Section 6 Local structural strength assessment....................................................26

1 General.............................................................................................. 26
2 Locations to be checked.................................................................... 26
3 Load cases......................................................................................... 26
4 Acceptance criteria............................................................................ 26
Section 7 Fatigue assessment............................................................................... 27

1 General.............................................................................................. 27
2 Locations to be checked.................................................................... 27
3 Loads................................................................................................. 31
4 Fatigue evaluation............................................................................. 31
Section 8 Welding................................................................................................. 34

DNV GL AS
1 Weld improvement.............................................................................34
Contents
2 Recommended weld details for inner hull..........................................35
Section 9 References.............................................................................................37
1 References......................................................................................... 37
Changes – historic................................................................................................ 38

DNV GL AS
SECTION 1 GENERAL
Section 1
1 Introduction
1.1 Objective
This class guideline describes procedures for strength assessment of liquefied gas carriers with membrane
tanks in compliance with the rules DNVGL-RU-SHIP Pt.5 Ch.7. In case of discrepancy between the rules
DNVGL-RU-SHIP Pt.5 Ch.7 and this class guideline, the rules shall prevail.
In general liquefied gas carriers with membrane tanks shall satisfy the strength criteria to main class as
given in DNVGL-RU-SHIP Pt.3 of the rules. In addition, the criteria for classification notation Tanker for
liquefied gas as given in DNVGL-RU-SHIP Pt.5 Ch.7 apply for the inner hull acting as support for the cargo
tank insulation and the membranes. An overview of the ultimate limit state (ULS) and fatigue limit state
(FLS) assessment is shown in Figure 1.
Figure 1 Flow chart of strength assessment
1.2 US coast guard requirement

Requirements given by the USCG, see Sec.9 [1], need to be considered for LNG vessels trading to US ports
or operating under US flag.

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SECTION 2 MATERIAL SELECTION
Section 2
1 Temperature calculation
1.1 General
Presence of cold cargo will cause lower temperatures for parts of the hull steel structures. Therefore the steel
temperatures for all hull structures, and the parts of the containment structure welded to the hull, have to
be calculated. The calculation is normally to be based on empty ballast tanks since this assumption gives the
lowest steel temperature.
1.2 Ambient temperature

Ambient temperature for material selection is according to DNVGL-RU-SHIP Pt.5 Ch.7 Sec.4 [5.1.1] and Table
1 below. For ships intended for trading in cold areas, other ambient temperature may be required by the
class, port authorities or flag states.
Table 1 Ambient temperature for temperature calculation
Still sea water

Air temperature Wind speed
Regulations temperature Applicable areas
(°C) (knots)
(°C)
DNVGL-RU-SHIP Pt.5
0.0 +5,0 0.0 All hull structure in cargo area
Ch.7 Sec.4 [5.1.1]
USCG requirements, Inner hull and members connected

0.0 -18.0 5.0
except Alaskan water to inner hull in cargo area
USCG requirements, Inner hull and members connected

-2.0 -29.0 5.0
Alaskan water to inner hull in cargo area
1.3 Calculation of the steel significant temperatures

The calculation of the steel significant temperatures shall be based on ambient temperatures as described
in [1.2]. The load condition giving the lowest draft among load conditions of two tanks empty and the other
tanks full may be used for the temperature calculations.
1.4 Connecting members

For members connecting inner and outer hulls, the mean temperature may be taken for determining the steel
grade.
1.5 At supports
At supports (e.g. at upper and lower pump tower supports, anchoring bars and anchoring pillar) where cold
spots will occur, a local thermal analysis may be deemed necessary in order to establish the steel significant
temperature.

