OPERATING MEMBRANE LNG CARRIERSPARTIAL LOADING

CASES FOR 160 000M3 VESSELS AND BEYOND

EXPLOITATION DES NAVIRES METHANIERS A CUVES
MEMBRANESCAS DES REMPLISSAGES PARTIELS POUR
DES CAPACITES POUVANT ATTEINDRE 160 000 M3 ET PLUS
Jol Tessier
Engineering Manager
Laurent Spittael
Deputy Manager
GAZTRANSPORT & TECHNIGAZ
46, Avenue des Freres Lumiere
78140 Trappes, France

ABSTRACT
LNG carriers are usually dedicated to long term contracts and the vessels involved are
operated either fully loaded or with a minimum cargo during the ballast return voyage.
This minimum cargo is spread in all tanks for voyages of a small or medium length or is
grouped in one tank for long voyages.
Modifications of traditional LNG trades are appearing due to FPSO/FSRU and their
shuttle vessels and to spot cargoes.
To take into account these new trades and the related specific operating conditions,
LNG vessels and FPSO/FSRU have to allow partial filling levels in their tanks.
Today, some membrane LNG carriers (the AMAN series built by N.K.K. shipyard in
Japan) can already be operated without any filling limitation.
The range of filling levels authorized can be increased for vessels operating in zones
where limited sea states are encountered.
Recently, the results given by studies on liquid motion in LNG tanks made for FPSO
and FSRU allowed for a better understanding of the phenomenon encountered in partial
fillings in membrane tanks. Complementary studies have been made for LNG vessels
with a capacity of 160,000 m3 and more.
The results of these studies show that partial fillings are acceptable in membrane
tanks. This additional flexibility given to membrane LNG carriers allows for
transportation of any cargo volume up to the maximum vessel capacity.

RESUME
Les navires mthaniers sont gnralement ddis des contrats de transport long
terme et sont alors oprs soit en charge leur capacit maximum soit sur ballast avec le
minimum de cargaison rpartie sur lensemble des cuves pour des voyages de courte ou
moyenne dure ou sur une seule cuve pour des voyages de longue dure.

PS6-6.1
 De nouveaux marchs apparaissent pour le GNL: les FPSO/FSRU et leurs navires
navettes et les livraisons SPOT.
Pour rpondre ces nouveaux marchs ainsi quaux conditions particulires
dopration les navires mthaniers et les FPSO/FSRU doivent pouvoir tre utiliss avec
des remplissages partiels.
Actuellement des navires mthaniers cuves membranes (la srie des AMAN
construits par NKK) ont dj la possibilit dtre utiliss sans limitation de remplissages.
Les niveaux de remplissage autoriss peuvent tre largis pour des navires oprant
dans des zones o la mer est soumise des spectres de houle limits.
Ces dernires annes des tudes de mouvement de liquide faites sur les FPSO et
FSRU ont permis de mieux apprhender les remplissages partiels dans les cuves
membranes. Des tudes complmentaires ont alors t ralises sur des cuves de navires
mthaniers dont la capacit peut atteindre 160.000m3 et plus.
Les rsultats de ces tudes montrent que des remplissages partiels sont acceptables
dans les cuves membranes. Cette nouvelle flexibilit offerte par les navires mthaniers
cuves membranes permet d'assurer le transport de toute cargaison de GNL de volume
gal ou infrieur la capacit maximum du navire.

