CLASSIFICATION NOTES

No. 31.13

Strength Analysis of
Independent Type C Tanks
JULY 2013

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FOREWORD
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Classification Notes
Classification Notes are publications that give practical information on classification of ships and other objects. Examples
of design solutions, calculation methods, specifications of test procedures, as well as acceptable repair methods for some
components are given as interpretations of the more general rule requirements.

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 Classification Notes - No. 31.13, July 2013

Changes Page 3

CHANGES CURRENT

General
This is a new document.

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 Classification Notes - No. 31.13, July 2013

Contents Page 4

CONTENTS

CHANGES CURRENT ....................................................................................................................3

1. Introduction............................................................................................................................................ 5
1.1 General......................................................................................................................................................5
1.2 Definition of Independent tank types C ....................................................................................................5
1.3 Objectives .................................................................................................................................................5
1.4 Scope of documentation............................................................................................................................5
1.5 Definitions of symbols and abbreviations.................................................................................................6
1.6 Ship application ........................................................................................................................................6
1.6.1 LPG carriers .............................................................................................................................................................. 7
1.6.2 LNG carriers (feeders) .............................................................................................................................................. 7
1.6.3 Ethylene carriers [LEG]............................................................................................................................................ 7
1.6.4 Ammonia carriers ..................................................................................................................................................... 7
1.6.5 1G ships carrying special cargo (typically Chlorine) ............................................................................................... 7
1.6.6 CO2 carriers............................................................................................................................................................... 7
1.6.7 LNG fuelled vessels.................................................................................................................................................. 7
1.6.8 Vessels designed to carry combination of cargoes e.g CO2 and LPG ...................................................................... 7
2. Design Basis ............................................................................................................................................ 9
2.1 General......................................................................................................................................................9
2.2 Design loads..............................................................................................................................................9
2.2.1 General...................................................................................................................................................................... 9
2.2.2 Cargo weight and tank system self weight ............................................................................................................... 9
2.2.3 Internal vapour pressure............................................................................................................................................ 9
2.2.4 External pressure..................................................................................................................................................... 10
2.2.5 Cargo tank pressure ................................................................................................................................................ 10
2.2.6 Sloshing loads ......................................................................................................................................................... 13
2.2.7 Thermal loads ......................................................................................................................................................... 15
2.2.8 Vibration analysis ................................................................................................................................................... 15
2.2.9 Hull interaction loads.............................................................................................................................................. 15
2.2.10 Tank testing and stress relieving............................................................................................................................. 15
2.3 Design load cases....................................................................................................................................15
2.4 Stress categories and acceptance criteria ................................................................................................16
2.4.1 Stress categories...................................................................................................................................................... 16
2.4.2 Design stresses for allowable code stress assessment ............................................................................................ 16
2.4.3 Acceptance criteria for buckling strength assessment ............................................................................................ 17
2.4.4 Acceptance criteria for evaluation of swash bulkhead ........................................................................................... 18
2.4.5 Acceptance criteria for global stresses in the cylindrical shell ............................................................................... 18
2.4.6 Acceptance criteria for accidental load cases ......................................................................................................... 18
2.4.7 Acceptance criteria for tank test condition ............................................................................................................. 18
3. Scantling Assessment of Tank............................................................................................................. 19
3.1 General....................................................................................................................................................19
3.2 Minimum plate thickness calculation based on allowable stress............................................................19
3.3 Buckling evaluation ................................................................................................................................20
3.3.1 Cylindrical Shell ..................................................................................................................................................... 21
3.3.2 Spherical shells and hemispherical ends................................................................................................................. 21
3.3.3 Dished ends............................................................................................................................................................. 21
3.3.4 Stiffening rings ....................................................................................................................................................... 21
3.4 Requirements related to openings and attachments ................................................................................21
3.4.1 General.................................................................................................................................................................... 21
3.4.2 Reinforcement plates .............................................................................................................................................. 21
3.4.3 Minimum plate thickness of attachments ............................................................................................................... 23
3.4.4 Requirements to manhole covers............................................................................................................................ 23
3.5 Evaluation of swash bulkheads...............................................................................................................23
3.6 Evaluation of global forces in the tank and in way of supports..............................................................23
3.6.1 General.................................................................................................................................................................... 23
3.6.2 Longitudinal stresses in the tank............................................................................................................................. 23
3.6.3 Tangential shearing stresses in the tank.................................................................................................................. 24
3.6.4 Circumferential stresses at support ......................................................................................................................... 24
3.7 Evaluation of saddles and supporting structure ......................................................................................24
3.8 Special considerations for other tank designs.........................................................................................24
3.8.1 Bi-lobe tanks ........................................................................................................................................................... 24
3.8.2 LNG fuel tanks........................................................................................................................................................ 24
4. References............................................................................................................................................. 26

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Sec.1 Introduction Page 5

1 Introduction
1.1 General
This classification note gives scope, methods and design criteria required for strength analysis of the tank
system for gas carriers and other ships with independent tank types C with class notations:
1A1 Tanker for Liquefied Gas
or
1A1 Tanker for Liquefied CO2
or/and
1A1 Gas Fuelled
and with possible additional special feature register information depending on intended gases carried.
This guideline refers to requirements specified in following rules and guidelines:
DNV Rules Pt.5 Ch.5 Liquefied Gas Carriers /1/
DNV Rules Pt.3 Ch.1 Hull Structural Design, Ships with Length 100 m and above /1/
DNV Rules Pt.4 Ch.7 Pressure Vessels /1/
DNV Rules Pt.6 Ch.13 Gas Fuelled Engine Installations /1/
IGC Code International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in
Bulk /2/
IMO Interim Guidelines on Safety for Natural Gas-Fuelled Engine Installations in Ships /3/
Other supporting standards e.g. PD 5500 Specification for Unfired Fusion Welded Pressure Vessels /4/.
Structural analysis carried out in accordance with the procedures outlined in this Classification Note will
normally be accepted for plan approval. Where in the text it is referred to the Rules, the DNV Rules for
Classification of Ships /1/ applicable at the time prevails.
Attention should be made to additional requirements given by flag or port authorities.
1.2 Definition of Independent tank types C
The design basis for type C independent tanks is pressure vessel criteria modified to include also fracture
mechanics and crack propagation criteria. The minimum design vapour pressure ensures that the dynamic
stress is sufficiently low so that an initial surface flaw will not propagate through the thickness of the shell and
cause leakage during the lifetime of the tank.
A type C independent tank can be summarized as follows:
simple geometric shape of tank system, carrying loads mainly as membrane stresses
mainly static pressure - fatigue and crack propagation is considered not to be critical
strength of tank can be documented by simple formulas/methods.
1.3 Objectives
The intention with this classification note is to provide specification and references for design of independent
tank types C according to DNV Rules.
The objective is:
to give a complete guidance for design and assessment of the tank system for ships with standard
independent tank types C
to achieve a reliable design by adopting rational design and analysis procedures.
It is recognized that the applicable rule requirements for design of independent tank type C are given in various
rule references which may not be easy accessible, and the references to calculation procedures for some of the
structural members have not earlier been documented. In this Classification Note the different requirements are
structured to give guidance for calculation procedures not explicitly stated in the Rules for documentation and
easier understanding of the different design stages.
This Classification Note covers the main structural aspects for a traditional C-tank consisting of a cylindrical
midbody with hemispherical, elliptical or torispherical end caps supported by two saddles. In addition some
considerations for bi-lobe tanks and vacuum-insulated LNG fuel tanks are included. Associated gas system
related aspects are not covered.
1.4 Scope of documentation
Structure-related documents required for approval of independent tank types C are given in the DNV Rules.
Typical documentation includes the following:

