EP2035742B1 - An arrangement for a cylindrical tank for transportation of liquefied gases at low temperature in a ship - Google Patents
An arrangement for a cylindrical tank for transportation of liquefied gases at low temperature in a ship Download PDFInfo
- Publication number
- EP2035742B1 EP2035742B1 EP07747666A EP07747666A EP2035742B1 EP 2035742 B1 EP2035742 B1 EP 2035742B1 EP 07747666 A EP07747666 A EP 07747666A EP 07747666 A EP07747666 A EP 07747666A EP 2035742 B1 EP2035742 B1 EP 2035742B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- tank
- bulkheads
- arrangement according
- support
- cargo
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Not-in-force
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C13/00—Details of vessels or of the filling or discharging of vessels
- F17C13/08—Mounting arrangements for vessels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C1/00—Pressure vessels, e.g. gas cylinder, gas tank, replaceable cartridge
- F17C1/02—Pressure vessels, e.g. gas cylinder, gas tank, replaceable cartridge involving reinforcing arrangements
- F17C1/08—Integral reinforcements, e.g. ribs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
- B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C13/00—Details of vessels or of the filling or discharging of vessels
- F17C13/02—Special adaptations of indicating, measuring, or monitoring equipment
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2201/00—Vessel construction, in particular geometry, arrangement or size
- F17C2201/01—Shape
- F17C2201/0104—Shape cylindrical
- F17C2201/0109—Shape cylindrical with exteriorly curved end-piece
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2201/00—Vessel construction, in particular geometry, arrangement or size
- F17C2201/03—Orientation
- F17C2201/035—Orientation with substantially horizontal main axis
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2201/00—Vessel construction, in particular geometry, arrangement or size
- F17C2201/05—Size
- F17C2201/052—Size large (>1000 m3)
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2203/00—Vessel construction, in particular walls or details thereof
- F17C2203/01—Reinforcing or suspension means
- F17C2203/011—Reinforcing means
- F17C2203/012—Reinforcing means on or in the wall, e.g. ribs
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2203/00—Vessel construction, in particular walls or details thereof
- F17C2203/01—Reinforcing or suspension means
- F17C2203/011—Reinforcing means
- F17C2203/013—Reinforcing means in the vessel, e.g. columns
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2203/00—Vessel construction, in particular walls or details thereof
- F17C2203/01—Reinforcing or suspension means
- F17C2203/014—Suspension means
- F17C2203/015—Bars
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2203/00—Vessel construction, in particular walls or details thereof
- F17C2203/03—Thermal insulations
- F17C2203/0304—Thermal insulations by solid means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2203/00—Vessel construction, in particular walls or details thereof
- F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
- F17C2203/0602—Wall structures; Special features thereof
- F17C2203/0612—Wall structures
- F17C2203/0614—Single wall
- F17C2203/0617—Single wall with one layer
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2203/00—Vessel construction, in particular walls or details thereof
- F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
- F17C2203/0634—Materials for walls or layers thereof
- F17C2203/0636—Metals
- F17C2203/0639—Steels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2203/00—Vessel construction, in particular walls or details thereof
- F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
- F17C2203/0634—Materials for walls or layers thereof
- F17C2203/0636—Metals
- F17C2203/0639—Steels
- F17C2203/0643—Stainless steels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2203/00—Vessel construction, in particular walls or details thereof
- F17C2203/06—Materials for walls or layers thereof; Properties or structures of walls or their materials
- F17C2203/0634—Materials for walls or layers thereof
- F17C2203/0636—Metals
- F17C2203/0646—Aluminium
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
- F17C2205/01—Mounting arrangements
- F17C2205/0103—Exterior arrangements
- F17C2205/0119—Vessel walls form part of another structure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
- F17C2205/01—Mounting arrangements
- F17C2205/0123—Mounting arrangements characterised by number of vessels
- F17C2205/013—Two or more vessels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
- F17C2205/01—Mounting arrangements
- F17C2205/0123—Mounting arrangements characterised by number of vessels
- F17C2205/013—Two or more vessels
- F17C2205/0134—Two or more vessels characterised by the presence of fluid connection between vessels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
- F17C2205/03—Fluid connections, filters, valves, closure means or other attachments
- F17C2205/0302—Fittings, valves, filters, or components in connection with the gas storage device
- F17C2205/0379—Manholes or access openings for human beings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2209/00—Vessel construction, in particular methods of manufacturing
- F17C2209/22—Assembling processes
- F17C2209/221—Welding
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2221/00—Handled fluid, in particular type of fluid
- F17C2221/03—Mixtures
- F17C2221/032—Hydrocarbons
- F17C2221/033—Methane, e.g. natural gas, CNG, LNG, GNL, GNC, PLNG
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
- F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
- F17C2223/0146—Two-phase
- F17C2223/0153—Liquefied gas, e.g. LPG, GPL
- F17C2223/0161—Liquefied gas, e.g. LPG, GPL cryogenic, e.g. LNG, GNL, PLNG
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
- F17C2223/03—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the pressure level
- F17C2223/033—Small pressure, e.g. for liquefied gas
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
- F17C2250/04—Indicating or measuring of parameters as input values
- F17C2250/0404—Parameters indicated or measured
- F17C2250/043—Pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2250/00—Accessories; Control means; Indicating, measuring or monitoring of parameters
- F17C2250/04—Indicating or measuring of parameters as input values
- F17C2250/0486—Indicating or measuring characterised by the location
- F17C2250/0491—Parameters measured at or inside the vessel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2260/00—Purposes of gas storage and gas handling
- F17C2260/01—Improving mechanical properties or manufacturing
- F17C2260/011—Improving strength
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2260/00—Purposes of gas storage and gas handling
- F17C2260/01—Improving mechanical properties or manufacturing
- F17C2260/016—Preventing slosh
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2260/00—Purposes of gas storage and gas handling
- F17C2260/01—Improving mechanical properties or manufacturing
- F17C2260/017—Improving mechanical properties or manufacturing by calculation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2270/00—Applications
- F17C2270/01—Applications for fluid transport or storage
- F17C2270/0102—Applications for fluid transport or storage on or in the water
- F17C2270/0105—Ships
Definitions
- the present invention relates to design, construction and support of large, independent, horizontal and generally cylindrical tanks onboard ships, and for the transportation of liquefied gases at low temperatures.
