Unit Fabrication

In most instances the 2-dimensional sub-assemblies will be built into 3-dimensional block assemblies. The size of the block assembly will have been decided at an early stage of the planning process ideally at the structural design stage. Constraints such as lifting capacities and dimensions that can be handed are taken into consideration also the provision of breaks at natural features ensuring the block are self supporting and easily accessed etc. Panel assemblies used in the block may well have dimensions restricted by the plate length that can be handled at the machining stage and this can subsequently influence block length. In the machinery area the block size and arrangements can be decided by zone outfit considerations.

Each block should be designed for maximum downhand welding but may have to be turned for this purpose. Also block are turned to effect outfit installation particularly those containing machinery flats in the aft engine room areas where pipework etc. can be fitted on the underside of the flat with the block in the inverted position and then it is turned to install equipment above the flat . A block’s centre of gravity is calculated and lifting lugs so provided that these operations can be undertaken, and finally the block can be suspended for erection at the building dock or berth and drop into place in the correct plane.

Sub-Assemblies

When plates and sections have been machined they are ready for assembly into ship units. Within the fabrications shop there are often arranged a number of bays for different assemblies, for example flat plate panels, curved shell units, matrix or ‘egg box’ structures and some minor sub-assemblies. All these may be termed sub-assemblies if they are subsequently to be built into a large unit prior to erection. Panel assembly is usually highly automated with prepared plates being placed and tack welded prior to automatic welding of the butts, after which the plates are turned and back welded unless a single sided weld process has been used. The panel is marked and the stiffeners placed and welded automatically or with semi-automatic process. Minor sub-assemblies such as deep frames consisting of web and welded face flat may also be attached at this stage. Curved shell plates are placed on jigs and welded and the various stiffening members can be aligned and welded in a similar manner to those on a flat panel assembly. Assembly jigs may also be used for matrix or ‘egg box’ assemblies, for example structures of solid and bracket plate floors with longitudinal side girders which are to go into double bottom units.

Liquefied Natural Gas Ships

There are over twenty approved patent designs of containment vessel for LNG ships, the majority of which fall into the membrane or independent tank categories. Those types which have been or are more commonly found in service are described below. A feature of LNG ships is their double hull construction within which are fitted the cargo tanks and the secondary barrier system.

Independent Type A Tanks

Early LNG ships were fitted with self-supporting tanks of aluminium alloy having centreline bulkheads. The balsa wood insulation system was attached to the inner hull (secondary barrier) and each insulated hold contained three tanks.

Independent Type B Tanks

The Kvaerner-Moss group have designed an independent Type B tank containment system which has been well accepted and is installed in a good number of LNG ships. Tank consist of either an aluminium alloy or 9 percent nickel steel sphere welded to a vertical cylindrical skirt of the same material which is its only connection to the full see Figure 25. The sphere expands and contracts freely all movements being compensated for in the top half of the skirt. The outer surface of the sphere and part of the skirt is covered with a polyurethane foam insulation. The system is fitted with a partial secondary barrier consisting of a drip tray under tank and splash shields at the sides. Above deck the spheres are protected by substantial weather covers.

Semi-Pressurised (Or Semi-Refrigerated) Tanks

The capacity of pressurised ships ranges up to about 5000 m³ the cargoes carried being similar to fully-pressurised ships. The independent Type C tanks are generally constructed of ordinary grades of steel suitable for temperature of –5°C and are designed for a maximum pressure of about 8 kg/cm². The outer surface of the tank is insulated and refrigeration or reliquification plant cools the cargo and maintains the working pressure. Cargo tanks are often horizontal cylinders mounted on the saddle supports and many designs (see Figure 26) incorporate bio??? Tanks to better utilise the underdeck space and improve payload.

Fully-Refrigerated Tanks

The capacity of fully-refrigerated ships ranges from 10,000 m³ to 100,000 m³ the smaller ships in the range being multi-product carriers whilst the larger vessels tend to be single product carriers on a permanent route. Tanks fall almost exclusively into the prismatic, independent Type A category with tops sloped to reduce free surface and bottom corners sloped to suit the bilge structure in most cases they are subdivided along the centreline by a liquid-tight bulkhead which extends to the underside of the dome projecting through the deck which is used for access and piping connections etc. The tanks sit on insulated bearing blocks so that surfaces are accessible for inspection are located by anti-roll and pitch keys in such a manner that expansion and contraction can take place relative to the ships structure. Anti-floatation chocks are provided to prevent the tank floating off the bearings if the hold were flooded. Tanks are constructed of a notch ductile steel for the normal minimum operating temperature of –43°C the boiling of propane.