PS6-6.2
 OPERATING MEMBRANE LNG CARRIERSPARTIAL LOADING
CASES FOR 160 000M3 VESSELS AND BEYOND
1. INTRODUCTION
Tank partial loading are now more and more needed on board LNG Carriers due to
present and future markets.
In the past the partial filling level was not required but partial loading was
experienced. The first experience for partial loading (end of years seventies) was on
board the LNG Carrier named BEN FRANKLIN. On this membrane LNG ship a one
month voyage was done between Persian gulf and Gironde estuary in France through the
Cap with 6 tanks filled, at 80% of tanks height, with LPG having a higher density than
the LNG (0.6 instead of 0.47) without any trouble.
In the middle of years eighties the tank partial loading was considered in case of the
Australian LNG Project. For this project due to the presence of typhoon in the area of the
loading terminal the LNG Ships should be able to leave the loading berth under a short
notice. At that time two solutions were studied for the GTT membrane LNG Carriers:
- a procedure for tank loading in order to be able at any time to continue or stop the
loading and/or to transfer the cargo from tank to tank to reach conventional
acceptable filling level in all tanks (below 10% of tanks length or greater than 80% of
tanks height) during the short notice,
- the possibility to accept any filling level inside tanks thanks to model tests done in
GTT laboratory and computer analysis done by Lloyd's Register (LR).
At that time GTT got LR approval to load at any level a 125,000 m3 five tanks
membrane LNG Carrier.
As in general LNG Carriers are usually dedicated to long term contracts they are
always operated with tanks fully loaded or with minimum level of LNG inside tanks
during ballast voyage.
Today four LNG Carriers built by NKK Shipyard in Japan (the AMAN series) can
already be operated without any filling level limitation.
For LNG Ships under construction, range of filling levels is increased when they are
operated in zones where limited sea states are encountered.
Very recently , the results given by studies and tests on liquid motion in LNG tank,
made for FPSO and FSRU up to 200,000m3 capacity with 4 or 3 tanks allowed for a
better understanding of the phenomenon encountered in partial fillings in membrane
tanks.
The result is such, today, that partial filling can be considered on membrane LNG
Carriers. This is the reason of the partial filling levels study done on LNG Carriers with
capacities of 138,000 and 163,000 m3.

2. GENERAL CONCEPTION OF LNG VESSELS WITH MEMBRANE TANKS

Membrane LNG Vessels are generally designed with 4 tanks.Tanks are octagonal
with top chamfers equal at least to 30% of the tank height and lower chamfers dimensions
govern mainly by the ship hull structure in general.

PS6-6.3
 Up to now tank length is accepted up to 17% of ship length between perpendiculars.
The filling levels already approved are:
- lower than 10% of tank length,
or
- greater than 80% of tank height.
For the upper filling levels, the liquid free surface is rectangular which avoid to have
the same liquid resonance frequencies in longitudinal and transversal ways (under pitch
and roll).
The containment systems GTT MARK III and NO 96 are designed to withstand at
least the maximum pressure loads which can occur under the above approved filling
levels.
The MARK III containment system presents the same resistance against liquid
pressure loads on any location inside the tank.
In case of NO 96 the containment system is reinforced on the upper part of the tank
(down to 70% of tank height) to be able to withstand the pressure loads due to liquid
motions inside tank (The reinforced area can be increased if needed in case of tank partial
loading).

3. SHIP PROJECTS CONSIDERED

Two ship projects have been considered for the study concerning the tank partial
filling:
- one 138,100 m3 LNG Carrier under construction, with the membrane system GTT
NO 96, in DAEWOO in KOREA,
and,
- one 163,700 m3 LNG Carrier project design by GTT, with the membrane system
GTT MARK III, near the maximum size able to reach the Japanese main receiving
LNG terminals.

3.1. Main characteristics of the 138,100 m3 LNG Carrier

(See the ship arrangement in appendix 1.)

Main characteristics
Length overall 277.000 m
Length between perpendiculars 266.000 m
Moulded breadth 43.440 m
Depth 26.000 m
Design draught 11.400 m
Number of tanks 4
Capacity at 100% 138,100 m3
Displacement 100,132 t
Design speed 20.5 Knots

Tank N 2 dimensions
Capacity at 100% 40,449 m3
Length 43.720 m
Breadth 37.898 m

PS6-6.4
 Height 26.758 m
Upper chamfer 8.638 m
Lower chamfer 3.778 m

3.2. Main characteristics of the 163,700 m3 LNG Carrier

(See the ship arrangement in appendix 2.)

