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This survey should be such as to ensure that the structure, equipment, fittings, arrangements and material fully comply with the applicable provisions of the Code. In cases where only one such intermediate survey i s carried out in any one certificate validity period, it should be held not before six months prior to, not later than six months after, the half-way date of the certificate's period of validity.

Intermediate surveys should be such adto ensure that the safety equipment, and other equipment, and associated pump and piping systems comply with the applicable provisions of the Code and are in good working order. Such surveys should be endorsed on the lnternational Certificate of Fitness for the Carriage of Liquefied Gases in Bulk. Such a survey should be endorsed in the lnternational Certificate of Fitness for the Carriage of Liquefied Gases in Bulk.

Such a survey should ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are satisfactory; and that the ship i s fit to proceed to sea without danger to the ship or persons on board.

If the ship is in a port of another Contracting Government, the master or owner should also report immediately to the port State authority concerned and the nominated surveyor or recognized organization should ascertain that such a report has been made.

Any certificate so issued should contain a statement to the effect that it has been issued at the request of the Government of the State whose flag the ship is entitled to fly. A new certificate should only be issued when the Government issuing the new certificate is fully satisfied that the ship is in compliance with the requirements of 1. Where a transfer occurs between Contracting Governments, the Government of the State whose flag the ship was formerly entitled to fly should, if requested within 12 months after the transfer has taken place, as soon as possible transmit t o the Administration copies of the certificates carried by the ship before the transfer and, if available, copies of the relevant survey reports.

In addition, to safeguard the ship and the environment, the car o tanks should be protected from penetration in the case of minor cfamage to the ship resulting, for example, from contact with a jetty or tug, and given a measure of protection from damage in the case of collision or stranding, by locating them at specified minimum distances inboard from the ship's shell plating.

Both the damage to be assumed and the proximity of the tanks to the ship's shell should be dependent upon the degree of hazard presented by the product to be carried. A type 2PG ship is a gas carrier of m in length or less intended to transport products indicated in chapter 19 which require significant preventive measures to preclude escape of such cargo, and where the products are carried in independent type C tanks designed see 4.

Note that a ship of this description but over m in length i s to be considered a type 2C ship. Accordingly, a type 1G ship should survive the most severe standard of damage and its cargo tanks should be located at the maximum prescribed distance inboard from the shell plating. The requirements for the location of individual cargo tanks, however, are those for ship types related to the respective products intended to be carried.

However, the draught associated with the assignment should not be greater than the maximum draught otherwise permitted by this Code. The free surface effect in undamaged compartments should be calculated by a method acceptable to the Administration.

Where, however, because of stability considerations, the fitting of solid ballast in such spaces becomes unavoidable, then its disposition should be governed by the need to ensure that the impact loads resulting from bottom damage are not directly transmitted to the cargo tank structure. This booklet should contain details of typical service conditions, loading, unloading and ballasting operations, provisions for evaluating other conditions of loading and a summary of the ship's survival capabilities.

In addition, the booklet should contain sufficient information to enable the master to load and operate the ship in a safe and seaworthy manner.

B or 2 m-, whichever is less measured from the moulded line of the bottom shell plating at centreline see 2. Location of cargo tanks 2. The transverse extent of side damage should be measured to the longitudinal bulkhead when membrane or semi-membrane tanks are used, otherwise to the side of the cargo tanks see figure 2. For internal insulation tanks the extent of damage should be measured to the supporting tank plating.

Where there i s no double bottom, the protrusion below the upper limit of bottom damage should not exceed mm. Suction wells installed in accordance with this paragraph may be ignored in determining the compartments affected by damage. Where transverse bulkheads are spaced at a lesser distance, one or more of these bulkheads within such extent of damage should be assumed as non-existent for the purpose of determining flooded compartments.

Also, any transverse bulkhead should,be assumed damaged if it contains a step or recess of more than 3 m in length located within the extent of penetration of assumed damage.

The step formed by the after peak bulkhead and after peak tank top should not be regarded as a step for the purpose of this paragraph. Spaces which are linked by ducts of large cross-sectional area may be considered to be common. The unflooded parts of superstructures beyond the extent of damage, however, may be taken into consideration provided that:.

Standard of damage 2. However, the ability to survive the flooding of the machinery space should be considered by the Administration. The nature of the alternative measures should be approved and clearly stated and be available to the port Administration.

Any such dispensation should be duly noted on the International Certificate of Fitness for the Carriage of Liquefied Cases in Bulk referred to in 1.

Such openings should include air pipes and openings which are closed by means of weathertight doors or hatch covers and may exclude those openings closed by means of watertight manhole covers and watertight flush scuttles, small watertight cargo tank hatch covers which maintain the high integrity of the deck, remotely operated watertight sliding doors, and sidescuttles of the nonopening type; Licensed to Anglo-Eastern Group for 1 copy.