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Section 2
2 Hull structures
The material of the hull structure shall be in accordance with DNVGL-RU-SHIP Pt.3 Ch.3 Sec.1, unless
the calculated temperature of the material in the design condition is below -5°C due to the effect of low
temperature cargo. In which case the material shall be in accordance with the rules DNVGL-RU-SHIP Pt.5
Ch.7 Sec.4 [5.1]. Additional USCG requirements see Sec.9 [1] apply to hull plating along the length of the
cargo area as follows:
— deck stringer and sheer strake shall be at least grade E steel
— bilge strake at the turn of the bilge shall be grade D or grade E.
3 Corrosion additions
Corrosion additions of hull structures are given in the rules DNVGL-RU-SHIP Pt.3 Ch.3 Sec.3. Corrosion
additions of membrane system are in accordance with DNVGL-RU-SHIP Pt.5 Ch.7 Sec.4 [2.1.5]. The following
figures show corrosion additions in way of upper deck and cofferdam bulkhead.
Figure 1 Corrosion additions in way of upper deck and trunk deck

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Section 2
Figure 2 Corrosion additions in way of transverse cofferdam bulkhead

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SECTION 3 DESIGN LOADS
Section 3
1 Introduction
1.1 General
Design loads for local strength assessment of inner hull structures such as plates and stiffeners supporting
the membrane tanks are given in the rules DNVGL-RU-SHIP Pt.5 Ch.7 Sec.23 [1.4]. Design loads and load
cases for strength analysis of the cargo hold are described separately in Sec.5 [3].
1.2 Loading conditions

Loading conditions described in the rules DNVGL-RU-SHIP Pt.5 Ch.7 Sec.23 [3.1.2] are taken into
consideration. The following design parameters shall be given in the loading manual:
— design loading pattern of cargo tanks
— minimum design draft in ballast, at FP, AP and at L/2
— maximum design draft with any cargo tank(s) empty
— minimum design draft with any cargo tank full
— filling condition of double hull ballast tanks under the loaded/empty cargo tank, this should be noted as an
operational limitation
— filling limitations of cargo tanks. This should be noted as an operational limitation
— maximum design GM for calculating design accelerations for each tank, normally based on single tank
filling.
For fatigue assessment, loading conditions described in the rules DNVGL-RU-SHIP Pt.5 Ch.7 Sec.23 [4.2.3]
shall be used.
2 Internal pressure in cargo tanks
2.1 Rule load

-8
Internal cargo tank pressures, based on a 10 probability level for the North Atlantic, are given in the rules
DNVGL-RU-SHIP Pt.5 Ch.7 Sec.4 [3.3.2].
The acceleration, aβ , is calculated by combining the three component accelerations ax, ay and az values
according to an ellipsoid surface.
For different directions of aβ in the ellipsoid, the pressure at different corner locations in the cargo tank is
calculated. Between corner points the pressure may be found by linear interpolation.
2.2 Direct wave load analysis

The rule values of ax, ay and az may be replaced by accelerations calculated from a direct wave load
analysis. The procedure for direct wave load analysis is given in DNVGL-CG-0130 Wave load analysis.
-8
These accelerations shall be on a 10 probability level for the North Atlantic and calculated for the loading
conditions in the loading manual that give the highest accelerations. As a guidance, the loading conditions
with only one tank full, while other tanks are empty are normally considered to produce the largest
transverse accelerations.

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Section 3
3 Sloshing and liquid impact
3.1 Sloshing
As a minimum, rule inertia sloshing load given in the rules DNVGL-RU-SHIP Pt.3 Ch.10 Sec.4 need to be
considered for the hull structure.
3.2 Liquid impact

Sloshing analysis is normally required for vessels with unconventional tank size, typically vessels larger than
155 000 cubic metres, or tank design with no or limited experience. The following locations in no.2 cargo
tank should be checked as representative locations for sloshing and liquid impact.
— lower chamfer connection at middle of a cargo tank due to roll dominant motion
— lower chamfer connection at transverse bulkhead due to pitch and surge dominant motion
— upper chamfer connection at middle of a cargo tank due to roll dominant motion
— upper chamfer connection at transverse bulkhead due to pitch and surge dominant motion
— upper chamfer connection in way if inner deck due to pitch and surge dominant motion.
For location of lower and upper chamfer connections see Sec.8 Figure 3.
3.3 Partial filling

