DNV GL © 2016

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19 October 2016 SAFER, SMARTER, GREENER DNV GL © 2016

Ungraded

19 October 2016

Johan P. Tutturen

GAS TANKER COMMITTEE MEETING

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IGC code Gap Analysis

DNV GL © 2016

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19 October 2016

Implementation Status

The IGC Code has not been fundament ally amended since

1983

The revised IGC Code is a SIGTTO led industry effort

– 129 participants from 18 countries

– 10 working groups

This is the first time in maritime history where the industry

itself initiate comprehensive amendments of international

regulations

The revised IGC Code applies only to ships whose keels are

laid on or after 1 July 2016

The revised IGC Code is not retroactive with one

exemption

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September 2015

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Fundamental changes

The new Code is an evolution of the old Code and is updated in all chapters to

also cover future designs

The new Code is more goal-based and every sub-chapter starts with the goal to

be achieved.

Goal based regulations does not specify means of achieving compliance but sets

goals that allow alternative ways of achieving compliance.

Although the new IGC Code regulations still contain prescriptive requirements,

each regulation now has a purpose statement and functional requirements which

may not be fully addressed in the prescriptive requirements

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September 2015

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The DNVGL GAP analysis Chapter 3 – Ship arrangements (example)

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Chapter 1 - General

1.1.10 - For ships intended to operate for periods at a fixed location in a re-

gasification, liquefaction or storage mode, additional requirements shall be

established based on the principle of the Code and risk assessment

DNV GL class notation REGAS covers these additional requirements.

Coastal states may have additional requirements for these vessels.

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September 2015

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Chapter 2 - Ship survival capability and location of cargo tanks

2.2.6 Stability instrument

All ships, subject to the Code shall be

fitted with a stability instrument, capable

of verifying compliance with intact and

damage stability requirements.

This is a retroactive requirement valid for

existing ships at the first scheduled

special survey after 1 July 2016, but not

later than 1 July 2021.

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Source: http://www.coastdesign.no/products/loading-

computer/?article_id=88

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Chapter 2 - Ship survival capability and location of cargo tanks

2.4 - Increased separation of cargo tanks from side shell. Separation “d” to be

between 0.8 and 2.0m as a function of the volume of the individual tanks

This will mainly have an impact for VLGC with tank type A and for tank No.1 on

membrane carriers

Cargo tanks shall be located at a distance “d” inboard from the side shell:

– Vc below or equal 1,000 m3 d = 0.8m

– 1,000 m3 < Vc < 5,000 m3 d = (0.75+ Vc x 0.20/4000)m

– 5,000 m3 ≤ Vc < 30,000 m3 d = (0.8 + Vc/25000)m

– Vc ≥ 30,000 m3 d = 2m

Vc corresponds to the design volume of the

individual cargo tank

September 2015

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DNV GL © 2016

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19 October 2016

Chapter 3 - Ships Arrangements

3.1.1 - Segregation of the cargo area.

Alternative arrangements, including locating category A machinery spaces

forward may be accepted after further consideration

Risk assessment to be carried out.

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Chapter 3 - Ships Arrangements

3.2.5 – Wheelhouse windows required to be of A-0 fire class

DNV GL: Applicable for widows facing the cargo area only

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September 2015

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Chapter 4 - Cargo Containment

The complete chapter is reorganized to present general requirements for all types

of containment systems in the first part followed by requirements for tank types

Part A - Functional requirements for cargo containment

Part B - Design loads

Part C - Structural integrity

Part D - Materials and construction (non-metallic materials in Appendix 4)

Part E - Tank types

Part F - Cargo containment systems of novel configuration

Part G - Guidance notes

DNV GL: Updated requirements to the code which gives more detailed

descriptions/requirements of the containment system and also novel designs. New

DNVGL rules has new subchapters from 20 to 24 which gives detailed calculation

support which are inline with the new code.

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Chapter 4 – Part A Functional requirements

4.3.1 - The design life of the cargo containment system shall not be less than

the design life of the ship

4.3.6 - An inspection/survey plan for the cargo containment system shall be

developed and approved. The inspection/survey plan shall identify areas that

need inspection during surveys throughout the cargo containment system’s

life

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Chapter 4 – Part D – Materials of construction

4.19.1.6 - Heating of hull structure shall be considered as an essential auxiliary.

All electrical components of at least one of the systems shall be supplied from the

emergency source of electrical power

One of the two boilers to be supplied from the emergency source of power.

Alternatively an electrical heater supplied from the emergency generator may be

used. (Membrane type LNG carriers).

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September 2015

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Chapter 5 - Process pressure vessels and liquids, vapor and pressure piping systems

5.5.3 - Cargo manifold connections

Manual valve in addition to the ESD valve if the MARVS exceeds 0.07 Mpa

5.6.6 - Cargo filters

Cargo liquid and vapour lines shall be capable of being fitted with filters. Additional

requirements for: Filter blockage, Safe isolation, Depressurization, Cleaning of

filters

Portable filters for fitting to presentation flanges are acceptable without any

additional arrangements.