However, it should never be significantly less than that required by 2. Unprotected openings should not be immersed within this range unless the space concerned is assumed to be flooded. Within this range, the immersion of any of the openings listed in 2. Hold spaces should be located forward of machinery spaces of category A, other than those deemed necessary by the Administration for the safety or navigation of the ship.

A gastight A-0 class division is satisfactory if there is no source of ignition or fire hazard in the adjoining spaces. If there is no source of ignition or fire hazard in the adjoining space, segregation may be by a single A-0 class division which i s gastight. In such cases, precautions should be taken to ensure that cargo or cargo vapour cannot enter such other piping systems through the interconnections;.

If an emergency cargo jettisoning piping system is permanently installed, a suitable means of isolation from the cargo piping should be provided within the cargo area. The bulkhead of accommodation spaces, service spaces or control stations which face the cargo area should be so located as to avoid the entry of gas from the hold space to such spaces through a single failure of a deck or bulkhead on a ship having a containment system requiring a secondary barrier.

This distance, however, need not exceed 5 m. Windows and sidescuttles facing the cargo area and on the sides of the superstructures or deck-houses within the distance mentioned above should be of the fixed non-opening type.

Wheelhouse windows may be non-fixed and wheelhouse doors may be located within the above limits so long as they are so designed that a rapid and efficient gas and vapour tightening of the wheelhouse can be ensured. For ships dedicated to the carriage of cargoes which have neither flammable nor toxic hazards, the Administration may approve relaxations from the above requirements. For toxic gases they should be operated from inside the space. All valves necessary for cargo handling should be readily accessible to personnel wearing protective clothing.

Suitable arrangements should be made to deal with drainage of pump and compressor rooms. The cargo control room may be located within the accommodation spaces, service spaces or control stations provided the following conditions are complied with:.

Location of the gas detector within the cargo control room will not violate the gas-safe space if installed in accordance with Consideration should be paid to the safety characteristics of any electrical installations. If such a visual inspection, whether combined with those inspections required in 3. If the integrity of the insulation system can be verified by inspection of the outside of the hold space boundary when tanks are at service temperature, inspection of one side of the insulation in the hold space need not be required.

I Access should be provided:. Such spaces should be provided only with direct or indirect access from the open weather deck, not including an enclosed gas-safe space. Electrical equipment which is not of the certified safe type for manoeuvring, anchoring and mooring equipment as well as the emergency fire pumps should not be located in spaces to be protected by airlocks. Means of detecting any leakage should be provided.

The suction should not be led to pumps inside the machinery space. Means of detecting such leakage should be provided. Such arrangenlents should provide for the return of leakage to the cargo tanks.

Duct keels may be connected to pumps in the machinery spaces, provided the connections are led directly to the Licensed to Anglo-Eastern Group for 1 copy. Pump vents should not be open to machinery spaces. Bow or stern loading and unloading lines should not be used for the transfer of toxic products as specified in 1.

The piping outside the cargo area should run on the open deck and should be at least mm inboard except for thwartships shore connection piping. Such piping should be clearly identified and fitted with a shutoff valve at its connection to the cargo piping system within the cargo area.

At this location, it should also be capable of being separated by means of a removable spool piece and blank flanges when not in use. Flange connections in the piping are only permitted within the cargo area and at the shore connection.

When not in use, the spool pieces should be removed and the pipe ends be blank-flanged. The vent pipes connected with the purge should be located in the cargo area. Sidescuttles facing the shore connection location and on the sides of the superstructure or deck-house within the distance mentioned above should be of the fixed non-opening type.

In addition, during the use of the bow or stern loading and unloading arrangements, all doors, ports and other openings on the corresponding superstructure or deckhouse side should be kept closed. Where, in the case of small ships, compliance with 3.

If, however, the hull scantlings are increased accordingly, Po may be increased to a higher value but less than 0. A lower temperature may be accepted by the Administration subject to special consideration. The membrane i s designed in such a way that thermal and other expansion or contraction is compensated for without undue stressing of the membrane. If, however, the hull scantlings are increased accordingly and consideration is given, where appropriate, to the strength of the supporting insulation, Po may be increased to a higher value but less than 0.

G1 and G2. Such designs require, however, special consideration by the Administration. In any case the thickness of the membranes should normally not exceed 10 mm. There are three categories of independent tanks referred to in 4.

Where such tanks are primarily constructed of plane surfaces gravity tanks , the design vapour pressure Po should be less than 0. Where such tanks are primarily constructed of plane surfaces gravitytanks the design vapour pressure Po should be less than 0. However, the Administration may allocate a tank complying with the criterion of this subparagraph to type A or type B, dependent on the configuration of the tank and the arrangement of its supports and attachments.

The inner surface of the insulation is exposed to the cargo. The inner hull or an independent tank structure should function as the secondary barrier when required. The term liner means a thin, non-self-supporting, metallic, nonmetallic or composite material which forms part of an internal insulation tank in order Licensed to Anglo-Eastern Group for 1 copy.