Partially filled membrane tanks may be vulnerable with respect to sloshing and liquid impact loads. These
tanks may therefore be subject to filling level restrictions in order to avoid seagoing operation at the most
critical filling levels.
3.4 Application
Results of the analysis shall be applied to the other cargo tanks including no.1 cargo tank, unless sloshing
analysis and liquid impact analysis for the other cargo tanks are carried out. For detail procedure of sloshing
analysis, see DNVGL-CG-0158 Sloshing analysis of LNG membrane tanks.
4 Stern slamming
For ships where the lower part of the shell has large flare angle, e.g. twin skeg vessels, the impact pressure
on the stern shall be considered in accordance with the rules slamming requirements, DNVGL-RU-SHIP Pt.3
Ch.10 Sec.3. The impact pressures may be obtained by model tests or direct calculations, if applicable.

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SECTION 4 ULTIMATE STRENGTH ASSESSMENT
Section 4
1 General
The local scantling of inner hull structure shall be in accordance with the rules DNVGL-RU-SHIP Pt.5 Ch.7
Sec.23 [2.2]. In addition the criteria given in this section need to be considered.
2 Inner hull stress limits
2.1 Allowable stress of inner hull

The criteria of inner hull stress as given below and other criteria, if relevant, shall be confirmed by the
designer of the cargo containment system for each project.
2.2 Vessels with double corrugated stainless steel membrane

With the primary barrier of stainless steel being double corrugated, the in plane stiffness is very low. Thus
this type of membrane is less sensitive to hull deformations than plane membranes. The following design
limitation is applicable with respect to acceptable longitudinal elongation of inner hull structure due to hull
girder bending see Sec.9 [1].
σst + σdyn + σloc ≤ 185

where:
2
σst = hull girder bending stress, in N/mm , due to maximum still water bending moment calculated for
the most severe loaded condition or ballast seagoing condition, based on gross scantling
σdyn = hull girder bending stress, in N/mm2, due to maximum wave bending moment corresponding to
-8
10 probability in North Atlantic, based on gross scantling
2
σloc = Maximum bending stress, in N/mm , of inner hull due to double hull deflection when considering
alternate loading cases. The bending stress may be taken in the middle between the floors/
transverse frames, based on gross scantling
2.3 Vessels with plane invar membrane(s)

Invar membrane, 36% Ni steel, may in the longitudinal direction of the ship be considered as a plane
plate rigidly connected to the cofferdam bulkhead structure. In order to keep the total stress level in the
membrane at an acceptable level, the cargo containment system designer has given restrictions to be
complied with when evaluating the necessary section modulus for the hull girder in the cargo area, see Sec.9
[1].
σst + σdyn ≤ 120
σst and σdyn in N/mm 2
as defined in [2.2].

DNV GL AS
SECTION 5 CARGO HOLD STRENGTH ASSESSMENT
Section 5
1 General
The following describes acceptable methods for the strength analysis, with focus on finite element models of
the cargo hold area. The analysis shall confirm that the stress levels are acceptable when the structures are
loaded in accordance with the described design conditions.
2 Modelling
2.1 General
Modelling of hull and tank structure shall unless defined otherwise follow DNVGL-RU-SHIP Pt.3 Ch.7 of the
rules and the guidance in DNVGL-CG-0127 Finite element analysis. This covers, but is not limited to, the
following items:
— geometric modelling of hull and tank structure in general
— element types and mesh size
— boundary conditions for 3 hold models
— load application.
The stiffness of the tank system is normally not included in the structural FE model. Pressure loads are
directly applied to the inner hull.
2.2 Model extent

Longitudinal extent of the model shall be over three cargo tank lengths (1+1+1), where the middle tank/
hold of the model is used to assess the yield and buckling strength. For fore and aft cargo hold assessment,
fore end and engine room structures shall be included in the model and the foremost and aftmost cargo
hold including cofferdam need to be located in the middle of the model respectively as far as possible.
Transversely, the model shall cover the full breadth of the ship. In addition, following areas shall be included
in fore and aft cargo hold assessment.
— longitudinal members in deck house between trunk deck and upper deck
— fore end of the trunk deck for vessels equipped with double corrugated stainless steel membrane, i.e. GTT
mark III cargo containment system
— vertical girders in fore end cofferdam bulkhead between trunk deck and upper deck for vessels equipped
with the GTT mark III cargo containment system
— transition between longitudinal bulkhead in tank no.1 and tank no. 2 for vessels equipped with the GTT
mark III cargo containment system.
Examples of models are shown in Figure 1, Figure 2 and Figure 3.