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detailed drawings of cargo tanks including information on non-destructive testing of welds and strength and
tightness testing of tank
specification of materials in cargo tank and cargo piping systems
detailed drawings of supports
specification of welding procedures for cargo tanks
specification of stress relieving procedures (thermal and mechanical)
complete stress analysis submitted for review.
The submitted documentation should among others specify the following descriptions:
maximum allowable relief valve setting (MARVS)
maximum vacuum pressure
maximum gas pressure
maximum external pressure
list of products carried
product density
tank(s) location.
1.5 Definitions of symbols and abbreviations
The following units are used in this Classification Note:
mass tonnes [t]
length millimetres [mm] or metres [m], stated in each case
time seconds [s]
force: Newton [N]
pressure [barg]
acceleration [m/s2].
Symbols not mentioned in the following list are given in connection with relevant formulae. The general
symbols may be repeated when additional definitions are found necessary in connection with specific formulae:
ax = Combined dynamic horizontal longitudinal acceleration in m/s2
ay = Combined dynamic horizontal transversal acceleration in m/s2
az = Combined dynamic vertical acceleration in m/s2
B = Rule breadth in m 1)
CB = Rule block coefficient 1)
CN = Classification Note
Cw = Wave coefficient 2)
D = Rule depth in m 1)
E = Modulus of elasticity
g0 = Standard acceleration of gravity, 9.81 m/s2
f1 = Material factor 1)
FLS = Fatigue limit state
GM = Metacentric height in m
L = Rule length in m 1)
MARVS = Maximum allowable relieve valve setting
NMD = Norwegian Maritime Directorate
T = Rule draught in m 1)
ULS = Ultimate Limit State (i.e. stress, yield and buckling check)
USCG = United States Coast Guard
V = Maximum service speed in knots on draught T
x = Axis in the ship's longitudinal direction
y = Axis in the ship's athwart direction
z = Axis in the ship's vertical direction
= Normal Stress
= Shear Stress
m = Design primary membrane stress [N/mm2]
= Density of liquefied gas [kg/m3].
1) For details, see the Rules Pt.3 Ch.1 Sec.1.

1.6 Ship application

Ships with independent tank type C are applicable for carrying a wide range of liquefied gases, all having
particular properties and design requirements related to general safety. Types of cargos with their special
requirements are given in DNV Rules Pt.5 Ch.5 App.A Table A1. Gas carriers with type C tanks have typically
been related to traditional cargos such as LPG, LNG, ethylene, ammonia etc, including the more recent use for

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storage of LNG Fuel and CO2 transportation.

A selection of some typical C-tank applications is listed below:
1.6.1 LPG carriers
Typically cargoes like Propane, Butane, Propylene etc are transported on LPG carriers. These cargoes have
moderate density and design temperature limited to -48C. NV4-4 (Carbon manganese steel) or equivalent is
used as material for the cargo tanks. The ship can be both fully pressurized, semi pressurized or fully
refrigerated. LPG can also carry a number of other cargoes listed in Appendix A like VCM, Vinyl Chloride
Monomer (high density) etc. Typical sizes range from 4000 m3 to 22 000 m3.
1.6.2 LNG carriers (feeders)
Lately it has been an increased demand for small LNG Carriers for coastal service where the independent tank
type C has shown to be competitive and flexible for the operators. The LNG tanks need to be designed for the
low temperature of LNG of -163C. Tank material is typically 9% Nickel steel or stainless steel, with typical
ship sizes ranging from 1100 to 3000 m3. An example of a typical coaster LNG carrier serving the Norwegian
coast is shown in Figure 1-1 (right).
1.6.3 Ethylene carriers [LEG]
Ethylene carriers are normally LPG Carriers applying tank material suited for the low temperature of ethylene
of -104C including ethane of -88C. Tank material is normally 5% Nickel steel. Typical sizes are the same as
LPG Carriers.
1.6.4 Ammonia carriers
Ammonia is carried on both LPG and LEG vessels. Particular attention should be paid to the selection of
material and heat treatment to prevent possible stress corrosive cracking from the ammonia. Typical sizes are
in the same range as for LPG/LEG Carriers.
1.6.5 1G ships carrying special cargo (typically Chlorine)
1G ships are required for special cargoes like Chlorine, Ethylene oxide etc, where special considerations with
regard to location of tanks, ship arrangement, damage stability and special requirements as given in Appendix
A must be met. Due to the special requirements mentioned above, independent tank types C are the only
containment system which can carry such cargoes.
The strict requirements for such tanks will limit the sizes of 1G ships.
1.6.6 CO2 carriers
CO2 differs from most other gases in the way that it can only be liquefied by pressurization. Consequently, tank
type C is currently the only realistic containment system for transportation. For CO2 to be liquefied, the
pressure has to be above 5.18 barg.
Most of the particular design requirements for CO2-carriers are system related. Taking into account the specific
design pressures, temperatures and the density of CO2 (heavier than water), no special structural tank design
considerations are necessary beyond what normally are required for traditional C-tanks. Considerations with
regard to contamination of CO2 with water or other foreign substances causing corrosion should however be
made.
Existing ships have typically sizes below 1500 m3, however larger ships may be expected in the future.
1.6.7 LNG fuelled vessels
Since the Millennium, it has been an increased attention on the potential use of LNG as fuel for commercial
vessels other than the traditional LNG carriers utilizing the cargo boil-off gas. The development of LNG fuelled
vessels is motivated both from commercial and environmental perspectives. Since the first ferry was built for
Norwegian coastal waters in 2000, the number and types of ships have increased significantly during the last
years. The anticipated expansion of LNG storage facilities and infrastructure is expected to further develop the
commercialization of LNG as an alternative to traditional fuels.
The fuel tanks used up to this date are vacuum insulated tanks with attached cold boxes. It should be noted
that the scope for strength evaluation of the vacuum insulated tanks are normally exceeding those of a
traditional C-Tank, with particular focus on the fatigue and ultimate strength of the inner tank in way of the
inter barrier supports.
Figure 1-1 (left), shows on of the LNG fuelled passenger vessels operating at the Norwegian coast.
1.6.8 Vessels designed to carry combination of cargoes e.g CO2 and LPG
Ships intended to carry both normal LPG cargoes and CO2 must comply with all the requirements for both LPG

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Sec.1 Introduction Page 8

carriage and CO2. Special considerations with regard to cleaning procedures must be considered to prevent e.g.
contamination of LPG.