A liner differs from a membrane in that it is not intended to function alone as a liquid barrier. If, however, the cargo containment system is designed for a higher vapour pressure, Po may be increased to such higher value, but not exceeding 0. However, a design vapour pressure of more than 0. However, lesser values of this temperature may be accepted by the Administration for ships operating in restricted areas or on voyages of restricted duration and account may be taken in such cases of any insulation of the tanks.

Conversely, higher values of this temperature may be required for ships permanently operating in areas of high ambient temperature. Provision to the satisfaction of the Administration should be made to ensure. The extent to which these loads should be considered depends on the type of tank, and is more fully detailed in the following paragraphs. The direction which gives the maximum value Pgd of Pgd shauld be considered. Where acceleration components in three directions need to be considered, an ellipsoid should be used instead of the ellipse in figure 4.

The above formula applies only to full tanks. Account may be taken of reduction in dynamic loads due to necessary speed reduction and variation of heading when this consideration has also formed part of the hull strength assessment. Guidance formulae for acceleration components are given in 4.

If simplified dynamic loading spectra are used for the estimation of the fatigue life, those should be specially considered by the Administration. Such distributions may be obtained as indicated in figure 4.

The tank boundary scantlings should meet at least the requirements for deep tanks taking into account the internal pressure as indicated in 4. Test conditions should represent the most extreme service conditions the cargo containment system will see in its life. Material tests should ensure that ageing is not liable to prevent the materials from carrying out their intended function.

Special attention, however, should be paid to deflections of the hull and their compatibility with the membrane and associated insulation. Inner Licensed to Anglo-Eastern Group for 1 copy. The allowable stress for the membrane, membrane-supporting material and insulation should be determined in each particular case.

The cargo tank plating thickness should meet at least the requirements of Recognized Standards for deep tanks taking into account the internal pressure as indicated in 4. Statistical wave load analysis in accordance with 4. A three-dimensional analysis should be carried out to evaluate the stress levels contributed by the ship's hull. The model for this analysis should include the cargo tank with its supporting and keying system as well as a reasonable part of the hull.

A complete analysis of the particular ship accelerations and motions in irregular waves and of the response of the ship and its cargo tanks to these forces and motions should be performed unless these data are available from similar ships. These calculations in all cases should be based on generally accepted pressure vessel design theory.

Openings in pressurecontaining parts of pressure vessels should be reinforced in accordance with a standard acceptable t o the Administration. This figure may be increased up to 1.

For process pressure vessels the Administration may accept partial non-destructive examinations, but not less than those of 4. For special materials, the above-mentioned factors should be reduced depending on the specified mechanical properties of the welded joint. These calculations in all cases should be based on generally accepted pressure vessel buckling theory and should adequately account for the difference in theoretical and actual buckling stress as a result of plate edge misalignment, ovality and deviation from true circular form over a specified arc or chord length.

For vessels not fitted with vacuum relief valves PI should be specially considered, but should not in general be taken as less than 0. These include, but are not limited to, weight of domes, weight of towers and. In addition, the local effect of external or internal pressure or both should be taken into account.

Loads referred to in 4. Stresses in way of the supports should be to a standard acceptable to the Administration. Test conditions should represent the most extreme service conditions the cargo containment system will see in its life. Material tests should ensure that ageing is not liable to prevent the materials from carrying out their intended function. Special attention, however, should be paid to deflections of the hull and their compatibility with the membrane and associated insulation.

Inner hull plating thickness should meet at least the requirements of Recognized Standards for deep tanks taking into account the internal pressure as indicated in 4. The allowable stress for the membrane, membrane-supporting material and insulation should be determined in each particular case.

The cargo tank plating thickness should meet at least the requirements of Recognized Standards for deep tanks taking into account the internal pressure as indicated in 4. Statistical wave load analysis in accordance with 4. The model for this analyses should include the cargo tank with its supporting and keying system as well as a reasonable part of the hull. These calculations in all cases should be based on generally accepted pressure vessel design theory.

Openings in pressure-containing parts of pressure vessels should be reinforced in accordance with a standard acceptable to the Administration.

This figure may be increased up to 1. For process pressure vessels the Administration may accept partial nondestructive examinations, but not less than those of 4.

For special materials, the abovementioned factors should be reduced depending on the specified mechanical properties of the welded joint.

These calculations in all cases should be based on generally accepted pressure vessel buckling theory and should adequately account for the difference in theoretical and actual buckling stress as a result of plate edge misalignment, ovality and deviation from true circular form over a specified arc or chord length.

For vessels not fitted with vacuum relief valves P1 should be specially considered, but should not in general be taken as less than 0. These include, but are not limited to, weight of domes, weight of towers and piping, effect of product in the partially filled condition, accelerations and hull deflection.

In addition the local effect of external or internal pressure or both should be taken into account. Loads referred to in 4. Stresses in way of the supports should be to a standard acceptable to the Administration. In special cases a fatigue analysis may be required by the Administration.