Main characteristics
Length overall 292.000 m
Length between perpendiculars 282.000 m
Moulded breadth 44.800 m
Depth 27.450 m
Design draught (arrival full loaded) 11.500 m
Number of tanks 4
Capacity at 100% 163,700 m3
Displacement (arrival full loaded) 110,000 t
Design speed 19.5 Knots

Tank N 2 dimensions
Capacity at 100% 47,458 m3
Length 47.940 m
Breadth 39.100 m
Height 27.540 m
Upper chamfer 8.290 m
Lower chamfer 4.210 m

4. METHODOLOGY USED FOR THE STUDY

4.1. Objective

This methodology is defined to study any LNG tank filling possibility from 0 to
98.5% of tank height in conditions of the world-wide navigation. Subject ships are a
138,100 m3 LNG carrier under construction in DAEWOO (Hull N 2206) and a 163,700
m3 LNG carrier designed by GTT.
The study is based on 1/70 scale liquid motion model tests results analysis. The liquid
motion model tests are performed in the GAZTRANSPORT & TECHNIGAZ laboratory.

4.2. General

The liquid motion is induced in tank model with different filling conditions and for
several forced tank motions.
Tank N2, of the two LNG carriers, is considered representative, as the most exposed
tank of the biggest capacity.
Results of the sea-keeping analysis provided by using numerical code HYDROSTAR
have allowed to determine forced tank motions as the excitation for the liquid motions
model tests.
The most severe world-wide environmental conditions are taken according to the
North Atlantic all directions scatter diagram (Area 16) from the IACS working group or
ISSC.

PS6-6.5
 The following conditions are considered:
Five main wave-ship incidences (0, 45, 90, 135 and 180),
Four intermediate wave-ship incidences (22.5, 67.5, 112.5 and 157.5),
Two ships speeds (Vmax design ships speed and 60%Vmax reduced speed ),
Three intervals of the significant wave height associated with each mean apparent
wave period from the scatter diagram (HS[0 m, 5 m], HS[5 m, Hmax] and HS[0
m, Hmax]).
The considered conditions are combined as following:
Maximum ships speed is applied for all headings (from 0 to 180),
Reduced speed is additionally considered for bow quarter headings (from 0 to 45),
Significant wave height range from 0 m to maximum given in the wave table for
stern headings (from 90 to 180), is associated with maximum ships speed,
Bow quarter headings (from 0 to 45) are treated with significant wave height
limited on interval from 0m to 5m (for maximum ships speed) or from 5m till Hmax
(for reduced speed).
Serviceable navigation limit is determined according to direct computed maximum
permissible vertical acceleration on fore perpendicular for longitudinal and diagonal
directions or maximum permissible roll angle for transverse direction.
Tank is excited by a combination of sine motions which amplitudes and periods
correspond to the ship motion response on navigation conditions. Longitudinal, transverse
and diagonal directions are analysed for the case of tank resonant period. Additionally,
double tank resonant period is considered for longitudinal and diagonal directions. Case
of ships maximum motions are treated even if being out of resonance.
The most critical cases observed in model testing is repeated by application of
irregular excitation in terms of time histories of relevant motions.

4.3. Procedure for determination of the sloshing model test conditions

- Step 1: determination of resonance area

Series of preliminary model tests have been performed in order to determine
resonance area of subjected large-chamfered tank geometry. Optionally, results in Step 1
could be obtained also by numerical simulation.
Tank excitation amplitudes are arbitrary chosen, according to the former tests
experience.
Test configuration was the following:
- Direction:
- Longitudinal, excited in pitch at 3
- Transverse, excited in roll at 15
- Diagonal, excited in roll and pitch (respectively at 11 and 3)
- Tank fillings:
- Several filling ratios from 10 to 95% of tank height (10, 30, 50, 70, 75, 80, 90 and
95%)

PS6-6.6
- Step 2: determination of tank resonance curves
Tank resonant curves for filling ratios from 10 to 95% of tank height (longitudinal,
transverse and diagonal directions) are determined according to the resonant frequencies
measured in Step1.
Supplementary, tank resonant frequency versus filling ratio curves are drawn out
using the theoretical formulations for prismatic tank:
- Resonant longitudinal frequency:
h
gth i
Fxi = l c for a rectangular tank
4 l c
With:
hi : liquid height (m)
lc : length of free surface (m)