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Section 5
Figure 1 Example of a cargo hold model (midship)
Figure 2 Example of a cargo hold model (aft)

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Section 5
Figure 3 Example of a cargo hold model (forward)
3 Design application of loading conditions and load cases
3.1 General
The loads given in DNVGL-RU-SHIP Pt.3 Ch.4 shall be applied, unless otherwise defined below. The design
3
cargo density shall not be taken less than the maximum acceptable cargo density (usually 0.5 t/m ) and the
2
design overpressure (P0) shall not be less than 25 kN/m and shall be applied for all loaded cargo tanks.
The cargo density used in the FE model should be corrected for the difference between the volume inside
tank and the volume of hold space at inner hull boundary so that static pressure on inner bottom is correct in
the FE model.
Self weight of hull structures shall be taken into account. To take into account of the insulation, the cargo
density, ρh, for cargo loads may be adjusted as follows.
where:
3
ρc = design cargo density of LNG, in t/m
3
VC = volume of cargo tank measured in way of primary barrier, in m
3
VH = volume of cargo hold measured in way of moulded dimensions of inner hull, in m
This is also applicable for fatigue analysis.

DNV GL AS
Section 5
The basic loading conditions as described in Sec.3 [1.2] shall normally be considered. The loading patterns
given in Table 1 are based on these conditions, and are regarded as the minimum conditions. Other
conditions may be considered when relevant.
Based on operational limitations, e.g. if surrounding ballast tanks in way of an empty cargo tank are always
filled, the standard load cases shown in Table 1, Table 2 and Table 3 may be modified.
3.3 Load cases

Load cases that can be considered in the cargo hold analysis are shown in Table 1 for mid hold, Table 2 for
aftmost hold and Table 3 for foremost hold.

DNV GL AS
Table 1 Typical design load combinations for midship cargo region for FE analysis of membrane
Section 5
LNG tanker
Loading pattern % of perm. % of perm.

No. Draught Dynamic load case
Aft Mid Fore SWBM SWSF
Seagoing condition (S+D)
100% Max
3) HSM-2, FSM-2
SFLC
100%
100% (hog.) 4) HSM-2, FSM-2
Max SFLC
L1 TSC
1) BSR-1P, BSR-2P, BSP-1P, OSA-1P, BSR-1S,
≤ 100% 8)
BSR-2S, BSP-1S, OSA-1S
100% Max
0% (sag.) 5) HSM-1, FSM-1
SFLC
100% Max
3) HSM-1
SFLC
100%
4) HSM-1
100% (sag.) Max SFLC
HSA-1, BSR-1P, BSR-2P, BSP-1P, OST-2P,

L2 TA
≤ 100% OSA-1P, OSA2P, BSR-1S, BSR-2S, BSP-1S,
8)
OST-2S, OSA-1S, OSA-2S
100% Max
0% (hog.) 5) HSM-2, FSM-2
SFLC
Static condition (S)
100%
6) N/A
Max SFLC
2)
L3 TA 100% (sag.)
100%
7) N/A
Max SFLC

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Section 5
100%
6) N/A
Max SFLC
1)
L4 TSC 100% (hog.)
100%
7) N/A
Max SFLC
Accidental condition (A)
Collision case - forward