A three-dimensional structural analysis should be carried out to the satisfaction of the Administration. This analysis is to evaluate the stress levels and deformations contributed either by the inner hull or by the independent tank structure or both and should also take into account the internal pressure as indicated in 4. Where water ballast spaces are adjacent to the inner hull forming the supporting structure of the internal insulation tank, the analysis should take account of the dynamic loads caused by water ballast under the influence of ship motions.

Tanks constructed of plane surfaces should at least comply with Recognized Standards for deep tanks. For this purpose, thermal cycles are considered to be a minimum, based upon 19 round voyages per year; where more than 19 round voyages per year are expected, a higher number of thermal cycles will be required. In these tests, where applicable the crack area should be subjected to the maximum hydrostatic pressure of the ballast water. However, if detailed calculations are carried out for the primary members, the equivalent stress sC as defined in 4.

With regard to the stresses sm, sL and sb see also the definition of stress categories in 4. If the stress-strain curve does not show a defined yield stress, the 0. For welded connections in aluminium alloys the respective values of Re or Rm in annealed conditions should be used.

Subject to special consideration by the Administration, account may be taken of enhanced yield stress and tensile strength at low temperature. The temperature on which the material properties are based should be shown on the International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk provided for in 1. However, where there is no environmental control around the cargo tank, such as inerting, or where the cargo is of a corrosive nature, the Administration may require a suitable corrosion allowance.

Paint or other thin coatings should not be credited as protection. Where special alloys are used with acceptable corrosion resistance, no corrosion allowance should be required. If the above conditions are not satisfied, the scantlings calculated according to 4.

This acceleration in a given direction may be determined as shown in figure 4. The half axes of the "acceleration ellipse" should be determined according to 4. The antiflotation arrangements should be suitable to withstand an upward force caused by an empty tank in a hold space flooded to the summer load draught of the ship, without plastic deformation likely to endanger the hull structure. In such a case:. For tanks which differ from the basic tank types as defined in 4.

The secondary barrier should fulfil its functions at a static angle of heel of 4. Due account may be taken of liquid evaporation, rate of leakage, pumping capacity and other relevant factors.

In all cases, however, the inner bottom adjacent to cargo tanks should be protected against liquid cargo. The method should be submitted to the Administration for approval. These conditions may generally be used for world-wide service. However, higher values of the ambient temperatures may be accepted by the Administration for ships operated in restricted areas. Conversely, lesser values of the ambient temperatures may be fixed by the Administration for ships trading occasionally or regularly to areas in latitudes where such lower temperatures are expected during the winter months.

The ambient temperatures used in the design should be shown on the International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk as provided for in 1. The complete or partial secondary barrier should be assumed to be at the cargo temperature at atmospheric pressure.

In the case referred to in 4. For members connecting inner and outer hulls, the mean temperature may be taken for determining the steel grade. Such means of heating should comply with the following requirements:. In the design condition, the complete or partial secondary barrier should be assumed to be at the cargo temperature at atmospheric pressure and for tanks without secondary barriers, the primary barrier should be assumed to be at the cargo temperature.

Metallic materials used in secondary barriers not forming part of the hull structure should be in accordance with table 6. Insulation materials forming a secondary barrier should comply with the requirements of 4. This includes inner bottom plating, longitudinal bulkhead plating, transverse bulkhead plating, floors, webs, stringers and all attached stiffening members. The design should incorporate means to ensure that the material remains sufficiently buoyant to maintain the required thermal conductivity and also prevent any undue increase of pressure on the cargo containment system.

For dome-to-shell connections, the Administration may approve tee welds of the full penetration type. Except for small penetrations on domes, nozzle welds are also generally to be designed with full penetration. Full penetration butt welds should be obtained by double welding or by the use of backing rings.

Other edge preparations may be allowed by the Administration depending on the results of the tests carried out at the approval of the welding procedure. All welds connecting nozzles, domes or other penetrations of the vessel and all welds connecting flanges to the vessel or nozzles should be full penetration welds extending through the entire thickness of the vessel wall or nozzle wall, unless specially approved by the Administration for small nozzle diameters.

Inspection and non-destructive testing of welds for tanks other than type C independent tanks should be in accordance with the requirements of 6. The test in general should be so performed that the stresses approximate, as far as practicable, to the design stresses and that the pressure at the top of the tank corresponds at least to the MARVS.

In addition, any other hold structure supporting the membrane should be tested for tightness. Pipe tunnels and other compartments which do not normally contain liquid need not be hydrostatically tested. The tolerances should also be related to the buckling analysis referred to in 4.

In addition, the Administration may require total ultrasonic testing on welding of reinforcement rings around holes, nozzles, etc. When a hydropneumatic test is performed, the conditions should simulate, as far as practicable, the actual loading of the tank and of its supports.