Technigaz

The Gaz Transport system uses a 36 percent nickel-iron alloy called ‘Invar’ for both the primary and secondary barriers. Invar has a very low coefficient or thermal expansion which makes any corrugations in the tank structure unnecessary. The Invar sheet membrane used in only 0.5 to 0.7 mm thick which makes for a very light structure. Insulation consists of plywood boxes filled with pearlite (see Figure 24).

Prefabrication

Rather than plan outfit installation on a total ship system basis, it is today common practice to plan this work for zone installation, the zone corresponding to a main compartment area which may e broken down into blocks or smaller assemblies. Pre-outfitting of each assembly or block may be or the order of 85-90 percent. Both steelwork and outfit are highly planned for each assembly and block unit, and fabrication and outfit installation is undertaken at a work station where the facilities and material are supplied.

Liquefied Petroleum Gas Ships

Ships carrying LPG are categorised by their cargo containment system.

Fully Pressurised Tanks

The capacity of fully pressurised ships is usually less than 2000 m³b or propane, butane or anhydrous ammonia carried in two to six uninsulated horizontal cylindrical pressure vessels arranged below or partly below deck. These independent tanks of Type C are normally designed for working pressures up to 17.5 kg/cm² which corresponds to the vapour pressure at 45°C, the maximum ambient temperature the vessel is likely to operate in.
The ship has a double hull extending over the bottom and bilge area, the secondary barrier being provided by low temperature (notch ductile) steel at the inner bottom, sloping bilge tank, part side shell, and sloping bottom of topside tank. Transverse bulkheads may be single or double plate (cofferdam) type between cargo holds. Insulation can be either on the tank or the secondary barrier for this type of ship.

Semi-Pressurised (Or Semi-Refrigerated) Tanks

The capacity of semi-pressurized ships ranges up to about 5000m³ the cargoes carried being similar to fully pressurized ships. The independent Type C tanks are generally constructed of ordinary grades of steel suitable for a temperature of -5°C and are designed for a maximum pressure of about 8kg/cm². The outer surface of the tank is insulated and refrigeration or reliquefaction plant cools the cargo and maintains the working pressure. Cargo tanks are often horizontal cylinders mounted on two saddle supports and many designs (see Figure 26) incorporate bio-lobe tanks to better utilize the under deck space and improve payload.

Fully-Refrigerated Tanks

The capacity of fully-refrigerated ships ranges from 10 000m³ to 100 000m³ the smaller ships in the range being multi-product carriers whilst the larger vessels tend to be single product carriers on a permanent route, Tanks fall almost exclusively into the prismatic, independent Type A category with tops sloped to reduce free surface and bottom corners sloped to suit the bilge structure. In most cases they are subdivided along the centreline by a liquid-tight bulkhead, which extends to the underside of the dome projecting through the deck, which is used for access and piping connections, etc. The tanks sit on insulated bearing chocks, attached to brackets in the following areas, double bottom tank tops, top sloping sides against the saddle ballast tanks and the flat sides, there is a clearance between the chocks and tank to allow thermal movement, the clearance must not be excessive, otherwise in heavy weather, the tank will bounce and generate fractures in the surrounding structures, the tank surfaces are accessible for inspection, the chocks prevent the tank floating off if the hold is flooded. Tanks are constructed of notch ductile low temperature steel for the minimum operating temperature of -43°C the boiling point of propane.
The ship has a double hull extending over the bottom and bilge area, the secondary barrier being provided by notch ductile low temperature steel at the inner bottom, sloping bilge tank, part side shell and sloping bottom of topside tank. Transverse bulkheads may be single or double plate (cofferdam) type between cargo holds. Insulation can be either on the tank or the secondary barrier (Void Space) for this type of ship.
When the liquid gas is inflammable, the void space will be purged through with dry inert gas to an oxygen level of <1%, and slightly pressurised. This is a safety factor in the event of a collision, also reduces corrosion in the surrounding steel work.