Static only(S)
L5 TSC ≤ 100% ≤ 100%
Acceleration ax = 0.5 g forward combined
with gravity g
1) Maximum draft with one cargo tank empty may be used instead of scantling draft TSC, if this is stated as an
operational condition in the loading manual.
2) Draught not to be taken greater than minimum of 2 + 0.02 L and the minimum ballast draught.
3) For the mid-hold where xb-aft < 0.5 L and xb-fwd > 0.5 L, the shear force shall be adjusted to target value at aft
bulkhead of the midhold.
4) If the mid-hold is located xb-aft < 0.5 L and xb-fwd > 0.5 L, the shear force shall be adjusted to target value at
forward bulkhead of the mid-hold. Otherwise this load combination may be omitted.
5) This load combination shall be considered only for the mid-hold where xb-aft > 0.5 L or xb-fwd < 0.5 L.
6) The shear force shall be adjusted to target value at aft bulkhead of the mid-hold.
7) The shear force shall be adjusted to target value at forward bulkhead of the mid-hold.
8) The beam sea and oblique sea dynamic load cases calculated for P and S shall be applied on the model to obtain the
results for both model sides. Alternatively, for ship structure symmetrical about the centreline, the beam sea and
oblique sea dynamic load cases calculated for P may be applied only to the model (i.e. S may be omitted) provided
the results (maximum stress and buckling) are mirrored.
where:
TA = minimum relevant seagoing draught in m, may be taken as 0.35 D if not known

TSC = scantling draught in m

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Table 2 Typical design load combinations for aft hold cargo region FE analysis of membrane LNG
Section 5
tanker

100%
L1 TSC 100% (sag.) HSM-1, FSM-1
Max SFLC
100% Max
HSM-2, FSM-2
100% SFLC
6)
(hog.) HSA-2, BSR-1P, BSP-1P, OST-1P, OSA-1P,
≤ 100% 5)
BSR-1S, BSP-1S, OST-1S,OSA-1S
1)
L2 TSC
100% Max
0% (sag.) HSM-1, FSM-1
SFLC
100% Max
HSM-1
SFLC
0% (sag.)
BSR-1P, BSP-1P, OSA-1P, BSR-1S, BSP-1S,
≤ 100% 5)
OSA-1S
L3 TA
50% 100% Max

6) HSM-2, FSM-2
(hog.) SFLC

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Section 5
100%
L4 TSC 100% (sag.) 3) N/A
Max SFLC
L5 2) 100%
6) TA 50% (hog.) 3) N/A
Max SFLC
L6 100%
6) TSC 100% (hog.) 3) N/A
Max SFLC

DNV GL AS
Section 5

Static only(S)
L7 TSC ≤ 100% ≤ 100%
with gravity g
operational limitation in the loading manual.
3) The shear force shall be adjusted to target value at aft bulkhead of the aftmost hold.
4) The shear force shall be adjusted to target value at forward bulkhead of the aftmost hold.
oblique sea dynamic load cases calculated for P may be applied only to the model and the dynamic load cases for S
may be omitted provided the results (maximum stress and buckling) are mirrored.
6) Tanks in Engine room to be 100% full.
where:

Table 3 Typical design load combinations for forward cargo region for FE analysis of membrane
LNG tanker

100%
HSM-1, FSM-1
Max SFLC
L1 TSC 100% (sag.)

≤ 100% HSA-1

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Section 5
1) 100%
L2 TSC 100% (sag.) HSM-1, FSM-1
Max SFLC
100% Max
HSM-2, FSM-2
SFLC
L3 1)
6) TSC 100% (hog.)
BSR-1P, BSP-1P, OST-2P, OSA2P, BSR-1S,
≤ 100% 5)
BSP-1S, OST-2S, OSA-2S
100% Max
HSM-1, FSM-1
SFLC
100% (sag.)
HSA-1, BSR-1P, BSP-1P, OST-2P, OSA2P,
≤ 100% 5)
BSR-1S, BSP-1S, OST-2S, OSA-2S
L4 TA
100% 100% Max

6) HSM-2, FSM-2
(hog.) SFLC
100%
L5 TSC 100% (sag.) 4) N/A
Max SFLC

DNV GL AS
Section 5
100%
3) N/A
Max SFLC
2)
L6 TA 100% (sag.)
100%
4) N/A
Max SFLC
100%
3) N/A
Max SFLC
6) 1)
L7 TSC 100% (hog.)
100%
4) N/A
Max SFLC