- the invention is also in principle applicable for so-called twin tanks consisting of two cylindrical tanks built together into one common tank.
- Horizontal and independent cylindrical tanks have to a large extent been used for ships with relatively small total cargo capacity for transportation of liquefied gases at low temperatures, and the largest known and built ship with such cargo tanks has a total cargo capacity of about 30.000 m 3 .
- independent cylindrical tanks have not been applied for the largest ships for liquefied gases, notwithstanding that with regard to design, fabrication and installation onboard ships, such cylindrical tanks should be preferable, for example as compared to spherical tanks.
- a spherical tank has only one degree of freedom (diameter), while a cylindrical tank has two degrees of freedom (diameter and length) which favours the arrangement and installation in a surrounding hull.
- the number of cargo tanks is a significant parameter for the costs for building of ships for LNG. It may be worth mentioning that for the largest ships under contract and construction, it has been necessary to increase the number of cargo tanks from four to five (compared to membrane ships of somewhat smaller size), and the ships have become relatively more expensive to build.
- a common weakness/disadvantage of LNG ships of the membrane and spherical tank types is the arrangement for pipes, electric cables and internal access between the top and bottom of cargo tanks.
- the distance between top and bottom can be in the range of 40-45 metres, and a freestanding tower has to be provided inside each cargo tank for supporting and clamping of pipes and cables, as well as for ladders for access to the bottom of the tank.
- a conceivable alternative for applying independent cylindrical tanks for the large and largest ships for transportation of liquefied gases could be an upscaling of existing constructions of applied cylindrical tanks for smaller types of liquefied gas carriers.
- the independent cylindrical tanks are supported in two saddle constructions, such saddle constructions being integrated in surrounding hull constructions.
- cargo tank either made of aluminium, stainless steel or low-temperature steel
- the saddle construction of steel there is provided a thermal insulating material of sufficient strength to carry the weight of a full cargo tank.
- the critical load points for such cylindrical tanks will be at the supports and at shell and internal reinforcements in way of the supports.
- the internal reinforcements for the smaller type of ships/tanks consist normally of
- Such kinds of reinforcements are sufficient for rather small and medium sized liquefied gas carriers, and restrictions for filling level in such smaller cargo tanks are normally not necessary. Examples of both reinforcements are shown in GB 2032506 A , which is the closest prior art upon which the preamble of the independent claim 1 is based.
- the present invention is providing technical solutions enabling application of large independent cylindrical tanks for transportation of liquefied gases, and especially liquefied natural gas (LNG). Furthermore, the present invention alleviates the above-mentioned major weaknesses/disadvantages of other design concepts.
- An arrangement according to the invention is defined in claim 1 and a method according to the invention is defined in claim 12.
- the invention is providing good technical solutions for the following important items:
- the present invention are providing constructions/reinforcements internally in the tanks at the supports enabling exact stress calculations in materials for cargo tanks and surrounding hull structures at the prevailing load conditions.
- the invention consists mainly of providing two perforated circular wash bulkheads beside one other internally in the cargo tank at each support.
- the distance between the circular wash bulkheads will normally be in the range of 1 - 4 metres.
- a framework of girders/stiffeners will be provided and welded, and such that the two circular perforated bulkheads will be connected to each other through a framework.
- the adjacent sections of external shell plates will subsequently be welded to the periphery of the circular perforated bulkheads and to the radial girders between the bulkheads.
- the two circular perforated bulkheads, the between-lying framework and the external shell plates will accordingly constitute a rigid wheel-like construction.
- the two circular bulkheads in the construction will have many openings/perforations for quick balancing of differences in levels within the tank.
- the two circular and perforated bulkheads together with intermediate framework and external shell will be a very strong construction.
- the radial and global stiffness can be made almost infinite, and it will be almost impossible to have any global or local radial deformation of the tank at the prevailing external loads.
- the space between the two circular and perforated bulkheads at each support can in an efficient manner be used for pipes, cables and access between top and bottom of the tank.
- a dome for connection of pipes and cables and with an access hatch is arranged straight above the double bulkhead.
- the cargo tanks have ambient temperature when installed and adapted to the saddle support constructions of the hull.
- cargo e.g. LNG
- the diameter of the tanks will shrink about 60 mm in diameter for a steel tank of 30 meter diameter.
- the tank might partially deviate from the original contact surface to the saddle support, and the subsequent risk for the tank to become unstable in the transverse direction when the ship is rolling in the sea, cannot be neglected.