- Resonant Transverse frequency:

h
gth i
Fxi = bi for a rectangular tank
4 b i
With:
hi : liquid height (m)
bi : width of free surface (m)
For transverse and diagonal directions actual breadth of the free surface is considered.
In case that magnitude of ships motion appears smaller than arbitrary chosen in Step
1, tank resonant curve are interpolated between measured and theoretical one.
- Step 3: selection of filling ratios
Based on the assumption that for large chamfered tank geometry 70% of tank height
(H) represents the lower corner of the upper chamfer, following filling ratios are tested
for filling above 70%:
1) Lower corner of upper chamfer, as discontinuity of the cross-section geometry
(70%),
2) 90% of H, due to the most interactions with ceiling experienced with large chamfers,
3) 95% of H, due to the impact pressure peak observed on previous tanks with
small upper chamfers,
4) One intermediate upper chamfer level corresponding to the highest impact
pressure recorded in Step 1.
For filling levels lower than 70%:
5) 10% of tank length, corresponding to the maximum of the lower approved
filling level,
6) 30% of H,
7) 50% of H,
8) Other intermediate filling levels between 10% of tank length and 70% of tank
height corresponding to the higher impact pressures recorded in Step.1 or to the
higher ship responses.

PS6-6.7
- Step 4: determination of wave frequency interval
Using the encounter frequency functional dependency of wave frequency, wave
incidence and ships speed, characteristic curves are derived for following service cases:
1) Maximum ships speed (Vmax) for all headings (from 0 to 180)
2) Reduced ships speed (0.6Vmax) for bow quarter headings (from 0 to 45)
For analysed range of fillings (10 to 98%), superposition of tank resonant curve and
characteristic speedheading curve resulted in wave frequency interval considered, for
each of listed service cases.
- Step 5: determination of worst navigation conditions
Environmental condition is defined according to the North Atlantic all directions
scatter diagram (Area 16) from the IACS working group or ISSC. Sea-state is represented
by significant wave height (HS) and mean apparent or peak wave period (TMA or TP).
Wave period interval analysed [TMA,min, TMA,max] is derived directly from the wave
frequency interval determined in Step 4.
Criteria for the wave height limitation on extreme serviceable bound are following
ships responses:
- maximum permissible vertical acceleration on fore perpendicular FP,max
(for longitudinal and diagonal directions),
- maximum permissible roll angle max
(for transverse direction).
Ships response on the wave of unit height (RAO-s) is computed for two loading
conditions (chosen among available from the loading plan, corresponding to the tank
fillings height of 70% and of 20%), two ships speeds (Vmax and 0.6Vmax) and nine
headings (from 0 to 180).
Each of the service cases are treated separately.
Vertical acceleration FP (or roll angle ) are derived from RAO-s, for each wave
period from interval [TMA,min, TMA,max] iteratively over significant wave height HS, until
given criteria is satisfied. The highest significant wave height HS that gives acceptable
value of vertical acceleration FP FP,max (or roll angle max) is associated with
corresponding wave period TMA, forming together representative sea-state couple.
- Step 6: computation of ships response
Ships motions relevant for this study are:
- Longitudinal direction : pitch, surge and heave
- Transverse direction : roll, sway and heave
- Diagonal direction : pitch, surge, roll, sway and heave
From ships response amplitude operators (RAO-s) computed in Step 5, maximum
ships motions are calculated for all represented sea-states and service cases.
Maximum ships motions are determined as maximum short-term value of the ships
response at 1/10th level, with respect to the tank N2 centre of gravity.

PS6-6.8
 For relevant 5 d.o.f. motions, results are presented in following form:
- Amplitudes and phases of RAO as function of wave encounter frequencies
e,
- Motion zero-crossing periods TZ as function of wave period (TMA or TP),
- Maximum response amplitudes R1/10 as function of wave period
(TMA or TP),
- Maximum response amplitudes R1/10 as function of corresponding zero-
crossing periods TZ.
Supplementary, for the test cases with recorded highest impact pressures,
corresponding time-histories of relevant motions will be computed.
- Step 7: determination of tank liquid motion excitation
For each condition and tank filling selected in Step 3, following cases are treated:
1) Resonance
Maximum motion amplitudes corresponding to the tank resonant period TR or
2TR.
2) Maximum motion (if out of resonance)
Motion period TZ corresponding to the maximum motion amplitude.
Tank liquid motions excitation are determined as harmonic function combined of
relevant motions (within the frames of the test equipment capacity) for considered
conditions:
1) Resonance