LNG fuelled passenger ferry Coastal LNG carrier serving the Norwegian coast
Figure 1-1
Typical applications for independent tank types C

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Sec.2 Design Basis Page 9

2 Design Basis
2.1 General
This section gives an overview of the different load components and conditions to be used as basis for the
strength assessment of the tank structure. Allowable stress and buckling acceptance criteria to be used for the
different structural members are specified.
2.2 Design loads
2.2.1 General
The design loads which are to be considered for strength evaluation of independent tank types C are in general
given in DNV Rules Pt.5 Ch.5 Sec.5 I100. The design loads are listed in the table below:

Table 2-1 Design loads for independent tank type C

A. Static loads B. Dynamic loads C. Other loads
1) Cargo weight 1) Vertical, transverse and 1) Stationary temperature
2) Tank system self weight longitudinal accelerations acting distribution
on the system 2) Transient temperature distribution
tank shell 2) Sloshing loads of initial cool down
insulation
Domes and piping 3) Dynamic interaction forces from 3) Vibration
wave loads 1)
3) Internal and external overpressure
4) Still water interaction forces 1)
1) Interaction forces normally not relevant, see discussion in [2.2.9]

In addition to the design loads above, the following load scenarios as described in the IGC code are to be considered:
1) 30 static inclination of tank
2) Collision force acting on the tank corresponding to half of the mass of the tank and cargo in the forward
direction 1)
3) Collision force acting on the tank corresponding to a quarter of the mass of the tank and cargo in the aft
direction 2)
4) Flooding of cargo hold
5) Tank test condition

1) Note that stricter requirements issued by other authorities may apply (e.g. NMD requirements for fuel tanks)
2) Normally covered by item 2. for symmetrical tanks

The different load components are described in the following sections and are to be combined as described in [2.3].
2.2.2 Cargo weight and tank system self weight
For design purposes the specific density of the intended cargo is to be used. A minimum density is generally
to be taken as = 500 kg/m3.
The static weight of the cargo tank, including piping, insulation etc. should be included in the assessment. If
the weight of the additional piping etc is not known, this may conservatively be taken as a small percentage of
the cargo tank weight.
The static weight of the cargo is in the calculation to be combined with the dynamic cargo loads as described
in[2.2.6].
2.2.3 Internal vapour pressure
The vapour pressure used in the design is generally to be taken as given in the specification, and not be taken
less than the maximum allowable relief valve setting (MARVS). However, for the tank to be defined as a tank
type C, the minimum vapour pressure as described in IGC 4.2.4.4 and DNV Rules Pt.5 Ch.5 Sec.5 must be
satisfied as well.
p 0 = 2 + A C 1 .5 (barg)
2

A = 0.0185 m
a
m = Design primary membrane stress, to be taken as t as specified in [2.4].

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a = Allowable dynamic membrane stress (double amplitude at probability level Q = 10-8)

= 55 N/mm2 for ferritic-perlitic, martensitic and austenitic steels
= 25 N/mm2 for aluminium alloy (5083-0)
C = Characteristic tank dimension, taken as the greatest of the following: h, 0.75 b, or 0.45 l
h = Height of tank exclusive dome (dimension in ship's vertical direction) [m]
b = Width of tank (dimension in ship's transverse direction) [m]
l = Length of tank (dimension in ship's longitudinal direction) [m]
= Relative density of the cargo at the reference temperature ( = 1 for fresh water of 4C).
If other materials than those specified above are used, the allowable dynamic membrane stress a is to be
agreed with class.
The determination of the maximum dynamic membrane stress ranges for other materials should be based on a
crack propagation analysis over the life lime of the vessel, assuming a defined initial surface flaw, to ensure a
suitable low probability for a crack to propagate through thickness of the shell.
It should be noted that for tanks carrying gases with a relative density larger than 1.0, e.g. CO2, special
requirements as given in DNV Rules Pt.5 Ch.5 Sec.1 D702 apply.
The minimum design vapour pressure is a pre-requisite for the tank to be classified as a C-tank, and is included
to ensure that the ratio of the dynamic to the static stresses are sufficiently low such that the great bulk of
dynamic stress cycles occur below the non-propagation criterion for the areas without any major stress raisers.
2.2.4 External pressure
External overpressure should be applied to the tank shell for empty and partially filled tank conditions to ensure
that the buckling capacity of the tank is sufficient to withstand the maximum pressure difference between the
minimum internal pressure (maximum vacuum) and the maximum external pressure to which any portion of
the tank may be subjected simultaneously.
The design external pressure shall be based on the following formula:
p ed = p1 + p 2 + p3 + p 4
where
p1 = Opening pressure of vacuum relief valves on tank, if applicable. Generally not to be taken less than 0.25
bar
p2 = To be equal the set pressure of the pressure relief valve for tanks or parts of tanks in completely closed
spaces, elsewhere p2 = 0
p3 = External head of water for tanks or part of tanks on exposed decks, elsewhere p3 = 0. p3 may be
calculated using the formulae given in Pt.5 Ch.5 Sec.5 E303 multiplied by the factor c given in Pt.3 Ch.1
Sec.10 C100.
p4 = Compressive action in the shell due to the weight of and contraction of insulates, weight of shell,
including corrosion allowance, and miscellaneous external pressure loads to which the tank may be
subjected. This could be weight of domes, towers and piping, response from partly filled conditions and
hull deflections. In addition the local effect of external or internal pressure should be taken into account.
The pressure component p4 may be difficult to determine at an early design stage, but could be taken as
0.05 bar unless otherwise documented.
2.2.5 Cargo tank pressure
The design cargo tank pressure at a given location in the tank is generally given on the following format:
peq = p0 + ( p gd )max (barg)

a Z
(p ) = (barg)
1.02 10 4
gd max

where
p0 = Design vapour pressure as described in [2.2.3]
(pgd)max = Maximum combined internal liquid pressure, resulting from combined effects of gravity and
dynamic acceleration
a = Dimensionless acceleration (i.e relative to acceleration of gravity) resulting from gravitational and
dynamic loads, in an arbitrary direction (see Figure 2-1)
= Maximum density of the cargo in kg/m3 at design temperature

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Z = Largest liquid height (m) above the point where the pressure shall be determined from the tank
shell in the direction (see Figure 2-2)
= Angle of the acceleration vector relative to the vertical plane at a given point on the ellipsoid in
longitudinal direction (xz plane)
= Angle of the acceleration vector relative to the vertical plane at a given point on the ellipsoid in
transverse direction (yz plane)

Figure 2-1
Acceleration ellipse (static + dynamic) in transverse (yz-plane) direction described by the angle and in
the longitudinal (xz-plane) direction described by the angle . The acceleration ellipsoid is described by
the combined angle

Z IV
ZV
V I

Z1 Z III
Z II
III

I II
Figure 2-2
Liquid height Z at the point of consideration for an acceleration angle , , or an combined angle