- domes above the double wash bulkhead makes it possible to arrange internal stiffening plates in the dome, as well as to arrange external brackets at the domes in plane with the wash bulkheads.
- This enables the structures of the domes, as connected to the circular wash bulkheads, to withstand all prevailing transverse force and to transfer the forces to the surrounding deck structures.
- the transfer of transverse forces from the cargo tank via the dome to the surrounding deck structure is permitted by a system of a specially arranged insulating 'tween material between domes and deck structures.
- the arrangement of the 'tween material is also taking care of required vertical and longitudinal movements due to temperature changes of the cargo tank.
- the required possibility for vertical movement of cargo tank is arranged.
- the required possibility for vertical and longitudinal movements is arranged. If the ship is prone to sagging and hogging, also the aft dome may permit some longitudinal movement.
- An additional advantage of the present design concept is the possibility for production of the cylindrical sections at the supports with built-in bulkheads/frameworks with exact roundness.
- the circular and perforated bulkheads can be constructed and fully welded, and initially made with excess measurements. Upon final weldings, the bulkheads might be measured, marked and cut to the exact desired diameter, and exact circular roundness can be achieved and guaranteed.
- the adjacent shell plates can be welded to the circular and perforated bulkheads and adjoining frameworks, and exact roundness is still maintained.
- Another new proposed item is the application of pressure sensors along the periphery of saddle constructions between tank and hull. Pressure loads on saddles can be monitored continuously, and can also be compared with pre-calculated loads along the periphery of the support system.
- Fig. 1A and 1B show a general arrangement plan for a LNG-carrier 1 of about 145.000 m 3 total cargo capacity, and with three 3 cylindrical cargo tanks.
- Fig.2A and Fig.2B show a transverse section through the ship and through a cargo tank (see Fig.1A Section A-A), and the section is shown between the perforated bulkheads 3 at one of the supports for one cargo tank.
- the figures show two alternative arrangements/solutions for frameworks between the circular and perforated bulkheads.
- the between-lying framework shown in Fig.2A consists of vertical 4 and horizontal 5 plate girders.
- the between-lying framework shown in Fig.2B consists of concentric ring girders 6 and radial girders 7.
- both figures/alternatives show that the cargo tanks are provided with external thermal insulation 11, saddle supports 12 and an insulating and a weight-bearing material between saddle support and cargo tank 13.
- Fig. 3 show section B-13 as indicated on Fig.2A and Fig.2B , and show the two perforated bulkheads 3 at a certain distance from each other. This distance is previously indicated to be in the range of 1-4 metres.
- the figure shows as well the principle for locking the tank at the saddle support against movement in longitudinal direction at one of the supports. At the other support, the tank 2 is free to slide in longitudinal direction.
- Fig. 3 also shows that vertical and horizontal girders (including concentric girders) are provided with openings 10 and 14 for free flow of liquid cargo, and for access to all spaces between the circular bulkheads.
- vertical and horizontal girders including concentric girders
- Fig.4 shows Detail 3 as referred to on Fig.3 , and shows arrangement for transfer of forces (mainly because of sloshing) in longitudinal direction from bulkheads 3 and radial plates 7 to the external shell plates 17.
- bracket 15 Internally in the tank is shown bracket 15 at transition between bulkhead 3 and shell 17, and externally in same plane is shown bracket 16. Both these brackets is sniped and grounded towards zero at the termination towards shell. Furthermore, external brackets 18 are shown in the support zone, and in same radial plane as other brackets 15 and 16 and internal radial plate 7. Arrangement of last-mentioned bracket 18 is characterized by cutting of space for the bracket in the 'tween material 13 between tank and saddle support. For locking of the tank in longitudinal direction, flat bars 19 are arranged externally along the periphery in the support zone of the tank.
- Corresponding flat bars 20 are arranged on the saddle support 12 for locking of the 'tween material 13 to the saddle support 12 and to the surrounding hull 1.
- Fig. 5A and Fig. 5B of Detail 1 as referred to on Fig.1A show the principle for locking the tank 2 in transverse and longitudinal directions at aft dome 23.
- the concentric ring 21 are fixed to the hull 1
- concentric ring 22 are fixed to the aft dome 23, and the surface between the concentric rings will act as sliding surface for vertical movements of the aft dome 23 due to changes in temperature of the tank 2.
- Material quality for these concentric rings might be same as applied between cargo tank and saddle support.
- the aft dome 23 and the tank 2 is locked for movements in transverse and longitudinal directions, and the dynamic forces on the cargo tank 2 when the ship is at sea, are transferred from the tank 2 via the aft dome 23 and concentric rings 21 and 22 to the hull 1.
- the aft dome 23 is internally reinforced by vertical reinforcing plates 24, and horizontal reinforcing plates 25.
- the vertical reinforcing plates 24 are assumed to be arranged in same plane as the two circular wash bulkheads 3, and in same plane is as well arranged brackets 26 between aft dome 23 and shell plates 17 of the tank for reducing stress concentrations at the transfer of forces.
- Fig. 5B shows mainly Section C - C as indicated in Fig. 5A .
- Fig. 6A and Fig. 6B of Detail 2 as referred to on Fig. 1A show the principle at forward dome 29 for locking the tank 2 in transverse direction, and at the same time to secure free movement of forward dome 29 and the tank 2 in vertical and longitudinal directions due to temperature changes.
- the intermediate elements 27 and 28 are arranged between forward dome and the surrounding hull 1.