DIRECTION SHIP MOTION PERIOD SHIP SPEED

Vmax
Longitudinal Pitch and Surge TR, 2TR
0.6 Vmax
Transverse Roll or Sway TR Vmax
Vmax
Diagonal Pitch, Surge and Roll TR, 2TR
0.6 Vmax

Note: - Wave incidences corresponding to the diagonal direction are selected

as the most critical after the motion analysis completed (Step 6).

2) Maximum motion

LEADING SHIP
DIRECTION SHIP MOTION PERIOD
MOTION SPEED
Longitudinal Pitch and Surge Pitch TZ, Vmax
Transverse Roll or Sway Roll TZ, Vmax

Diagonal Pitch, Surge and Roll To be selected TZ,L..M. Vmax

Note: - Wave incidences corresponding to the diagonal direction are selected

as the most critical after the motion analysis completed (Step 6).

PS6-6.9
 Pitch motion is generally considered as leading motion for longitudinal direction
while roll motion is generally considered for transverse direction. For diagonal directions
leading motions are determined among relevant motions.
Motion amplitudes and periods are calculated in Step 6.
Phases between motions are taken from RAO-s computed in Step 5, for wave periods
TW corresponding to the tank motion period (TR or TZ).
Test cases with recorded highest impact pressures are repeated, applying corresponding
irregular excitation calculated in Step 6.

4.4. Models testing

The tests consist in moving model tanks (1/70th scale) filled with water at ambient
conditions in order to:
- Check the resonant period for a given filling ratio and amplitude,
- Measure pressures at various locations for a given case (filling ratio, motions
amplitudes, periods and phases). Possible locations of pressure sensors are given
hereafter on the model tank sketch:

The test rig allows to perform in the same time three (3) various motions: Pitch by
rotation around an axis, roll by rotation of a cylinder and surge by translation of a
cylinder within the first one. See picture below (top of next page):

PS6-6.10
The FROUDE similitude has been used for the tank motions.
Two (2) types of motions have been tested:
- Harmonic motions: With a fixed frequency for each motion and a fixed phase
between motions if needed. The amplitude and frequency of motions are in
accordance to the hydrodynamic response of the ships,
- Irregular motions: With a time history file describing the motion of the tank at
each step of time.

PS6-6.11
4.4.1. Tests conditions
- External conditions:
- The tank is filled with water, at steady state ambient temperature
- Atmospheric pressure
- Harmonic or random excitations. The amplitude, frequency, phases are according
to the sea keeping analysis of the barges and the filling ratios selected.
- Instrumentation:
Six (6) pressure transducers have been used to record the impact pressures. They are
located where impacts occur.

4.4.2. Tests procedure

The test programme is composed of:
- The determination of tanks resonant frequencies for various filling and various
leading motions (pitch, surge, sway, roll).As preliminary tank model tests have
been performed before, the value of the liquid resonant frequency have been
estimated.
- An identification of the category of the resonant mode (standing wave, travelling
wave, hydraulic jump etc),
- Harmonic tests with the leading motion only. A measurement of the pressures on
the tank walls and comparison with the reference pressures of the LNG carrier
model,
- Harmonic tests with the leading motion plus possible other motions. A
measurement of the pressures on the tank walls and comparison with the
reference model pressures,
- Irregular motions for the worse cases with a time history file coming from the
sea-keeping analysis.
4.4.3. Tests
Various filling ratios have been selected:
Once the filling ratios selected (high, low or intermediate levels), the tests begin by a
frequency sweeping in order to get the resonant periods, then a recording of the impact
pressures at these periods, with the maximum model tank motions.
- Detection / Recording
- a frequency sweeping is first done around the liquid resonance according to the
preliminary tank model tests and the area where the impact pressures occur are
identified,
- In the determined range, the step of the frequency sweeping is 0.01 Hz and the
pressure transducers are located in the impact area,
- Once the resonant frequency is selected, the tests are carried out on a long
duration so that at least two hundred (200) pressure impacts can be recorded for
statistical processing.
- Data processing
The data processing consists in:

PS6-6.12
 - Identification of the category of the resonant mode (standing wave, travelling
wave, hydraulic jump etc...),
- Calculating the statistical characteristics of the impact pressures:
- Pmax : Maximal Value of the N recorded impact pressures,
- P10 : Mean of the 10 highest impact pressures,
- PN/10 : Mean of the N/10 highest impact pressures,
- PN/3 : Mean of the N/3 highest impact pressures.