The definition of Po is given in 4. However, the requirements of 4. Such testing should be permitted only for those vessels which are so signed or supported that they cannot be safely filled with water, or for those vessels which cannot be dried and are to be used in a service where traces of the testing medium cannot be tolerated. Similar Instrumentation may be required by the Administration for type C independent tanks dependent on their configuration and on the arrangement of their supports and attachments.

Records of the performance of the components and equipment essential to verify the design parameters should be maintained and be available to the Administration. Post-weld heat treatment in all other cases and for materials other than those mentioned above should be to the satisfaction of the Administration.

The soaking temperature and holding time should be to the satisfaction of the Administration. The pressurizing medium should be water. The location of strain gauges should be included in the mechanical stress relieving procedure to be submitted in accordance with 4. Particular attention in this respect should be given to plates exceeding 30 mm in thickness. If, however, the yield stress is raised by a method giving high ductility of the steel, slightly higher rates may be accepted upon consideration in each case.

Higher thicknesses may be accepted for parts which are thermally stress relieved. Vertical acceleration as defined in 4. For particular loading conditions and hull forms, determination of K according to the formula below may be necessary. The basic characteristic of a primary stress is that it is not self-limiting.

Primary stresses which considerably exceed the yield strength will result in failure or at least in gross deformations. Such a stress is classified as a primary local membrane stress although it has some characteristics of a secondary stress.

The basic characteristic of a secondary stress is that it is self-limiting. Local yielding and minor distortions can satisfy the conditions which cause the stress to occur. If so required the term "pressure vessels" as used in chapter 4 covers both type C independent tanks and process pressure vessels. Instrument piping not containing cargo is exempt from these requirements.

Where mechanical expansion joints are used in piping they should be held to a minimum and, where located outside cargo tanks, should be of the bellows type.

Where liquid piping is dismantled regularly, or where liquid leakage may be anticipated, such as at shore connections and at pump seals, protection for the hull beneath should be provided. All gasketed pipe joints and hose connections should be electrically bonded.

Relief valves on cargo pumps should discharge to the pump suction. In other cases an efficiency factor of less than 1. The value of b should be chosen so that the calculated stress in the bend, due to internal pressure only, does not exceed the allowable stress.

If corrosion or erosion is expected, the wall thickness of the piping should be increased over that required by other design requirements. This allowance should be consistent with the expected life of the piping. For bellows expansion joints used in vapour service, a lower minimum design pressure may be accepted.

In any case, consideration should be given to thermal stresses, even though calculations are not submitted. The analysis may be carried out according to a code of practice acceptable to the Administration.

Similar relaxations may be permitted under the same temperature conditions to open-ended piping inside cargo tanks, excluding discharge piping and all piping inside membrane and semi-membrane tanks. During the test the satisfactory operation of the valve should be ascertained. The duration of the test should not be less than five min. Depending on the materials used, the Administration may require the test to be at the minimum design temperature.

Testing at ambient temperature is permitted, when this testing is at least as severe as testing at the service temperature. This test is only required when, due to the piping arrangement, ship deformation loads are actually experienced.

When the maximum internal pressure exceeds 1. Relaxations from these requirements may be accepted, in accordance with recognized standards, for piping inside cargo tanks and open-ended piping.

This may be accomplished by use of a backing ring, consumable insert or inert gas back-up on the first pass. In particular, for all piping except open ended, the following restrictions apply:. The Administration may waive the requirement for thermal stress relieving of pipes having wall thickness less than 10 mm in relation to the design temperature and pressure of the piping system concerned.

However, the Administration may accept relaxations from these requirements for piping inside cargo tanks and open-ended piping. When piping systems or parts of systems are completely manufactured and equipped with all fittings, the hydrostatic test may be conducted prior to installation aboard ship. Joints welded on board should be hydrostatically tested to at least 1.

Where water cannot be tolerated and the piping cannot be dried prior to putting the system into service, proposals for alternative testing fluids or testing means should be submitted to the Administration for approval. These valves may be remotely controlled but should be capable of local manual operation and provide full closure. One or more remotely controlled emergency shutdown valves should be provided on the ship for shutting down liquid and vapour cargo transfer between ship and shore.

Such valves may be arranged to suit the ship's design and may be the same valve as required in 5. These valves should be located as close to the tank as practicable. Where the pipe size does not exceed 50 mm in diameter, excess flow valves may be used in lieu of the emergency shutdown valve.

A single valve may be substituted for the two separate valves provided the valve complies with the requirements of 5. Connections not used in transfer operations may be blinded with blank flanges in lieu of valves. One of these locations should be the control position required by Locations for such fusible elements should include the tank domes and loading stations.

Emergency shutdown valves should be of the fail-closed closed on loss of power type and be capable of local manual closing operation. Emergency shutdown valves in liquid piping should fully close under all service conditions within 30 s of actuation. Information about the closing time of the valves and their operating characteristics should be available on board and the closing time should be verifiable and reproducible. Such valves should close smoothly.