- the inner element 27 is fixed to the dome, and the outer elements 28 (two separate pieces) are fixed to the hull 1, and the joint surfaces of the inner element 27 and the outer elements 28 are acting as sliding surfaces for vertical and longitudinal movements of the forward dome 29 due to changes in temperature of the tank 2. Material quality for these intermediate elements might be same as applied between cargo tank and saddle support.
- the forward dome 29 and the tank 2 is locked for movements in transverse direction, and the dynamic transverse forces on the cargo tank 2 are transferred from the tank 2 via the forward dome 29 and intermediate elements 27 and 28 to the hull 1.
- the forward dome 29 is internally reinforced by vertical reinforcing plates 30, and horizontal reinforcing plates 31.
- the vertical reinforcing plates 30 are assumed to be arranged in same plane as the two circular wash bulkheads 3,
- brackets 32 between forward dome 29 and shell plates 17 of the tank for reducing stress concentrations at the transfer of forces.
- Fig. 6B shows mainly Section D - D as indicated in Fig. 6A .
Abstract
Description
- The present invention relates to design, construction and support of large, independent, horizontal and generally cylindrical tanks onboard ships, and for the transportation of liquefied gases at low temperatures. The invention is also in principle applicable for so-called twin tanks consisting of two cylindrical tanks built together into one common tank.
- Horizontal and independent cylindrical tanks have to a large extent been used for ships with relatively small total cargo capacity for transportation of liquefied gases at low temperatures, and the largest known and built ship with such cargo tanks has a total cargo capacity of about 30.000 m3.
- However, for the last 20-30 years, several larger ships for transportation of liquefied gases have been built, and normal size and total cargo capacity have been in the range of 120.000 -160.000 m3. Recently, such ships with a total cargo capacity of more than 200.000 m3 have been contracted and constructed.
- Such larger ships have up to now mainly been built according to two different design concepts, namely the membrane type of cargo tanks and the independent spherical cargo tanks.
- The non-application of cylindrical tanks for such larger ships for liquefied gas is a "missing link" in the development so far.
- As noted above, independent cylindrical tanks have not been applied for the largest ships for liquefied gases, notwithstanding that with regard to design, fabrication and installation onboard ships, such cylindrical tanks should be preferable, for example as compared to spherical tanks.
- A spherical tank has only one degree of freedom (diameter), while a cylindrical tank has two degrees of freedom (diameter and length) which favours the arrangement and installation in a surrounding hull.
- Furthermore, the fabrication and construction of a cylindrical tank is much simpler than for a spherical tank.
- However, for the last 5-10 years, ships of the so-called membrane type have been the dominating type and alternative for large ships for transportation of liquefied natural gas (LNG). But these ships have limitations in their performance, and especially with regard to strengthwise capability of the cargo containment system for withstanding liquid motions (sloshing) when the ship is exposed to rough seas. Because of risk for damages due to sloshing, these types of ships are not permitted to have partial fillings in cargo tanks between about 20% and about 80% of full tanks when the ships are at sea.
- But even with such filling restrictions, from time to time, damages have occurred to membranes and insulation boxes of the cargo containment system due to sloshing. The number of cargo tanks is a significant parameter for the costs for building of ships for LNG. It may be worth mentioning that for the largest ships under contract and construction, it has been necessary to increase the number of cargo tanks from four to five (compared to membrane ships of somewhat smaller size), and the ships have become relatively more expensive to build.
- A common weakness/disadvantage of LNG ships of the membrane and spherical tank types is the arrangement for pipes, electric cables and internal access between the top and bottom of cargo tanks. The distance between top and bottom can be in the range of 40-45 metres, and a freestanding tower has to be provided inside each cargo tank for supporting and clamping of pipes and cables, as well as for ladders for access to the bottom of the tank.
- Furthermore, these towers must have sufficient strength to withstand sloshing at sea, and as a result, the towers are becoming rather complicated and expensive constructions.
- A conceivable alternative for applying independent cylindrical tanks for the large and largest ships for transportation of liquefied gases could be an upscaling of existing constructions of applied cylindrical tanks for smaller types of liquefied gas carriers.
- For such smaller types of liquefied gas carriers, the independent cylindrical tanks are supported in two saddle constructions, such saddle constructions being integrated in surrounding hull constructions. Between cargo tank (either made of aluminium, stainless steel or low-temperature steel) and the saddle construction of steel there is provided a thermal insulating material of sufficient strength to carry the weight of a full cargo tank.
- The critical load points for such cylindrical tanks will be at the supports and at shell and internal reinforcements in way of the supports. The internal reinforcements for the smaller type of ships/tanks consist normally of
- 1) a single ring stiffener with flange, or
- 2) a single ring stiffener with flange in association with a single circular perforated wash bulkhead.
- Such kinds of reinforcements are sufficient for rather small and medium sized liquefied gas carriers, and restrictions for filling level in such smaller cargo tanks are normally not necessary. Examples of both reinforcements are shown in
GB 2032506 A independent claim 1 is based. - Larger ships with horizontal cylindrical tanks, and with internal reinforcements as 1) above, will most likely have restrictions for tilling levels of the tanks due to sloshing at sea.