N 200.
- Random motions
Time history files are provided to the test rig. The tank pressures are recorded during
the tests in order to statistically analyse the impact pressures.

4.4.4. Tests results

The impact pressures are analysed through statistical tools in order to get pressure
statistical law F(pi) i.e probability (p pi) = F(pi), where p is the pressure. Knowing F,
we can then determine the extreme possible value at 10-3 probability or P1/1000 by: F(pi) =
10-3.
These laws are then used to evaluate the pressures P1/1000 , which are compared to
pressure references.
Hereafter the model tank is installed on the test rig (138,100 m3 LNG carrier tank N
2) with a 70% height filling level and a pitch motion. The location of the pressure
transducers can also be seen.

PS6-6.13
4.5. Criteria

The acceptability of the different filling levels on the two LNG carriers is based on a
comparison of the two model tanks tests results with the reference results of the LNG
carrier model.

5. MODEL TESTING DATA AND RESULTS

5.1. Determination of test conditions

Typical values, tables and curves are given hereafter in case of model tank N 2 of the
138,100 m3 LNG carrier under pitching.

5.1.1 Resonance area

Filling level Pitch amplitude Pitch frequency

In % of tank height In degree In Hz
10 3 0.490
30 3 0.810
50 3 0.945
70 3 1.050
75 3 1.080
80 3 1.130
90 3 1.135
95 3 1.088

5.1.2. Resonance curves determined by calculation

In addition is added the curve of measured frequencies (below)

PS6-6.14
 1,2

1
Resonance Frequencies (Hz)

0,8

0,6

0,4

0,2

Frquences Thoriques f Frquences relles f

0
%H
0 20 40 60 80 100

Theoritical and measured resonance frequencies in pitch on the tank

n2 model of the 138 100 m3 LNG carrier

5.1.3. Selection of filling levels

Under head sea (0),
- Between 70 and 98% of tank height: 70, 80, 90 and 95%,
- Under 70% of tank height: 50, 37, 30 and 27%.

PS6-6.15
5.1.4 Determination of wave frequency interval

18

16

14

12
Encounter Frequency
Omega e

10

2 SPEED 20.5 knots

SPEED 12.3 knots
0
0 0,5 1 1,5 2 2,5 3 3,5 4
Omega
Wave Frequency

5.1.5. Determination of worst navigation conditions

- Global Wave Statistics Zone 16 all directions North Atlantic

TZ 4,5 5,5 6,5 7,5 8,5 9,5 10,5 11,5 12,5

Tma 4,89 5,98 7,06 8,15 9,23 10,32 11,41 12,49 13,58
Hs sum
0,5 2 13 22 14 5 1 0 0 0 57
1,5 11 53 78 51 18 4 1 0 216
2,5 4 31 77 80 44 15 4 1 256
3,5 1 13 45 64 47 21 6 2 199
4,5 4 21 37 34 18 7 2 123
5,5 1 9 19 20 13 6 2 70
6,5 3 9 11 8 4 1 37
7,5 1 4 6 5 3 1 20
8,5 1 2 3 3 2 1 12
9,5 1 2 1 1 5
10,5 1 1 1 3
11,5 1 1
12,5 0
Total 2 29 125 249 272 187 90 35 10 999

- Maximum permissible vertical acceleration on fore perpendicular

PS6-6.16
 1.2 Waves Amplitude 1.0m
Speed 20.5 knots
1
Acceleration (m/s)

0.8

0.6

0.4

Angle 0 deg
0.2

0
0 200 400 600 800 1000 1200 1400 1600 1800 2000
Lambda (m)
Wave length

- RAOs for the two different speeds and one loading condition (Tank filled at 70%
of H)