The piping including fittings, valves, and appurtenances protected by an excess flow valve, should have a greater capacity than the rated closing flow of the excess flow valve. Excess flow valves may be designed with a bypass not exceeding an area of 1. The hose temperature during this prototype test should be the intended extreme service temperature.

Hoses used for prototype testing should not be used for cargo service. Thereafter, before being placed in service, each new length of cargo hose produced should be hydrostatically tested at ambient temperature to a pressure not less than 1. The hose should be stencilled or otherwise marked with its specified maximum working pressure and, if used in other than ambient temperature services, its maximum or minimum service temperature or both.

The specified maximum working pressure should not be less than 10 bar gauge. Gas pressurization may be accepted as a means of transfer of cargo for those tanks so designed that the design factor of safety is not reduced under the conditions prevailing during the cargo transfer operation. The requirements for weldments are given in 6. The specified Charpy V-notch requirements are minimum average energy values for three full size 10 mm x 10 mm specimens and minimum single energy values for individual specimens.

Dimensions and tolerances of Charpy V-notch specimens should be in accordance with Recognized Standards. The testing and requirements for specimens smaller than 5. Minimum average values for subsized specimens should be: Charpy V-notch specimen size mm 10 x 10 10 x 7. If the average value of the three initial Charpy V-notch specimens fails to meet the stated requirements, or the value for more than one specimen is below the required average value, or when the value for one specimen is below the minimum value permitted for a single specimen, three additional specimens from the same material may be tested and the results combined with those previously obtained to form a new average.

If this new average complies with the requirements and if no more than two individual results are lower than the required average and no more than one result is lower than the required value for a single specimen, the piece or batch may be accepted.

At the discretion of the Administration other types of toughness tests, such as a drop weight test, may be used. This may be in addition to or in lieu of the Charpy V-notch test.

For carbon-manganese steel and other materials with definitive yield points, consideration should be given to the limitation of the yield to tensile ratio.

In cases where a post-weld heat treatment is applied, the test requirements may be modified at the discretion of the Administration. Table 6. At the discretion of the Administration, impact testing of stainless steel and aluminium alloy weldments may be omitted and other tests may be specially required for any material.

Deposited weld metal tests and butt weld tests should be required for all welding consumables, unless otherwise specially agreed with the Administration. The results obtained from tensile and Charpy V-notch impact tests should be in accordance with Recognized Standards. The chemical composition of the deposited weld metal should be recorded for information and approval. For butt welds in plates, the test assemblies should be so prepared that the rolling direction is parallel to the direction of welding.

The range of thickness qualified by each welding procedure test should be in accordance with Recognized Standards. Radiographic or ultrasonic testing may be performed at the option of the fabricator or the Administration.

Procedure tests for consumables intended for fillet welding should be in accordance with Recognized Standards. In such cases consumables should be selected which exhibit satisfactory impact properties. However, longitudinal bend tests may be required in lieu of transverse bend tests in cases where the base material and weld metal have different strength levels.

The Administration may also require that the transverse weld tensile strength should not be less than the specified minimum tensile strength for the weld metal, where the weld metal has a lower tensile strength than that of the parent metal. In every case, the position of fracture is to be reported for information. The results of weld metal impact tests, minimum average energy E , should be no less than 27 J. The weld metal requirements for subsize specimens and single energy values should be in accordance with 6.

The results of fusion line and heat affected zone impact tests should show a minimum average energy E in accordance with the transverse or longitudinal requirements of the base material, whichever is applicable, and for subsize specimens, the minimum average energy E should be in accordance with 6.

If the material thickness does not permit machining either full-size or standard subsize specimens, the testing procedure and acceptance standards should be in accordance with Recognized Standards. Unless otherwise specially agreed with the Administration, the test requirements should be in accordance with 6. For secondary barriers, the same type production tests as required for primary tanks should be performed except that the number of tests may be reduced subject to agreement with the Administration.

Tests, other than those specified in 6. The Charpy V-notch tests should be made with specimens having the notch alternately located in the centre of the weld and in the heat affected zone most critical location based on procedure qualification results.

For austenitic stainless steel, all notches should be in the centre of the weld. In such cases, two drop weight specimens should be tested for each set of Charpy specimens that failed and both must show "no break" performance at the temperature at which the Charpy tests were conducted. The test requirements are listed in 6. In such cases, two drop weight specimens should be tested for each set of Charpy specimens that failed, and both must show "no break" performance at the temperature at which the Charpy tests were conducted.

The Administration may accept an approved ultrasonic test procedure in lieu of radiographic inspection, but may in addition require supplementary inspection by radiography at selected locations. The schedule for inspection and nondestructive testing should be to the satisfaction of the Administration.

Where the outer shell of the hull is part of the secondary barrier, all sheer strake butts and the intersections of all butts and seams in the side shell should be tested by radiography.