- Internal reinforcements as 2) above will for large tanks not be realistic due to difficulties for stiffening such a single wash bulkhead of large diameter. These two types of constructions/reinforcements have also limited radial stiffness and strength, and this limitation will become more and more significant as the tanks become larger. Accordingly, this lack of stiffness and strength will result in radial deformations along the periphery of the tanks at the support areas, and these deformations and accompanying stresses will be difficult to calculate exactly. Furthermore, deformations in the surrounding hull due to different draughts and sea states will be transferred to the support system and the cargo tanks.
- The fact that the surrounding hull with saddle constructions will be deformed, and the fact that the tanks in the support area will have radial deformations, will make exact pre-calculation of stress levels in cargo tank elements rather difficult. However, such exact pre-calculation of stresses is compulsory requirements from applicable national/international authorities and classification societies, and types of constructions/reinforcements applied for cylindrical tanks on smaller ships, are very difficult or even not possible to apply on larger ships.
- The present invention is providing technical solutions enabling application of large independent cylindrical tanks for transportation of liquefied gases, and especially liquefied natural gas (LNG). Furthermore, the present invention alleviates the above-mentioned major weaknesses/disadvantages of other design concepts. An arrangement according to the invention is defined in
claim 1 and a method according to the invention is defined inclaim 12. - Especially, the invention is providing good technical solutions for the following important items:
- ~ Avoiding significant restrictions for filling level of cargo tanks at sea.
- ~ Pennits a limited and minimum number of cargo tanks to be achieved (2, 3 or maximum 4 cargo tanks, depending on total cargo capacity).
- ~ Permits a simplified internal arrangement in the cargo tanks for pipes, electric cables and access between top and bottom of a cargo tank.
- Furthermore, the present invention are providing constructions/reinforcements internally in the tanks at the supports enabling exact stress calculations in materials for cargo tanks and surrounding hull structures at the prevailing load conditions.
- The invention consists mainly of providing two perforated circular wash bulkheads beside one other internally in the cargo tank at each support. The distance between the circular wash bulkheads will normally be in the range of 1 - 4 metres. Between the perforated circular wash bulkheads, a framework of girders/stiffeners will be provided and welded, and such that the two circular perforated bulkheads will be connected to each other through a framework. The adjacent sections of external shell plates will subsequently be welded to the periphery of the circular perforated bulkheads and to the radial girders between the bulkheads. The two circular perforated bulkheads, the between-lying framework and the external shell plates will accordingly constitute a rigid wheel-like construction.
- The two circular bulkheads in the construction will have many openings/perforations for quick balancing of differences in levels within the tank. The two circular and perforated bulkheads together with intermediate framework and external shell will be a very strong construction. The radial and global stiffness can be made almost infinite, and it will be almost impossible to have any global or local radial deformation of the tank at the prevailing external loads.
- On this basis, the stress calculations of the cargo tank can be simplified and reliable, and the requirements for exact stress pre-calculations can be fulfilled. Furthermore, a double bulkhead with an intermediate framework will be able to withstand forces from sloshing in an efficient way, and local stresses where the bulkheads are attacked to the external shell will be much smaller than for a single bulkhead. As an example, if such a ship with cylindrical cargo tanks with total cargo capacity of 145.000 m3 is provided with three cargo tanks, it is expected that the ship will have no restrictions for partial filling of cargo tanks by optimization of perforations in the internal bulkheads.
- From competition point of view, this is a clear advantage, as ships of membrane tank and spherical tank types need to have minimum four cargo tanks for 145.000 m3 total cargo capacity. Moreover, the ships of membrane type of cargo tanks will as previously mentioned also have restrictions for partial filling at sea.
- The space between the two circular and perforated bulkheads at each support can in an efficient manner be used for pipes, cables and access between top and bottom of the tank. A dome for connection of pipes and cables and with an access hatch is arranged straight above the double bulkhead.
- The cargo tanks have ambient temperature when installed and adapted to the saddle support constructions of the hull. However, when the cargo tanks are cooled down at first loading of cargo (e.g. LNG), the diameter of the tanks will shrink about 60 mm in diameter for a steel tank of 30 meter diameter. At least theoretically, the tank might partially deviate from the original contact surface to the saddle support, and the subsequent risk for the tank to become unstable in the transverse direction when the ship is rolling in the sea, cannot be neglected.
- This risk is eliminated by locking the domes (two for each tank) against transverse movement, so that the tank is always kept in same transverse position.
- The arrangement of domes above the double wash bulkhead makes it possible to arrange internal stiffening plates in the dome, as well as to arrange external brackets at the domes in plane with the wash bulkheads. This enables the structures of the domes, as connected to the circular wash bulkheads, to withstand all prevailing transverse force and to transfer the forces to the surrounding deck structures. The transfer of transverse forces from the cargo tank via the dome to the surrounding deck structure is permitted by a system of a specially arranged insulating 'tween material between domes and deck structures. The arrangement of the 'tween material is also taking care of required vertical and longitudinal movements due to temperature changes of the cargo tank. At the aft dome, the required possibility for vertical movement of cargo tank is arranged. At the forward dome, the required possibility for vertical and longitudinal movements is arranged. If the ship is prone to sagging and hogging, also the aft dome may permit some longitudinal movement.
- An additional advantage of the present design concept is the possibility for production of the cylindrical sections at the supports with built-in bulkheads/frameworks with exact roundness. The circular and perforated bulkheads can be constructed and fully welded, and initially made with excess measurements. Upon final weldings, the bulkheads might be measured, marked and cut to the exact desired diameter, and exact circular roundness can be achieved and guaranteed. As next step, the adjacent shell plates can be welded to the circular and perforated bulkheads and adjoining frameworks, and exact roundness is still maintained.