1
Speed = 20.5 knots Angle = 0 deg
0,9 Speed = 20.5 knots Angle = 45 deg
Speed = 20.5 knots Angle = 90 deg
0,8
Speed = 20.5 knots Angle = 135 deg
0,7 Speed = 20.5 knots Angle = 180 deg
Amplitude (dg/m)

0,6

0,5

0,4

0,3

0,2
Amplitude Wave = 1m
0,1

0
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 2
Omega (rd/s)
PITCH - speed = 20.5 knots

PS6-6.17
 1
Speed = 12.3 knots Angle = 0 deg
0,9

Speed = 12.3 knots Angle = 45 deg

0,8

0,7
Amplitude (deg/m)

0,6

0,5

0,4

0,3

0,2 Amplitude wave =

0,1

0
0 0,2 0,4 0,6 0,8 1 1,2 1,4 1,6
PITCH - speed = 12.3 knots Omega (rd/s)

5.1.6. Computation of ships response (Loading condition: tanks filled above 70% of H)

5
V1/10 (dg or m)

V1/10 Pitch (dg)

3 V1/10 Surge (m)
Srie3
Resonance Tank 2
70%
2 95%
90%
80%
1

0
6 6,5 7 7,5 8 8,5 9 9,5 10 10,5 11 11,5 12 12,5 13
rTz(s)
Value 1/10 at COG Tank 2
Incidence 0 degree - SPEED 20.5 Knots

PS6-6.18
5.1.7. Determination of model tank liquid motion excitation
(With two loading conditions: tank filled above or under 70% of H)

Tank filling Phase Frequency Frequency Amplitude Amplitude

levels in %H
and motions in () In Hz In Hz In () In mm
Motions Pitch Surge Pitch Surge
95 297.94 1.05 1.05 1.35 0 & 4.29
95 302.57 0.837 0.837 5.32 0&8
90 332.54 1.1 1.1 0.90 0 & 3.71
80 349.85 1.135 1.135 0.80 0 & 3.27
70 322.16 1.087 1.087 1.03 0 & 3.86
50 194 0.945 0.945 1.89. 4.71
50 5 0.945 0.945 4.28 0 & 6.57
30 349 0.809 0.809 4.93 0 & 10.77
30 29 0.809 0.809 4.72 17
37 325 0.875 0.875 5.56 0 & 9.86
27 98 0.771 0.771 5.45 0 & 15.3

5.2. Results

Typical results are given hereafter in case of model tank N 2 of the 138,100 m3 LNG
carrier under pitching plus surge.

Filling level (%) 95 90 80 70 50 37 30 27

Pressure in bar
Pmax 0.351 0.202 0.417 0.206 0.477 0.269 0.588 0.557
P10 0.230 0.093 0.121 0.100 0.225 0.134 0.309 0.335

5.3. Conclusions

Taking into account the two GTT Membrane Systems:

- GTT MARK III offering the same resistance at any location inside the tanks,
and
- GTT NO 96 with possible reinforced insulation boxes to be installed at any
location inside tanks,
and the analysis of the results of the two model tank test campaigns, it appears that filling
levels inside tanks between 10% of tank length up to 80% of tank height, of the two ships
studied, could be considered in operation in addition to the conventional acceptable
filling levels (lower than 10% of tank length or greater than 80% of tank height).

PS6-6.19
 138,100 M3 LNG CARRIER

GT&T No 96 System

32.75
26.00
38.98

43.40

Tank 4 Tank 3 Tank 2 Tank 1

35,268 m3 40,449 m3 40,449 m3 21,935 m3

27.84
3.20
56.80 39.20 44.80 44.80 33.60 32.80
2.80 2.80 2.80 2.80 2.80

266.00

163,700 M3 LNG CARRIER

 GT&T MK III System

33.75
27.45
28.14
3.00
39.70

44.80

Tank 4 Tank 3 Tank 2 Tank 1

41,740 m3 47,458 m3 47,458 m3 27,086 m3

58.30 42.76 48.54 48.54 37.32 31.54

3.00 3.00 3.00 3.00 3.00

282.00