This system may be used at all times, including while in port and while manoeuvring, provided that a means of disposing of excess energy is provided, such as a steam dump system, that is satisfactory to the Administration;.

The insulation or cargo tank design pressure or both should be adequate to provide for a suitable margin for the operating time and temperatures involved. The system should be acceptable to the Administration in each case;.

This may also be permitted in port with the permission of the port Administration. Materials used in their construction should be suitable for use with the cargoes to be carried. For service in especially hot or cold zones these design temperatures should be increased or reduced, as appropriate, by the Administration. A stand-by unit should consist of a compressor with its driving motor, control system and any necessary fittings to permit operation independently of the normal service units.

Separate piping systems are not required. For the carriage of such cargoes, separate refrigeration systems, each complete with a stand-by unit as specified in 7.

However, where cooling is provided by an indirect or combined system and leakage in the heat exchangers cannot cause mixing of the cargoes under any envisaged condition, separate refrigeration units need not be fitted. This pump or these pumps should have at least two sea suction lines, where practicable leading from sea-chests, one port and one starboard.

A spare pump of adequate capacity should be provided, which may be a pump used for other services so long as its use for cooling would not interfere with any other essential service.

For certain cargoes specified in chapter 17 this system should not be used;. For certain cargoes specified in chapter 17 this system should not be used. The heat exchange may take place either remotely from the cargo tank or by cooling coils fitted inside or outside the cargo tank. Hold spaces, interbarrier spaces and cargo piping which may be subject to pressures beyond their design capabilities should also be provided with a suitable pressure relief system.

The pressure relief system should be connected to a vent piping system so designed as to minimize the possibility of cargo vapour accumulating on the decks, or entering accommodation spaces, service spaces, control stations and machinery spaces, or other spaces where it may create a dangerous condition.

Pressure control systems specified by chapter 7 should be independent of the pressure relief valves. For cargo tanks with a volume not exceeding 20 m3, a single relief valve may be fitted. Due consideration should be given to the construction and arrangement of pressure relief valves on cargo tanks subject to low ambient temperatures.

Pressure relief valves should be set and sealed by a competent authority acceptable to the Administration and a record of this action, including the values of set pressure, should be retained aboard the ship.

All other valve adjustments should be sealed. Changes in set pressures should be recorded in the ship's log and a sign posted in the cargo control room, if provided, and at each relief valve, stating the set pressure. However, this capacity may be provided by the combined capacity of all valves, if a suitably maintained spare valve is carried on board.

For ships less than 90 m in length, smaller distances may be permitted by the Administration. All other vent exits connected to the cargo containment system should be arranged at a distance of at least 10 m from the nearest air intake or opening to accommodation spaces, service spaces and control stations, or other gas-safe spaces.

The pressure relief valves and piping should be so arranged that liquid can under no circumstances accumulate in or near the pressure relief valves. A relevant certificate should be permanently kept on board the ship. For the purposes of this paragraph, vent system means:. This pressure relieving system should consist of:. The fusible elements should be located, in particular, in the vicinity of relief valves.

The system should become operable upon loss of system power if provided. The override arrangement should not be dependent on any source of ship's power. For set pressures not higher than 2. This should be accomplished in accordance with the provisions of 8. If separate venting arrangements are fitted these should be in accordance with the requirements of 8. If cargo vapour is admitted, it should be from a source other than the cargo vapour lines.

For independent tanks partly protruding through the open deck, the fire exposure factor should be determined on the basis of the surface areas above and below deck.

The system should be arranged to minimize the possibility of pockets of gas or air remaining after gas-freeing or purging. Gas sampling connections should be valved and capped above the main deck. Equipment for the provision of sufficient dry air of suitable quality to satisfy the expected demand should be provided. The inert gases should be compatible chemically and operationally, at all temperatures likely to occur within the spaces to be inerted, with the materials of construction of the spaces and the cargo.

The dew points of the gases should be taken into consideration. Additionally, where inert gas is made by an on-board process of fractional distillation of air which involves the storage of the cryogenic liquefied nitrogen for subsequent release, the liquefied gas entering the storage vessel should be monitored for traces of oxygen to avoid possible initial high oxygen enrichment of the gas when released for inerting purposes.

A means acceptable to the Administration, located in the cargo area, of preventing the backflow of cargo gas should be provided. If such plants are located in machinery spaces or other spaces outside the cargo area, two non-return valves, or equivalent devices should be fitted in the inert gas main in the cargo area as required in 9.

Inert gas piping should not pass through accommodation spaces, service spaces or control stations. Special consideration may be given to the location of inert gas generating equipment using the catalytic combustion process. Electrical installations complying with this chapter need not be considered as a source of ignition for the purposes of chapter 3.

Arrangements should be made to automatically shut down the motors in the event of low liquid level. This may be accomplished by sensing low pump discharge pressure, low motor current, or low liquid level.