- With exact roundness of the tanks at the supports, the adapting of tanks to the saddle constructions of the hull will be facilitated.
- Another new proposed item is the application of pressure sensors along the periphery of saddle constructions between tank and hull. Pressure loads on saddles can be monitored continuously, and can also be compared with pre-calculated loads along the periphery of the support system.
- For better understanding of the invention it will be described more closely with reference to the exemplifying embodiments illustrated schematically in the appended drawings, where
-
Figs. 1A and 1B are a side view and plan view, respectively, of an LNG carrier embodying the present invention; -
Figs. 2A and2B are cross-sectional views along the line A-A inFig. 1 illustrating two separate embodiments of the invention; -
Fig. 3 is a sectional view along the line B-B inFigs. 2A and2B ; -
Fig. 4 shows at alarger scale Detail 3 fromFig. 3 ; -
Figs. 5A and 5B show at alarger scale Detail 1 fromFig. 1 ; and -
Figs. 6A and 6B show at alarger scale Detail 2 fromFig. 1 . -
Fig. 1A and 1B show a general arrangement plan for a LNG-carrier 1 of about 145.000 m3 total cargo capacity, and with three 3 cylindrical cargo tanks. -
Fig.2A andFig.2B show a transverse section through the ship and through a cargo tank (seeFig.1A Section A-A), and the section is shown between theperforated bulkheads 3 at one of the supports for one cargo tank. - The figures show two alternative arrangements/solutions for frameworks between the circular and perforated bulkheads.
- The between-lying framework shown in
Fig.2A consists of vertical 4 and horizontal 5 plate girders. - Outward is arranged a
concentric ring girder 6, and between thisconcentric ring girder 6 andshell plates 2 oftank 2 is arrangedradial girders 7. For optimum force transmission between shell and girders, it is important that forces are transferred vertically towards the shell plates. - The between-lying framework shown in
Fig.2B consists ofconcentric ring girders 6 andradial girders 7. - For both figures/alternatives are schematically shown
ladders 8 and pipes/cables 9 between top and bottom of tanks. - Both figures/alternatives show in principle perforations/
openings 10 in a bulkhead, and final number/locations of perforations/openings in the bulkheads will be subject to further considerations/calculations, and for achieving optimum results with regard to minimum load/stresses on bulkheads and shell from sloshings in the tank at sea. - Both figures/alternatives show that the cargo tanks are provided with external
thermal insulation 11, saddle supports 12 and an insulating and a weight-bearing material between saddle support andcargo tank 13. -
Fig. 3 show section B-13 as indicated onFig.2A andFig.2B , and show the twoperforated bulkheads 3 at a certain distance from each other. This distance is previously indicated to be in the range of 1-4 metres. The figure shows as well the principle for locking the tank at the saddle support against movement in longitudinal direction at one of the supports. At the other support, thetank 2 is free to slide in longitudinal direction. -
Fig. 3 also shows that vertical and horizontal girders (including concentric girders) are provided withopenings -
Fig.4 showsDetail 3 as referred to onFig.3 , and shows arrangement for transfer of forces (mainly because of sloshing) in longitudinal direction frombulkheads 3 andradial plates 7 to theexternal shell plates 17. - Internally in the tank is shown
bracket 15 at transition betweenbulkhead 3 andshell 17, and externally in same plane is shownbracket 16. Both these brackets is sniped and grounded towards zero at the termination towards shell. Furthermore,external brackets 18 are shown in the support zone, and in same radial plane asother brackets radial plate 7. Arrangement of last-mentionedbracket 18 is characterized by cutting of space for the bracket in the 'tween material 13 between tank and saddle support. For locking of the tank in longitudinal direction,flat bars 19 are arranged externally along the periphery in the support zone of the tank. - Corresponding
flat bars 20 are arranged on thesaddle support 12 for locking of the 'tween material 13 to thesaddle support 12 and to the surroundinghull 1. -
Fig. 5A and Fig. 5B ofDetail 1 as referred to onFig.1A show the principle for locking thetank 2 in transverse and longitudinal directions ataft dome 23. Theconcentric ring 21 are fixed to thehull 1, andconcentric ring 22 are fixed to theaft dome 23, and the surface between the concentric rings will act as sliding surface for vertical movements of theaft dome 23 due to changes in temperature of thetank 2. Material quality for these concentric rings might be same as applied between cargo tank and saddle support. - However, the
aft dome 23 and thetank 2 is locked for movements in transverse and longitudinal directions, and the dynamic forces on thecargo tank 2 when the ship is at sea, are transferred from thetank 2 via theaft dome 23 andconcentric rings hull 1. In order to withstand and transfer the forces, theaft dome 23 is internally reinforced by vertical reinforcingplates 24, and horizontal reinforcingplates 25. - The vertical reinforcing
plates 24 are assumed to be arranged in same plane as the twocircular wash bulkheads 3, and in same plane is as well arrangedbrackets 26 betweenaft dome 23 andshell plates 17 of the tank for reducing stress concentrations at the transfer of forces. -
Fig. 5B shows mainly Section C - C as indicated inFig. 5A . -
Fig. 6A and Fig. 6B ofDetail 2 as referred to onFig. 1A show the principle atforward dome 29 for locking thetank 2 in transverse direction, and at the same time to secure free movement offorward dome 29 and thetank 2 in vertical and longitudinal directions due to temperature changes. Theintermediate elements hull 1. Theinner element 27 is fixed to the dome, and the outer elements 28 (two separate pieces) are fixed to thehull 1, and the joint surfaces of theinner element 27 and theouter elements 28 are acting as sliding surfaces for vertical and longitudinal movements of theforward dome 29 due to changes in temperature of thetank 2. Material quality for these intermediate elements might be same as applied between cargo tank and saddle support. - However, by the shown arrangement, the
forward dome 29 and thetank 2 is locked for movements in transverse direction, and the dynamic transverse forces on thecargo tank 2 are transferred from thetank 2 via theforward dome 29 andintermediate elements hull 1. In order to withstand and transfer the forces, theforward dome 29 is internally reinforced by vertical reinforcing plates 30, and horizontal reinforcingplates 31. - The vertical reinforcing plates 30 are assumed to be arranged in same plane as the two
circular wash bulkheads 3, - And in same plane is as well arranged
brackets 32 betweenforward dome 29 andshell plates 17 of the tank for reducing stress concentrations at the transfer of forces. -
Fig. 6B shows mainly Section D - D as indicated inFig. 6A . - It will be understood that the present invention is not limited to the exemplifying embodiments described above, but may be varied and modified by the skilled person within the scope of the appended claims.