The design acceleration is described by the ellipsoidal envelope of the three acceleration components ax, ay and az.
The ellipsoid perimeter line represents the assumed worst simultaneous combinations of the acceleration
components, and thus the design liquid pressure at a given point (acceleration multiplied by liquid height) can
be found along the perimeter line. The governing acceleration vector a and the corresponding angles and
for a given location of the tank may be found by an iteration process within the ranges 0 max and
0 max, where max and max are defined as shown in Figure 2-1.
The worst simultaneous combination of the acceleration components is however not considered to act over a
larger area of the tank. Hence, for design purposes of cylindrical shell and tank ends, it is normally considered
sufficient to calculate the accelerations a and a separately. The design pressure peq at any location of the tank

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can be determined as the maximum of the following pressures:

a ( x sin ( i ) + z cos( i ) + r )
p= + p 0 over the range 0 i max [barg]
1.02 10 4

and

a ( x sin ( ) + z cos( ) + r )
p= + p 0 over the range 0 i max [bar]
1.02 10 4
where
= Specific density of the cargo [kg/m2]
x, z, r = Coordinates [m] as shown in Figure 2-3
, = Angle of resulting acceleration relative to vertical plane as defined in Figure 2-1
max , max = Maximum angle as defined in Figure 2-1
a , a = Resulting acceleration vector for inclination angle and as shown in Figure 2-1

Figure 2-3
Calculation of pressure height at a given point in tank

Part of the structure for which a localized pressure is dimensioning, the maximum pressure calculated from the
ellipsoid (a) should be used.
The governing design pressure in the transversal or longitudinal direction is used as input to the minimum
scantling check which is described in Sec.3.
The design accelerations used for dimensioning of tanks and supports are given DNV Rules Pt.5 Ch.5 Sec.5
A704. These formulas are believed to give conservative design accelerations for a traditional type gas carrier.
As an alternative, the design accelerations may be determined by direct calculations, but this has not been the
general practice for past and current designs. This is mainly because the dynamic contribution on the scantling
is normally significantly less compared to the static contribution, and an optimization with regard to the
dynamic pressure has not been considered necessary.
If direct calculations are carried out (i.e. a wave load analysis) to determine the accelerations, the following
assumptions should be made for ULS design:
Ship speed of 5 knots.
A known wave spectrum with short crested waves based on North Atlantic wave environment.
All headings considered equally probable and the average load values over all headings are to be used.
Loads to be taken at probability of exceedance equal to 10-8. This corresponds to the most probable largest
load the ship will experience during 108 wave encounters in the North Atlantic and is normally interpreted
as being equivalent to a service life of 20 years.
Design accelerations are to be calculated at the tank centre for all tanks. The loading conditions assumed in the
hydrodynamic analysis are to reflect the vessels loading manual with full load and part loading conditions as
relevant.

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The prescriptive Rule design accelerations are calculated as follows:

1. Vertical acceleration:
3
2 2
0.6
2
45 x
a z = a0 1 + 5.3 + 0.05
L L CB

2. Transverse acceleration:

z
2 2
x
a y = a0 0.6 + 2.5 + 0.05 + 1 + 0.6
L B

3. Longitudinal acceleration:
a x = a 0 0.06 + A 2 0.25 A

where:
L z 0.6
A = 0.7 + 5
1200 L C B
x = Longitudinal distance from amidships to centre of gravity of the tank with content (m). x is positive
forward of amidships, negative aft of amidships
z = Vertical distance from the ships actual waterline to the centre of gravity of tank with content (m). z is
positive above and negative below the waterline.
600
34
0. 2 V L
a0 = +
L L
V = Service speed (kn)

Generally, = 1. For particular loading conditions and hull forms, determination of according to the formula
below may be necessary.

13 GM
= ( 1.0, GM = metacentric height (m))
B

2.2.6 Sloshing loads

Evaluation of the sloshing loads on the tank shell, supports and the internal structure (except for swash
bulkheads) may be disregarded provided that the free surface liquid length Ll does not exceed 0.16 L or 0.56
B, where the parameters L and B are the ship length and breadth, respectively.
Based on the current practice and past experience, cargo tanks with lengths exceeding 0.16 L have been
arranged with swash bulkheads to reduce the free liquid surface length.
The rationale for introducing a restriction on the free liquid surface length is to avoid exposure to large
amplitude ship motions at motion periods coinciding with the liquid motion resonance periods in the tank. The
situation is illustrated in Figure 2-4. The left hand diagram represents the surge motion response amplitude
operator (RAO) for a vessel with length 110 m, and the right hand side diagram the same RAO1) for a vessel
with length 220 m. The hatched regions represent the sloshing resonance period range for a cylindrical tank
with length 35 m for two tank filling levels. For the small vessel this tank length corresponds to 0.32 L. For the
larger vessel it corresponds to 0.16 L which is within the limit mentioned above.
1) RAO is the transfer function defining the ship response relative to the wave height for given encounter periods.

If the free liquid length remains within the given limit, it is seen that the amplitude of vessel motion with
periods coinciding with the sloshing resonance periods of the tank is small, and is hence not likely to excite
violent and potentially harmful liquid motions in the tank. Increasing tank/ship length ratios will increase the
amplitude of motions at tank resonance, and hence the severity of the sloshing in the tank.

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Figure 2-4
Surge excitations for a smaller ship (L = 110 m, left) and larger ship (L = 220 m, right), and typical slosh-
ing resonance period ranges for a tank with length of 35 m

Large sloshing loads are potentially critical for tank shell ends, tank internals (riser pipe from cargo pump, other
internal piping or access ladders) and supports. Studies and information available so far indicate that sloshing
loads for tanks with free liquid surface lengths up to 0.35 L are moderate in terms of the strength of the tank
shell and the tank supports. Violent sloshing is, however, expected to occur, and particular attention should be
given to the lateral impact pressure on the ring stiffeners and the routing of tank internals (piping etc).
Based on the above, the following steps should be taken to ensure that tanks are designed to sustain sloshing loads:
1) In case of tank length Lt 0.16 L
tank may be designed without internal swash bulkheads
sloshing evaluation is not required.
2) In case of tank length 0.16 L < Lt 0.35 L
i) Designed with swash bulkheads (free liquid length Ll 0.16 L)
Sloshing evaluation not required, except dimensioning of swash bulkhead. Sloshing loads specified
in DNV Rules Pt.3 Ch.1 Sec.4 C306 should be used for the assessment of swash bulkheads. The
sloshing pressure formulation is based on extreme condition values, but is reduced to equivalent
values corresponding to local stress levels used for design evaluation in the Rules. Hence, the
sloshing pressure values calculated from the ship rules are assumed to be equivalent to the general
design loads with a return period equivalent to 104 wave encounters experienced by the ship.
ii) Designed without swash bulkheads (free liquid length Ll > 0.16 L)
sloshing evaluation of tank shell and supports not required
sloshing evaluation of ring stiffeners to be considered
particular attention should be given to tank internals.
3) In case of tank length Lt > 0.35 L
i) Designed with swash bulkheads (free liquid length Ll 0.16 L)
same as item 2. i.
ii) Designed without swash bulkheads (free liquid length Ll > 0.35 L)
an evaluation of potential sloshing loads on tank ends, supports and internals should be carried out.
Sloshing evaluations may be based on model testing, CFD analyses or similar. Simple assessments of the tank
natural periods can be used as basis for further evaluations. The following formula may be used for estimating
the liquid sloshing natural period in seconds in the longitudinal tank direction:
l h
T fluid = Ccyl coth
g l