This shutdown should be alarmed at the cargo control station. Cargo pump motors should be capable of being isolated from their electrical supply during gas-freeing operations. The lighting system should be divided between at least two branch circuits.

All 11 Reference is made to the Recommendations published by the International Electrotechnical Commission and in particular to Publication These devices should be housed in gastight enclosures; and only in spaces described in 1.

All switches and protective devices should interrupt all poles or phases and be located in a gas-safe space. Flexible couplings or other means of maintaining alignment should be fitted to the shafts between the driven equipment and its motors and, in addition, suitable glands should be provided where the shafts pass through the gastight bulkhead or deck.

Such electric motors and associated equipment should be located in a compartment complying with chapter All switches and protective devices should interrupt all poles or phases and be located in a gas-safe space; and through runs of cables. In addition, the requirements of regulation 4. Boundaries of unmanned forecastle structures not containing high fire risk items or equipment do not require water spray protection.

For structures having no clearly defined horizontal or vertical surfaces, the capacity of the water spray system should be the greater of the following:. On vertical surfaces, spacing of nozzles protecting lower areas may take account of anticipated rundown from higher areas.

Stop valves should be fitted at intervals in the spray main for the purpose of isolating damaged sections. Alternatively, the system may be divided into two or more sections which may be operated independently provided the necessary controls are located together, aft of the cargo area.

A section protecting any area included in In either case, a connection, through a stop valve, should be made between the fire main and water spray main outside the cargo area. The system and the dry chemical powder should be adequate for this purpose and satisfactory to the Administration. The system should be activated by an inert gas such as nitrogen, used exclusively for this purpose and stored in pressure vessels adjacent to the powder containers.

For ships with a cargo capacity of less than 1, m3 only one such unit need be fitted, subject to approval by the Administration. A monitor should be provided and so arranged as to protect the cargo loading and discharge manifold areas and be capable of actuation and discharge locally and remotely.

The monitor is not required to be remotely aimed if it can deliver the necessary powder to all required areas of coverage from a single position. All hand hose lines and monitors should be capable of actuation at the hose storage reel or monitor. At least one hand hose line or monitor should be situated at the after end of the cargo area.

Where two or more pipes are attached to a unit the arrangement should be such that any or all of the monitors and hand hose lines should be capable of simultaneous or sequential operation at their rated capacities. The maximum discharge rate should be such as to allow operation by one man.

The length of a hand hose line should not exceed 33 m. Where fixed piping is provided between the powder container and a hand hose line or monitor, the length of piping should not exceed that length which is capable of maintaining the powder in a fluidized state during sustained or intermittent use, and which can be purged of powder when the system is shut down. Hand hose lines and nozzles should be of weather-resistant construction or stored in weather-resistant housing or covers and be readily accessible.

Special consideration should be given where areas to be protected are substantially higher than the monitor or hand hose reel locations. This additional unit should be located to protect the bow or stern loading and discharge arrangements. The area of the cargo line forward or aft of the cargo area should be protected by hand hose lines.

A notice should be exhibited at the controls stating that the system is only to be used for fire-extinguishing and not for inerting purposes, due to the electrostatic ignition hazard.

For the purpose of this requirement, an extinguishing system should be provided which would be suitable for machinery spaces. Provision should be made to ventilate such spaces prior to entering the compartment and operating the equipment and a warning notice requiring the use of such ventilation should be placed outside the compartment. As an exception, gas-safe cargo control rooms may have eight changes of air per hour.

Ventilation fans should not produce a source of vapour ignition in either the ventilated space or the ventilation system associated with the space. Ventilation fans and fan ducts, in way of fans only, for gas-dangerous spaces should be of nonsparking construction defined as:.

Any combination of an aluminium or magnesium alloy fixed or rotating component and a ferrous fixed or rotating component, regardless of tip clearance, is considered a sparking hazard and should not be used in these places.

Where a permanent ventilation system is not provided for such spaces, approved means of portable mechanical ventilation should be provided. Where necessary owing to the arrangement of spaces, such as hold spaces and interbarrier spaces, essential ducting for such ventilation should be permanently installed. Fans or blowers should be clear of personnel access openings, and should comply with Pressure gauges and temperature indicating devices should be installed in the liquid and vapour piping systems, in cargo refrigerating installations and in the inert gas systems as detailed in this chapter.

This instrumentation should consist of appropriate gas detecting devices according to However, the instrumentation need not be capable of locating the area where liquid cargo leaks through the primary barrier or where liquid cargo is in contact with the secondary barrier.

Test procedures for instruments and the intervals between recalibration should be approved by the Administration. Where only one liquid level gauge is fitted it should be so arranged that any necessary maintenance can be carried out while the cargo tank is in service. If a closed gauging device is not mounted directly on the tank it should be provided with a shutoff valve located as close as possible to the tank; and. When not in use, the devices should be kept completely closed. The design and installation should ensure that no dangerous escape of cargo can take place when opening the device.

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