Claims (12)
- An arrangement for a horizontal and generally cylindrical tank (2) for transportation of liquefied gases at low temperature onboard ships, wherein the tank (2) is supported in the ship in at least two supports (12), and wherein the tank has an internal reinforcement comprising a perforated and stiffened bulkhead at each support,
characterized in that the internal reinforcement at each support, comprises two adjacent circular and perforated bulkheads (3) with an intermediate space therebetween, and that a framework system of crossing stiffeners (4-7) is arranged and welded to the adjacent bulkheads in the intermediate space. - An arrangement according to claim 1,
wherein an aft dome (23) is arranged in conjunction with the two adjacent circular and perforated bulkheads (3) at an aft cargo tank saddle support for enabling the aft dome by internal reinforcements (24, 25) and external brackets (26) in line with bulkheads (3) to transfer transverse and longitudinal forces between cargo tank (2) via intermediate elements (22, 23) to the hull (1), and simultaneously to allowing the aft dome (23) to slide in the vertical direction. - An arrangement according to claim 1 or 2,
wherein a forward dome (29) is arranged in conjunction with the two adjacent circular and perforated bulkheads (3) at a forward cargo tank saddle support for enabling the forward dome by internal reinforcements (30) and external brackets (32) in line with bulkheads (3) to transfer transverse forces between cargo tank (2) via intermediate elements (27, 28) to the hull (1), and simultaneously to allowing the forward dome (29) to slide in the vertical and longitudinal directions. - An arrangement according to claim 1,
wherein the bulkheads (3) have openings (10) areas of the respective bulkhead limited by the nearest girders (4-7). - An arrangement according to claim 1 or 4,
wherein space between the bulkheads (3) is utilized for protective running of pipes and electric cables (9), and for providing access (8) between the top and bottom of the tank. - An arrangement according to claim 1, 4 or 5,
wherein the stiffeners are comprising tangential and radial oriented plates (6, 7). - An arrangement according to claim 6,
wherein stiffeners also are comprising vertical and horizontal plates (4, 5). - An arrangement according to claim 6 or 7,
wherein at least some of the stiffening plates (4-7) are provided with openings (14). - An arrangement according to any one of the preceding claims,
wherein the support system is of the saddle type support (12) with a bearing insulation material (13) in the same length as the distance between the internal bulkheads (3), the 'tween material (13) being locked against movement by flat bar flanges (19) welded to the shell (17) of the tank (2) and reinforced with brackets (16,18) preferably being sniped, sniped brackets (15) also being provided between the shell (17) of tank (2) and the bulkheads (3). - An arrangement according to claim 9,
wherein pressure transducers are provided and arranged along the periphery of the support system, the vertical pressure from tank to supports being continuously monitored and recorded. - An arrangement according to any one of the preceding claims,
wherein the tank (2) has a cargo volume in the range of 40.000 - 60.000 m3, and wherein the distance between the adjacent bulkheads (3) at a support preferably is in the range of. 1-4 metres. - A method for the construction of a generally cylindrical tank for transportation of liquefied gases at low temperatures in ships, which tank (2) is provided with at least two areas for support in the ship (1), each area having internal reinforcement comprising a circular and perforated bulkhead,
characterized in that the reinforcement at each area is made in the form of two adjacent perforated bulkheads (3) and is fabricated with oversized diameter and a framework of crossing stiffeners (4-7) welded between the bulkheads (3), whereupon the bulkheads (3) and outer stiffeners (7) are cut to exact diameter and roundness before shell plates (17) of the tank (2) are welded to the bulkheads (3) and outer stiffeners (7).