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where
h 1/ 2
Ccyl = 1.82(1 ) + 2.5
2R
l = cargo tank length [m]
g = 9.81
h = filling height [m]
2.2.7 Thermal loads
According to the Rules, stationary and transient thermal analyses are to be carried out as found necessary. For
traditional C-tanks of moderate size, thermal analyses have usually not been performed.
Separate thermal analysis may however be required if it is assumed that large temperature gradients are present
in the tank, or if constraints in the tank (supports, material selection etc.) impose large stresses in the tank
structure due to contraction of the tank. Thermal stresses are normally classified as secondary stresses, as
defined in [2.4]. In addition, a stationary temperature analysis of the part of the hull supporting the cargo tank
may need to be carried out for selection of material grades. These temperature calculations should generally be
according to DNV Rules Pt.5 Ch.5 Sec.2. Note that USCG has separate definitions of ambient temperatures to
be used in the evaluation.
2.2.8 Vibration analysis
Separate vibration analysis has generally not been required for existing designs.
2.2.9 Hull interaction loads
Horizontal tanks supported by saddles should preferably be supported by two saddle supports only. In this case,
the effect of hull interaction is normally small and may not need to be considered.
For tanks supported in such a way that the deflection of the hull transfers significant stresses in the tank, the
static and wave induced interaction loads should be included. The interaction loads may in general be found
from a cargo hold analysis, where both the local deflections of the double bottom and the deflections due to
hull girder bending are assessed. The wave-induced loads may be calculated as given in DNV Rules Pt.5 Ch.5
Sec.5 A708, alternatively simplified design loads according to the rules. Relevant load cases as specified in /5/
for prismatic tank types B should be considered.
In cases where hull interaction loads are significant, separate fatigue evaluations should be carried out.
2.2.10 Tank testing and stress relieving
Tanks made of carbon and carbon-manganese steel shall principally be thermally stress-relieved after welding
if the design temperature is below -10C, however in the case of large cargo pressure vessels of carbon or
carbon-manganese steel for which it is difficult to perform the heat treatment, mechanical stress relieving by
pressurizing may be carried out as an alternative to the heat treatment subject to the following conditions given
in Pt.5 Ch.5 Sec.5 I1100.
Each tank type C when completed are also subjected to a hydrostatic test at a pressure of not less than 1.5 p0,
however in no case during the pressure test is the calculated primary membrane stress at any point to exceed
90% of the yield stress of the material (as fabricated) at the test temperature.
For carrying ammonia some special considerations for selection of material and heat treatment will apply to
prevent possible stress corrosion cracking. Further guidance may be found in DNV Rules Pt.5 Ch.5 Sec.15.
2.3 Design load cases
For design stress (ULS), accidental (ALS) and testing condition evaluations, the following loading cases may
be considered. It should be noted that the maximum or minimum internal vapour pressure, whichever
considered to be the most conservative for the various failure modes, should be used.

Table 2-2 Load cases to be considered for scantling control of tank structure and support
Load case Location Reference Load components

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Cylindrical shell Pt.4 Ch.7 Sec.4 C200

Spherical shell Pt.4 Ch.7 Sec.4 C300
Dished ends Pt.4 Ch.7 Sec.4 C500 Tank system self weight
LC1 Static and dynamic pressure due to
Ultimate limit state condition

Yield check Shell in way of support See [3.6] cargo (ellipsoid)

Openings and rein- Internal vapour pressure
Pt.4 Ch.7 Sec.4 D300
forcements
Supports See [3.7]
LC2 Swash bulkhead and Pt.3 Ch.1 Sec.4 C300 Sloshing pressure
Yield check ring stiffener if relevant Internal vapour pressure
LC3 Tank As for LC 1
Yield and Tank system self weight
Static cargo pressure heeled 30 deg.
buckling Supports As for LC 1 Internal vapour pressure
check
LC4 Cylindrical shell Pt.5 Ch.5 Sec.5 I700 Design external pressure
Buckling Spherical shell Pt.5 Ch.5 Sec.5 I800
check Dished ends Pt.5 Ch.5 Sec.5 I900 ( Partial filling)
Tank system self weight
Tank test Accident limit state condition

LC5
Forward Supports Pt.5 Ch.5 Sec.5 A1100 Static cargo pressure
Longitudinal dynamic cargo pressure
collision
(0.5 g) in forward direction
Tank system self weight
LC6 Static cargo pressure
Supports Pt.5 Ch.5 Sec.5 A1100
Aft collision Longitudinal dynamic cargo pressure
(0.25 g) in aft direction
LC7 Flotation supports Empty tank
Flooding (tanks located below Pt.5 Ch.5 Sec.5 A1100 External liquid height in cargo hold up
condition waterline) to design water line

LC8
Tank test Tank and support Pt.5 Ch.5 Sec.5 N300 Full tank filled with fresh water

2.4 Stress categories and acceptance criteria

The stress categories and acceptance criteria applicable for the evaluation of the C-tank are described below.
2.4.1 Stress categories
The calculated stresses are in general divided into different stress categories depending on their type of nature
and their criticality for the safety of the system. For independent tank types C consisting mainly of a cylindrical
body and dished ends, the main stress component will be membrane stresses in the shell, and the stress can
easily be calculated based on classical formulas. In special areas or designs, where other stress components or
categories are dominating, the stress evaluation may be carried out using other relevant criteria as specified
below.
The different stress categories are generally defined as follows:
Membrane stress the component of a normal stress which is uniformly distributed and equal to the average
value of the stress across the thickness of the section under consideration. denoted t
Primary membrane stress membrane stress which is so distributed in the structure that no redistribution of
loads occurs as the result of yielding denoted m
Primary local membrane stress membrane stress produced by pressure or other mechanical loading and
associated with a primary and/or a discontinuity effect produces excessive distortion in the transfer of loads to
other portions of the structure denoted L
Bending stress the variable stress across the thickness of the section under consideration, after the subtraction
of the membrane stress denoted b
Secondary stress a normal stress or shear stress developed by the constraint of adjacent parts or by self-
constraint of a structure. The basic characteristic of a secondary stress is that it is self-limiting denoted g

2.4.2 Design stresses for allowable code stress assessment

For evaluation of the design stresses in the tank, the design equivalent stress shall not exceed the values given below:

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B F
f = the lesser of or
A B
B F
F = the lesser of or
C D
where
B = the specified minimum tensile strength at room temperature (N/mm2). For welded connections in
aluminium alloys the tensile strength in annealed conditions shall be used
F = the specified minimum upper yield stress at room temperature (N/mm2). If the stress-strain curve
does not show a defined yield stress, the 0.2% proof stress applies
0.2% = the specified minimum 0.2% proof stress at room temperature (N/mm2). For welded connections in
aluminium alloys the 0.2% proof stress in annealed conditions shall be used
A, B, C and D have the following values:
Material A B C D
C-Mn steels and Ni-steels 3 1) 2 3 1.5
Austenitic steels 3.5 1) 1.6 3 1.5
Aluminium alloys 4 1.5 3 1.5
1) For tanks complying with USCG requirements and using C-Mn steels, Ni-steels or austenitic steels, the A value is increased to 4.