Static only(S)
L8 TSC ≤ 100% ≤ 100%
with gravity g

DNV GL AS
Section 5
operational limitation in the loading manual.
3) The shear force shall be adjusted to target value at aft bulkhead of the mid-hold.
4) The shear force shall be adjusted to target value at forward bulkhead of the mid-hold.
oblique sea dynamic load cases calculated for P may be applied only to the model (i.e. S may be omitted) provided
the results (maximum stress and buckling) are mirrored.
6) All Tanks forward cargo tank no.1 to be 100% full.
where:


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Section 5
4 Acceptance criteria
4.1 Yielding
Acceptance criteria for yielding is given in the rules DNVGL-RU-SHIP Pt.3 Ch.7 Sec.3 [4.2].
4.2 Buckling
Acceptance criteria for buckling is given in the rules DNVGL-RU-SHIP Pt.3 Ch.8 Sec.1 [3.3] and method
description is given in DNVGL-CG-0128 Buckling.

DNV GL AS
SECTION 6 LOCAL STRUCTURAL STRENGTH ASSESSMENT
Section 6
1 General
Local structural analyses with fine mesh finite element models shall be carried out in accordance with the
rules DNVGL-RU-SHIP Pt.3 Ch.7 Sec.4 and the DNVGL-CG-0127
2 Locations to be checked
2.1 General
The areas to be considered are according to the rules DNVGL-RU-SHIP Pt.5 Ch.7 Sec.23 [3.2.1]. Based
on screening results from the cargo hold analysis the most critical location can be selected. The screening
method is according to DNVGL-CG-0127.
2.2 Double hull longitudinals subjected to large deformations

Relative deformations between longitudinal stiffener supports may give rise to high stresses in local areas.
Typical areas to be considered are:
— longitudinals in double bottom and adjoining vertical bulkhead members
— double side longitudinals and adjoining horizontal bulkhead members.
The model is recommended to have the following extent:
— the stiffener model shall extend longitudinally to a stiffener support at least two web frame spacing for
both sides from the area under investigation
— the width of the model shall be at least 2 + 2 longitudinal stiffener spacing.
3 Load cases
Fine mesh analysis shall be carried out for the load cases specified in Sec.5 [3.3]. All local loads, including
any vertical loads applied for hull girder shear force correction in cargo hold analysis, shall be applied to the
model when separate sub-modelling is used.
4 Acceptance criteria
Acceptance criteria for stress results from local structure analysis are given in the rules DNVGL-RU-SHIP Pt.3
Ch.7 Sec.4 [4.2].

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SECTION 7 FATIGUE ASSESSMENT
Section 7
1 General
The fatigue assessment is limited to selected steel structures in the cargo area, excluding the cargo
containment system and its components.
Unless otherwise described, details of the fatigue strength assessment are given in the rules DNVGL-RU-SHIP
Pt.3 Ch.9 and DNVGL-CG-0129 Fatigue assessment of ship structures.
Direct fatigue analysis by using wave loads may be necessary for LNG carriers with membrane tanks. Details
are given in DNVGL-RU-SHIP Pt.6 Ch.1 Sec.7.
2 Locations to be checked
The fatigue strength calculations shall be carried out for the locations given in the rules DNVGL-RU-SHIP Pt.5
Ch.7 Sec.23 [4.2.4]. The detail hot spot locations are as shown in Table 1 below.