Priority Applications (1)
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PL07747666T PL2035742T3 (en) | 2006-06-19 | 2007-06-19 | An arrangement for a cylindrical tank for transportation of liquefied gases at low temperature in a ship |
Applications Claiming Priority (2)
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NO20062869A NO327766B1 (en) | 2006-06-19 | 2006-06-19 | Cylindrical tank and method of manufacture thereof |
PCT/NO2007/000216 WO2007148982A1 (en) | 2006-06-19 | 2007-06-19 | An arrangement for a cylindrical tank for transportation of liquefied gases at low temperature in a ship |
Publications (3)
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EP2035742A1 EP2035742A1 (en) | 2009-03-18 |
EP2035742A4 EP2035742A4 (en) | 2010-01-06 |
EP2035742B1 true EP2035742B1 (en) | 2011-02-16 |
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EP07747666A Not-in-force EP2035742B1 (en) | 2006-06-19 | 2007-06-19 | An arrangement for a cylindrical tank for transportation of liquefied gases at low temperature in a ship |
Country Status (13)
Country | Link |
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EP (1) | EP2035742B1 (en) |
JP (1) | JP5269778B2 (en) |
KR (1) | KR101257141B1 (en) |
CN (1) | CN101473163B (en) |
AT (1) | ATE498800T1 (en) |
DE (1) | DE602007012544D1 (en) |
DK (1) | DK2035742T3 (en) |
ES (1) | ES2360736T3 (en) |
MY (1) | MY154944A (en) |
NO (1) | NO327766B1 (en) |
PL (1) | PL2035742T3 (en) |
RU (1) | RU2431076C2 (en) |
WO (1) | WO2007148982A1 (en) |
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US3979005A (en) * | 1974-05-13 | 1976-09-07 | The Boeing Company | Cryogenic tank and aircraft structural interface |
GB2032506A (en) * | 1978-10-20 | 1980-05-08 | Kvaerner Brug Kjoleavdelning | Tank |
NO146351C (en) * | 1978-11-24 | 1982-09-15 | East West Marine | STORAGE ON STORAGE. |
JPS57194892U (en) * | 1981-06-04 | 1982-12-10 | ||
JPH0285600A (en) * | 1988-09-22 | 1990-03-27 | Mitsubishi Heavy Ind Ltd | Horizontal and cylindrical tank structure for lng ship |
US5664514A (en) * | 1993-06-04 | 1997-09-09 | Laan; Markus Van Der | Tanker provided with swash type bulkheads |
DE19524680A1 (en) * | 1995-07-06 | 1997-01-09 | Linde Ag | Storage container, esp. for cryogenic media for use in vehicles - allows closure of undesired voids in the structure, and is cheaper to produce than known cylindrical storage vessels |
DE10008985A1 (en) * | 2000-02-25 | 2001-08-30 | Linde Ag | Reservoir container for cryogenic fluids; has insulation space between inner and outer containers with reinforcement webs may be formed on walls or support plates may be welded in inner container |
NO20042702D0 (en) * | 2004-06-25 | 2004-06-25 | Det Norske Veritas As | Cellular tanks for storage of fluids at tow temperatures, and cell structure for use in a tank |
-
2006
- 2006-06-19 NO NO20062869A patent/NO327766B1/en not_active IP Right Cessation
-
2007
- 2007-06-19 ES ES07747666T patent/ES2360736T3/en active Active
- 2007-06-19 MY MYPI20085094A patent/MY154944A/en unknown
- 2007-06-19 JP JP2009516421A patent/JP5269778B2/en not_active Expired - Fee Related
- 2007-06-19 PL PL07747666T patent/PL2035742T3/en unknown
- 2007-06-19 CN CN2007800227780A patent/CN101473163B/en not_active Expired - Fee Related
- 2007-06-19 DK DK07747666.1T patent/DK2035742T3/en active
- 2007-06-19 DE DE602007012544T patent/DE602007012544D1/en active Active
- 2007-06-19 EP EP07747666A patent/EP2035742B1/en not_active Not-in-force
- 2007-06-19 RU RU2009100410/06A patent/RU2431076C2/en not_active IP Right Cessation
- 2007-06-19 KR KR1020097000954A patent/KR101257141B1/en not_active IP Right Cessation
- 2007-06-19 WO PCT/NO2007/000216 patent/WO2007148982A1/en active Application Filing
- 2007-06-19 AT AT07747666T patent/ATE498800T1/en not_active IP Right Cessation
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN106143806A (en) * | 2016-08-29 | 2016-11-23 | 上海斯达瑞船舶海洋工程服务有限公司 | A kind of support means of independent flow container peculiar to vessel |
CN106143806B (en) * | 2016-08-29 | 2018-05-22 | 上海斯达瑞船舶海洋工程服务有限公司 | A kind of support device of independent flow container peculiar to vessel |
Also Published As
Publication number | Publication date |
---|---|
RU2431076C2 (en) | 2011-10-10 |
KR101257141B1 (en) | 2013-04-22 |
EP2035742A1 (en) | 2009-03-18 |
JP5269778B2 (en) | 2013-08-21 |
CN101473163B (en) | 2011-02-09 |
CN101473163A (en) | 2009-07-01 |
DE602007012544D1 (en) | 2011-03-31 |
JP2009541118A (en) | 2009-11-26 |
ES2360736T3 (en) | 2011-06-08 |
DK2035742T3 (en) | 2011-04-18 |
WO2007148982A1 (en) | 2007-12-27 |
NO20062869L (en) | 2007-12-20 |
PL2035742T3 (en) | 2011-07-29 |
ATE498800T1 (en) | 2011-03-15 |
NO327766B1 (en) | 2009-09-21 |
KR20090032087A (en) | 2009-03-31 |
MY154944A (en) | 2015-08-28 |
EP2035742A4 (en) | 2010-01-06 |
RU2009100410A (en) | 2010-07-27 |
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