Please note that advantage may be taken of enhanced yield strength and tensile strength at design temperatures
below -105C.
For the evaluation of the design equivalent stress, the following stress criterion applies:
t f
For special details, i.e. where local stresses or bending stresses are significant, the following criteria may be
used, unless the dimensioning of such areas are evaluated in an alternative way (e.g. reinforcement areas as
described in [3.4] etc):
L 1.5 f
b 1.5F
t + b 1.5F
L + b 1.5F
t + b + g 2.8 F
L + b + g 2 .8 F
2.4.3 Acceptance criteria for buckling strength assessment
A membrane stress check is to be carried out for the cylindrical and spherical shells to ensure that elastic
instability or membrane yield do not occur under external pressure. The external pressure shall in general not
exceed a critical pressure, pc, which is determined based on an evaluation of the buckling strength of the
member, including a general safety factor of 3. The critical pressure, including safety factor, is not allowed to
exceed the yield strength of the material. The requirements are given on the following general format:
pc
4 for cylindrical shell
p ed
pc
3 for spherical shell
p ed
py
3 for cylindrical and spherical shells
p ed
where
pc = External pressure corresponding to elastic instability of cylindrical or spherical shell
py = External pressure corresponding to membrane yield of the material
ped = External design pressure as given in [2.2.4]
The increased safety factor for buckling of cylindrical shells is included to reflect that deviations from a perfect
circular cylindrical form will reduce the critical load compared to the formulation. It is found that practical out-
of-roundness deviations reduce the capacity of up to 25%, which is compensated by increasing the safety factor
to 4 from 3.

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In addition there are separate requirements to the moment of inertia of stiffening rings.
Acceptance criteria for saddle and supporting structure are discussed in [3.7].
2.4.4 Acceptance criteria for evaluation of swash bulkhead
The capacity formulations given in the DNV Rules Pt.3 Ch.1 Sec.9 generally apply for the structural members
of the swash bulkheads, provided that the bulkhead is not part of the strength of the tank, e.g. supported by
springs which are likely not to develop any cracks in the tank shell. The formulation, assuming a return period
equivalent to 104 wave encounters, corresponds to an allowable stress level of 160 f1 N/mm2.
If the bulkhead is designed such that the prescriptive formulations in the rules do not apply, equivalent
formulations may be derived. The plate formulation may be derived allowing development of plastic hinges
(mechanisms). Supporting members (stiffeners, girders etc.) should be designed based on an elastic approach.
Allowable stresses as indicated above should be used.
If the swash bulkhead is part of the strength of the tank, ULS acceptance criteria as specified for the tank
(according to IGC) apply. Considerations with regard to the possibility of developing cracks in the shell should
be made if applicable.
Supporting springs etc. should be designed using acceptance criteria similar to those above, taking into account
the assumed probability level of the load.
2.4.5 Acceptance criteria for global stresses in the cylindrical shell
Acceptance criteria for the shear and longitudinal stresses in the tank calculated as described in [3.6] are given
below.
For the design load case, the following acceptance criteria apply:

Shear stress at support: 0 .8 t

3
Circumferential stress: 1.5 F
Longitudinal stress: Z 0.8 t
The longitudinal stresses (compression) should in no cases exceed the below buckling criterion:
t
0.20 E
Z R
E
1 + 0.004
F
Acceptance criteria for the tank testing are given in [2.4.7].
2.4.6 Acceptance criteria for accidental load cases
For the accidental load cases, the nominal equivalent stresses should be less than the following, as applicable:
f = F =F
The collision load case is normally not dimensioning for the tank structure itself, but should be considered in
the evaluation of the supports.
For the flooding case, it has normally only been required to evaluate the strength of the anti-flotation supports.
The tank strength itself (e.g. buckling of empty/heeled tank) has normally not been considered.
2.4.7 Acceptance criteria for tank test condition
In connection with the hydrostatic test as described in [2.2.10], the membrane stress t should at any point not
exceed t 0.9 F. It should be ensured that any compression stresses in the tank during filling do not cause
any instability of the tank shell.
The different stress components can be combined as follows:

t = 2 + Z2 Z + 3 2Z

Z = Longitudinal stress in cylinder

= circumferential membrane stress in cylinder
= membrane shear stress.

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3 Scantling Assessment of Tank

3.1 General
In the following, scantling requirements for the tank structure are discussed in detail. The requirements include
allowable stress and buckling assessment of the tank shell, internal structure and support, and dimensioning
control of opening and attachments, as described in the DNV Rules Pt.5. Ch.5 Sec.5 I and Pt.4 Ch.7 Sec.4, as
applicable. Some of the formulations given are re-produced from the Rules for convenience, otherwise given
with specific references to the Rules.
A traditional C-tank consists among others of the following parts:

Figure 3-1
For calculation purpose the tank is divided in elements as follows: Dished ends, transition cylinder to
elliptical cone, Openings (Dome, Sump, Piping connections), Supports and Swash bulkheads

The procedures and references for the design of the different parts are given in the below.

3.2 Minimum plate thickness calculation based on allowable stress

The plate thickness for the locations defined in Figure 3-1 is calculated as defined in DNV Rules Pt.4 Ch.7
Sec.4. The thickness formulas are summarized in Table 3-1 below.
Table 3-1 Minimum thickness calculation for the different tank sections
Formula no: Location Tank Part Formula
p Ri
1 Cylindrical tank body Cylindrical Shells t= +c
10 t e 0.5 p
Hemispherical ends p Ri
2 Dished end/ spherical shells t= +c
Spherical shells
20 t e 0.5 p
Hemispherical ends p D0 K
3 Dished end /transition Elliptical ends t= +c
Torispherical ends 20 t e
Where:
Ri = Inner radius [mm]
D0 = Outer diameter (external) of end plate [mm]
p = Design pressure as determined in Sec.2
t = Nominal design stress [N/mm2] as determined in Sec.2
e = Joint efficiency factor, taken as 1.0 for Independent tank type C vessels

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c = Corrosion thickness [mm]

= 0.0 generally for inside tanks
= 1.0 for exposed tanks (deck tanks)
K = Factor taking into account the stress at the conjunction, see Figure 3-2
d = Diameter of opening, [mm]
H = Outside height of torispherical/elliptical ends [mm].
It should be noted that the thickness formula for the dished ends is taking into account the increased stress level
at the conjunction with the cylindrical tank body, and no extra considerations in the transition zone is normally
necessary. As an example, the K-factor for a hemispherical end (H/D0 = 0.5) is given as 0.55, which is 1.1 times
the thickness requirement for a sphere.
If the end cap has a complete hemispherical shape, if may be beneficial to divide the end cap into two parts.
The part adjacent to the cylindrical shell body (transition zone) may be dimensioned according to Formula 3 in
Table 3-1, while the outer end cap may be dimensioned according to Formula 2.