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Table 1 Locations to be checked for FE fatigue assessment
Section 7
Location FE model Hot spots
boundary of inner skin amidships
knuckle connections forming
Lower and upper hopper
Lower Hopper Knuckle
Upper hopper knuckle

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Section 7
transverse cofferdam bulkhead
Inner bottom connection to
to transverse cofferdam bulkhead
Double side stringer connection

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Section 7
and coaming connection
Liquid dome opening
to deck, if applicable

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Section 7
Termination of aft end of
no.1 inner longitudinal
bulkhead, if applicable
See above location of inner bottom connection to

transverse cofferdam bulkhead. Only hot spots at the
side of aftward cofferdam bulkhead are applicable.
Details i.w.o. openings inside cofferdam bulkheads may
need to be considered also.
Upper termination of no.1 longitudinal bulkhead may
also need to be considered.
3 Loads

Loading conditions described in the rule DNVGL-RU-SHIP Pt.5 Ch.7 Sec.23 [4.2.3] shall be considered.
3.2 Dynamic load cases

The dynamic load cases to be considered for fatigue assessment are according to the rules DNVGL-RU-SHIP
Pt.3 Ch.4 Sec.2 [3].
4 Fatigue evaluation
4.1 General
Fatigue strength, unless otherwise described below, shall be evaluated according to the rules DNVGL-RU-
SHIP Pt.5 Ch.7 Sec.23 [4]. The maximum allowable usage factor is given in the following table.

DNV GL AS
Table 2 Usage factor (CW)
Section 7
Location Environment Usage factor (CW)
Inner hull structures, hot spots where cracks can propagate through the
North Atlantic 1.0
inner hull plates, e.g. plates boundary between cargo and ballast tanks
Inner hull structures, hot spots where cracks don’t propagate directly
World wide 1.0
through inner hull plates, e.g. longitudinals end connection
Outer hull structures World wide 1.0
Pump tower support North Atlantic See Figure 1
For pump tower base supports, a crack will propagate in the thickness direction inside the containment
system. Such fatigue cracks may lead to rupture of both the primary and secondary barrier. Cracks on the
secondary barrier cannot be detected before failure is effective, leading to no redundancy of the system. The
hotspots shall therefore satisfy a fatigue damage of 0.1 in North Atlantic operation, i.e. Cw = 0.1.
It is recommended to avoid welded permanent backing in fatigue sensitive areas. If a welded steel backing
strip is applied as shown in Figure 1, the location of welding spots to be kept well away from areas with high
stresses (away from the areas with supporting structure below inner bottom).
Figure 1 Pump tower base support
4.2 Parameters to be used

Standard values to be used for fatigue calculation such as fraction of the time in each loading condition,
draft, GM and so on are given in DNVGL-RU-SHIP Pt.3 Ch.9 Sec.4 [4.3] Table 2. Actual values from the
loading manual can be used instead when those are available.

DNV GL AS
Section 7
4.3 Fatigue due to sloshing load
Sloshing pressures may normally be neglected in fatigue strength assessment of hull structures except for
pump tower supports. For calculations of fatigue strength of pump tower supports, see DNVGL-CG-0158.

DNV GL AS
SECTION 8 WELDING
Section 8
1 Weld improvement
1.1 General
Improvement of fatigue life due to post weld treatment shall be according to DNVGL-RU-SHIP Pt.3 Ch.9
Sec.4 [4.4].
1.2 Weld toe grinding

Weld toe grinding as described in DNVGL-CG-0129 is acceptable. Figure 1 shows an example of weld
profiling. The weld bead should be ground, and the undercut at the weld toe should be removed. It should be
noted that the final grinding direction should go across the weld in order to avoid additional notch due to the
grinding.
Undercut to be removed
at weld toe, min. 0.5 mm
Figure 1 Example of weld profiling at lower hopper knuckle
1.3 Weld profiling

Weld profiling as described in the recommended practice DNVGL-RP-0005 is acceptable.

DNV GL AS
Section 8
Figure 2 Geometric parameters for weld profiling
2 Recommended weld details for inner hull

Inner hull weld details are not possible to inspect as they are covered by the membrane insulation system.
The following weld details are therefore recommended to be subject to weld improvement by post weld
treatment.

DNV GL AS
Section 8
Figure 3 Welding details at inner hull, within +/- 150 mm from a web frame
Different weld details may be considered depending on the stress level at the details.