Figure 3-2
Determination of shape factor K for dished ends

3.3 Buckling evaluation

The buckling requirements are generally given in DNV Rules Pt.5 Ch.5 Sec.5 I700 for the cylindrical shells,
I800 for spherical shells and hemispherical ends and I900 for torispherical or ellipsoidal ends. The various
members exposed to external pressure should be checked against elastic instability and yielding in the shell,
and are similar to those given in other equivalent codes. Safety factors against yielding and buckling are given
in Sec.2.

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The buckling resistance formulations for the different structural members are reproduced below.
3.3.1 Cylindrical Shell
The buckling capacity of the cylindrical shell is given by the following formula:


2n 1 t
3
20 E t 20 E 2 2
pC = + n 1+
n 2 D 3 1
2 2
( ) n
2 D

(2
)
n 1 1 +



1
Z
Z
where
t = Minimum required thickness of shell, excluding corrosion allowance [mm]
Z = Coefficient as given in Pt.5 Ch.5 Sec.5 I700
D = Outside diameter [mm]
The critical pressure is found by an iteration process over the range n, where n > Z.
For the membrane check, the external pressure causing yield of the circumferential membrane stress will be:
F t
p y = 10
R
3.3.2 Spherical shells and hemispherical ends
The buckling capacity of the spherical shell or hemispherical end is given by
2
t
p C = 2 .4 E
R
For membrane check, the external pressure causing yield in the sphere will be:
F t
p y = 20
R
3.3.3 Dished ends
Torispherical and ellipsoidal ends should generally be designed as the spherical shell, using maximum radius
as the equivalent spherical radius. In addition, the shell thickness should not be less than 1.2 times the thickness
required for an end of the same shape subject to internal pressure of the same magnitude.
3.3.4 Stiffening rings
The requirements for scantling of stiffening rings are given in terms of minimum moment of inertia for the
member.
0.18 D p ed L D S2
IX =
10 E
L = Effective length between stiffeners, see Pt.5 Ch.5 Sec.5 I700
The length of the shell contributing to the moment of inertia is limited by:
L S = 0.75 D t
3.4 Requirements related to openings and attachments
3.4.1 General
The requirements to reinforcements of openings and the dimensioning of attachments related to openings are
given in DNV Rules Pt.4, Ch.7 Sec.4 D. This includes openings related to tank domes and sumps, manholes,
pipe penetrations etc. The main requirements with comments are included in the below. Please refer to the
Rules for applicability and limitations of the below requirements.
3.4.2 Reinforcement plates
The strength requirements for the reinforcements around openings and penetrations are in the Rules formulated
as an area requirement on the following general format:
Aact Areq

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where the actual and required areas Aact and Areq are defined as below.
No reinforcements are necessary for isolated openings with diameter less than the following:

d i 0.3 (Di + t a ) t a , with a maximum of 150 mm.

where
di = Inner diameter of opening [mm]
ta = Actual thickness of shell excluding corrosion allowance
The definition of isolated openings is given in Pt.4 Ch.7 Sec.4 D201.
3.4.2.1 Required area

d
Areq = K i + t b t [mm2]
2
where
K = shape factor see Pt.4 Ch.7 Sec.4 D302.
t = required thickness of the shell thickness of the tank at the section considered, as calculated in Pt.4 Ch.7
Sec.5 G101. It should be noted that the tb is only used in this calculation, and the required shell plate
thickness is given in [3.4.3] below.
p de
tb =
20 t + p
de = the outer diameter attachment
p, t as given above.
3.4.2.2 Actual area
The actual area is defined as the area shaded in Figure 3-3 for K = 1 and K = 0.7 respectively.
k = 1 for reinforcement of openings in spherical shell and for cylindrical and conical shells in a plane
including the rotational symmetry axis.
= 0.7 for reinforcement of openings for cylindrical and conical shells considered in a plane normal to the
rotational symmetry axis.

Figure 3-3
Calculated actual reinforcement areas around openings

Only parts of the material which are located within defined distances from the openings can be included in
calculation of the shaded reinforcement area A. The reinforcement is defined by the limiting lengths LS and L
which are the maximum lengths to be included in the reinforcement calculation.
Shell side: LS = (Di + t a ) t a
Branch side: L = 0.8 (d i + t ba ) t ba
The corresponding additional thicknesses to be included in the calculation of the area A are based on the

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difference between the as-built reinforcements ta and the required thickness t for the shell element without
opening. Similar approach is applied for the attachment.
3.4.3 Minimum plate thickness of attachments
Scantling control of attachments such as domes and sumps should in principle follow the same calculation
procedures as for the main shell of the tank, taking into account the actual dimensions. Effects of openings or
penetrations should be included.
3.4.4 Requirements to manhole covers
The requirements to thickness of manhole covers are given in Pt.4 Ch.7 Sec.4 E. Standard dimensioning
according to e.g ASME standards is accepted. The same applies to flanges and standard fittings.
3.5 Evaluation of swash bulkheads
The plates and stiffeners of the swash bulkhead should as far as practicable be calculated according to DNV
Rules Pt.3 Ch.1 Sec.9. In cases where the prescriptive formulas do not apply, alternative equivalent methods
may be accepted, provided that the capacity formulation reflects the assumed return period of the load.
3.6 Evaluation of global forces in the tank and in way of supports
3.6.1 General
The basic requirements for evaluation of the global response of the tank and in way of supports are described
in DNV Rules Pt.5 Ch.5 Sec.5 I1000, but for design, the calculation procedures as given in PD5500 Annex G.3
/4/ may be followed. Alternative equivalent procedures specified in other recognized standards may be used.
In the following, the procedures are discussed in brief. For calculation details, the PD5500 may be consulted.
In connection with the evaluation of the global response of the tank structure, the following aspects need to be
considered:
longitudinal stresses at midspan and support
tangential shear stress at support and dished ends, if applicable
circumferential stresses in tank at supports.
3.6.2 Longitudinal stresses in the tank
In Pt.5 Ch.5 Sec.5 I403, the requirements to allowable longitudinal stress in the cylindrical tank are given,
which is similar to those given in PD5500. The calculated longitudinal stress consists of a combination of the
global axial forces created in the tank due to the design pressure (hydrostatic and overpressure) and the global
bending of the tank between the supports. The longitudinal stress formulation consists of the following three
terms:
I Sectional axial stress in the shell due to internal overpressure
II Sectional axial stress in the shell due to static and dynamic weight of cargo
III Axial stress due bending of tank

p0 R 2 W 4 M 10 3
Z = +
10 (2 R + t ) t (2 R + t ) t (2 R + t )2 t
144244 3 144244 3 1442443
I II III

where
p0 = Internal vapour pressure as defined in [2.2.3]
R = Inside radius of shell [mm]
t = minimum net required shell thickness [mm]
W = Axial force (positive is tensile) due to static and dynamic weight of cargo (excluding p0) [N]
M = Longitudinal bending moment [Nm] due to mass loads, eccentricities and frictions.
The detailed formulas for the different applications are given in PD5500 Annex G.3.3.2.3 and 3.3.2.4.
The design liquid pressure is generally to be taken as the maximum pressure obtained from the acceleration
ellipse (yz-plane), i.e. 0 i max, including the 30 static heel condition. In addition, the tank testing load
case is to be assessed with relevant acceptance criteria as applicable.
The first term of the formula is generally straight forward. For yield assessment the maximum internal
overpressure should be used. For buckling assessment the internal overpressure should generally be
disregarded.
The second term includes the average sectional axial stress due to static and dynamic cargo loading. The axial

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force is found by integrating the pressure over the end cap area.
The third term includes the bending moment created by the static and dynamic loading of the tank, and may be
determined according to PD5500 Annex G.3.3.2.2.
The longitudinal stresses are normally to be checked at tank mid-span and at the saddles.
3.6.3 Tangential shearing stresses in the tank
The calculation of the tangential shearing stresses q around the saddle supports may be calculated according to
PD5500 Annex G.3.3.2.5, using the relevant K-factors. Acceptance criteria are given in [2.4.5].
3.6.4 Circumferential stresses at support
The circumferential stresses at support may be calculated according to PD5500 Annex G.3.3.2.6, depending on
the actual design configuration.
3.7 Evaluation of saddles and supporting structure
The connection of the tank to the saddle, the saddle structure and its connection to the hull, and the supporting
structure should be evaluated based on the requirements in Pt.5 Ch.5. The supporting structure includes the part
of the hull (e.g. double bottom) which supports the tank.
The calculation procedure may be carried out following recognized pressure vessel standards, taking into
account the relevant requirements in Pt.5 Ch.5 Sec.5 I1000. For the saddle and the supporting structure, the
acceptance criteria for design stress (yield) and buckling may be taken as specified for type B tanks (Pt.5 Ch.5
Sec.5 H) as relevant. Fatigue assessment of the saddle and relevant parts of the supporting structure should be
considered if large dynamic stresses are present.
3.8 Special considerations for other tank designs
The above procedure covers only a normal pressure tank consisting of a single hull cylindrical tank body with
end caps horizontally supported by saddles. For other tank designs, such as bi-lobe tanks and LNG fuel tanks,
some considerations are made below.
3.8.1 Bi-lobe tanks
For the bi-lobe tanks the introduction of the longitudinal bulkhead affects the stress flow in the tank and special
attention should be given to the evaluation of the bulkhead structure and the Y-connection at the intersection
between the longitudinal bulkhead and the tank shell. As the longitudinal bulkhead is considered being a
strength member of the tank, acceptance criteria according to IGC apply. The bulkheads may be longitudinally
or transversely stiffened, and special consideration should be given to how the stiffeners are terminated or
connected to other strength members.
For the Y-connection and the stiffening rings, the stress response due to geometry change should be specially
considered. A finite element analysis of the details in question may be considered, taking into account all
relevant load components and using the relevant acceptance criteria as specified in [2.4]. The acceptance
criteria should reflect the refinement and type of analysis used in the evaluation.
The bulkhead has normally been evaluated based on a load scenario where liquid pressure is applied on one
side only.
The remaining part of the tank shell may be calculated in a similar way as given above for a traditional pressure
vessel.
3.8.2 LNG fuel tanks
All LNG fuel tanks currently designed have been vacuum insulated with an inner vessel connected to an outer
jacket. The function of the outer jacket is mainly, in addition to maintaining the vacuum, to act as a secondary
barrier for the piping from the tank to the first valve. Even though the inner vessel (shell and end caps) may be
designed according to the requirements given in Pt.5 Ch.5 Sec.5 I, special attention should be paid to the
following:
For the inner vessel, the vacuum between the two barriers is to be added to the design pressure p0. The vacuum
should also be taken into account when determining the design pressure for tank testing.
The vacuum space will however prevent the inner vessel from buckling, and a separate buckling check of the
inner vessel is normally not required. Buckling check of the outer vessel including the vacuum pressure should
however be carried out.
The shell plates of the outer jacket should be dimensioned against a minimum internal design pressure. The
minimum design pressure should be set equal to the set point of the relief valve, which normally has been in
the range of about 4 bars.

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The material of the outer vessel should be suitable for cryogenic temperatures.
Special attention should be paid to the evaluation of the connection between the inner and outer vessel, taking
into account the load transfer and the contraction of the inner vessel relative to the outer vessel. Finite element
methods may be used as found appropriate, and both yield and fatigue evaluations should be considered. For
non-accessible and highly loaded locations, the calculated fatigue life should generally be at least 10 times the
design life. For areas where a crack can develop through the tank shell causing potential leakage, the tank and
the containment system may have to satisfy additional criteria as specified for Independent Tank Types B.
Acceptance criteria for finite element analysis should reflect the refinement and type of analysis used in the
evaluation and the relevant stress categories.
Piping between inner vessel and outer jacket until the first valve is to be considered as part of tank. Stress
analyses should be carried out taking into consideration temperature, weight of liquids, accelerations,
constraints and relative deflections between inner vessel and outer jacket. Note that fatigue life should
generally be at least 10 times the design life.
Tank connection space shall comply with the requirements specified in Pt.6 Ch.13.
materials to comply with secondary barrier requirements
TCS entrance arranged with a sill height of at least 300 mm
TCS gas tightness shall be function tested
entrance hatch shall be function tested with respect to gas tightness
welded connection to outer jacket (to hold cold box and vaporizer weight).
It should be noted that the authorities (e.g. Norwegian Maritime Directorate NMD) may have additional
requirements for fuel tanks. As a result of this, all tanks built pr date have been designed to withstand a collision
load in the forward direction of 2.0 g.

DET NORSKE VERITAS AS

 Classification Notes - No. 31.13, July 2013

Sec.4 References Page 26

4 References
/1/ Det Norske Veritas (DNV), Rules for Classification of Ships:
Pt.5 Ch.5 Liquefied Gas Carriers
Pt.3 Ch.1 Hull Structural Design, Ships with Length 100 m and above
Pt.4 Ch.7 Pressure Vessels
Pt.6 Ch.13 Gas Fuelled Engine Installations
/2/ International Maritime Organization (IMO), International Code for the Construction and Equipment of
Ships Carrying Liquefied Gases in Bulk, IMO, 1993.
/3/ International Maritime Organization (IMO), Interim Guidelines on Safety for Natural Gas-Fuelled
Engine Installations in Ships
/4/ PD 5500 Specification for Unfired Fusion Welded Pressure Vessels
/5/ Det Norske Veritas (DNV), Classification Note - Strength Evaluation of Independent Tank Types B,
constructed mainly of Plane Surfaces, not yet published

DET NORSKE VERITAS AS