DNV GL AS
SECTION 9 REFERENCES
Section 9
1 References
Table 1 References
Reference Title
IMO Res. MSC.370(93) International Code for the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk (IGC Code)
USCG Res. 46 CFR (Code of Federal Safety Standards for self-propelled Vessels carrying Bulk Liquefied Gases
Register), Part 154.170/172/176
Lindemark, T. et al The Royal Hull design and tank dimensioning

Institution of Naval Architects (RINA),
ISCOT Busan, Korea, 2006
GTT Note MARK III 235, Rev. 12, Nov. CSA-2 Analysis of a 216k LNG Membrane Carrier
2005
GTT document N0-DG-33 Rev. M, May Cargo Tanks Arrangement Dimensions and Filling Ratios Hull Scantling
2005 Requirement

DNV GL AS
CHANGES – HISTORIC
Changes – historic
April 2016 edition
Amendments April 2016
• General
— Only editorial corrections have been made.
October 2015 edition

This is a new document.

DNV GL AS
About DNV GL
Driven by our purpose of safeguarding life, property and the environment, DNV GL enables
organizations to advance the safety and sustainability of their business. We provide classification,
technical assurance, software and independent expert advisory services to the maritime, oil & gas
and energy industries. We also provide certification services to customers across a wide range
of industries. Operating in more than 100 countries, our experts are dedicated to helping our
customers make the world safer, smarter and greener.
SAFER, SMARTER, GREENER

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CLASS GUIDELINE

DNVGL-CG-0136 Edition July 2017

Liquefied gas carriers with membrane tanks

The electronic pdf version of this document, available free of charge

© DNV GL AS July 2017

Any comments may be sent by e-mail to rules@dnvgl.com

Main changes July 2017

• Sec.2 Material selection

• Sec.5 Cargo hold strength assessment

Class guideline — DNVGL-CG-0136. Edition July 2017 Page 3

Section 2 Material selection.................................................................................... 7

Section 3 Design loads.......................................................................................... 10

Section 4 Ultimate strength assessment............................................................... 12

Section 5 Cargo hold strength assessment........................................................... 13

Section 6 Local structural strength assessment....................................................26

Section 7 Fatigue assessment............................................................................... 27

Class guideline — DNVGL-CG-0136. Edition July 2017 Page 4

Class guideline — DNVGL-CG-0136. Edition July 2017 Page 5

Figure 1 Flow chart of strength assessment

1.2 US coast guard requirement

Class guideline — DNVGL-CG-0136. Edition July 2017 Page 6

1.2 Ambient temperature

Table 1 Ambient temperature for temperature calculation

Still sea water

USCG requirements, Inner hull and members connected

USCG requirements, Inner hull and members connected

1.3 Calculation of the steel significant temperatures

1.4 Connecting members

Class guideline — DNVGL-CG-0136. Edition July 2017 Page 7

Figure 1 Corrosion additions in way of upper deck and trunk deck

Class guideline — DNVGL-CG-0136. Edition July 2017 Page 8

Class guideline — DNVGL-CG-0136. Edition July 2017 Page 9

1.2 Loading conditions

2 Internal pressure in cargo tanks

2.1 Rule load

2.2 Direct wave load analysis

Class guideline — DNVGL-CG-0136. Edition July 2017 Page 10

3.2 Liquid impact

3.3 Partial filling

Class guideline — DNVGL-CG-0136. Edition July 2017 Page 11

2 Inner hull stress limits

2.1 Allowable stress of inner hull

2.2 Vessels with double corrugated stainless steel membrane

σst + σdyn + σloc ≤ 185

2.3 Vessels with plane invar membrane(s)

Class guideline — DNVGL-CG-0136. Edition July 2017 Page 12

2.2 Model extent

Class guideline — DNVGL-CG-0136. Edition July 2017 Page 13

Figure 2 Example of a cargo hold model (aft)

Class guideline — DNVGL-CG-0136. Edition July 2017 Page 14

3 Design application of loading conditions and load cases

This is also applicable for fatigue analysis.

Class guideline — DNVGL-CG-0136. Edition July 2017 Page 15

3.3 Load cases

Class guideline — DNVGL-CG-0136. Edition July 2017 Page 16

Loading pattern % of perm. % of perm.

Seagoing condition (S+D)