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September 2015

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Chapter 5 - Process pressure vessels and liquids, vapor and pressure piping systems

5.9.3.1 – Non-destructive testing

100% radiographic or ultrasonic inspection of butt-welded joints for piping systems

with design temperatures colder than -10°C, or with inside diameters of more than

75 mm, or wall thicknesses greater than 10 mm.

The Code uses the wording or and not and. This will be corrected based on a

submission from DNV GL / NMA

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September 2015

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Chapter 7 - Cargo Pressure / Temperature control

7.8 - Availability

Requirements for availability of systems and supporting auxiliary services so that

cargo tanks’ pressure and temperature can be maintained within design range in

case of a single failure of a mechanical non-static component or a component of the

control system

For a ship with two segregations, simultaneous carriage of two grades of cargo may

be permitted with only two cargo compressors installed. This requires that it can be

shown that with one compressor failed, intermittent operation of the remaining

compressor is sufficient to maintain both cargoes at the required pressure and

temperature. According to the old Code three compressors would be required.

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Chapter 8 - Vent Systems for Cargo Containment

8.2.9 - Safe means for emergency isolation of the PRV’s

Intention with the requirement is not to facilitate repairing the valve while tank is loaded. For tanks isolation this can done by a valve or on atmospheric tanks also balloon can be used. Procedures shall be described in the cargo operational manual subject to class review. No mechanical interlocking is required

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September 2015

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Chapter 9 - Cargo Containment System Atmosphere Control

9.4.6 - Requirement to monitor the quantity of inert gas flowing into individual

insulation spaces when the inert gas system is part of the required leak detection

system

Applicable for membrane insulation spaces. Increased N2 consumption may indicate

leakage of secondary membrane.

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September 2015

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Chapter 10 - Electrical Installations

10.2.6 - Electrical generation and distribution systems and associated control

systems shall be designed such that a single fault will not result in the loss of

ability to maintain cargo tank pressures and hull structure temperature within

normal operating limits. Failure modes and effects shall be analysed and

documented

FMEA is a new requirement.

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September 2015

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Chapter 11 - Fire Protection and Extinction

11.2.3 - The fire main shall be of the ring type or single line supplied by fire

pumps located fore and aft of the cargo area

New requirement

11.3.4 – The boundaries of superstructure and deckhouses normally manned, life

boats, life rafts and muster stations facing the cargo area shall be capable of

being served by one of the fire pumps or the emergency fire pump, if a fire in one

compartment could disable both fire pumps.

New requirement

11.4.8 - Initial testing shall include a discharge of sufficient amounts of dry

chemical powder to verify that the system is in proper working order

At least one hand hose line and one monitor should be tested for each ship

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September 2015

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19 October 2016

Chapter 12 - Artificial Ventilation in the Cargo Area

12.2 - Minimum number of air changes provided for fixed (8) and portable (16)

ventilation equipment for spaces not normally entered

Underdeck passage way and pipe duct are regarded as “spaces not normally

entered”

DNV GL: For hold spaces containing independent tanks a lower capacity may be

accepted, provided it can be demonstrated that the space concerned can be

satisfactorily gas-freed in less than 5 hours. For inerted spaces an increase of the

oxygen content from 0% to 20% in all locations of the space within 5 hours would

be acceptable

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September 2015

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19 October 2016

Chapter 13 - Instrumentation and Automation Systems

13.8 - Completely new section addressing:

– Installation

– Suitability of hardware

– Software design

– Interfaces

– Safeguards against incorrect operations

– Segregation between monitoring, alarm and safety systems

– Protection against unauthorized or unintended changes of software

– Management of change process and records of changes

– Process for development and maintenance of integrated systems

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September 2015

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Chapter 13 - Instrumentation and Automation Systems

13.3.5 - Testing of high level alarms at first full loading after

delivery and after each dry-docking. The testing shall be

conducted by raising the cargo liquid level in the cargo tank

to the alarm point

DNV GL: High level alarm (typically the 95% high level alarm)

only. IACS interpretation needed if this shall also include the

other HHL alarms/automatic actions.

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September 2015

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19 October 2016

Chapter 15 - Filling Limits for Cargo Tanks

15.4 - Justification for permitting filling limits greater than 98% are specified:

- No isolated vapor pockets are allowed in the cargo tanks

- PRV inlet in vapour space

- Allowance for volumetric expansion, operational margin and tolerances of

instrumentation

Increased filling limits are subject to further discussions within IACS and the

IMO

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September 2015

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19 October 2016

Chapter 16 - Use of Cargo as Fuel

16.9 - Alternative fuels

Use of fuels other than methane may be used after special consideration

(Ethane, Propane, Butane)

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September 2015

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SAFER, SMARTER, GREENER

www.dnvgl.com

Thank you so much for your attention!

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Johan P. Tutturen

Johan.Petter.Tutturen@dnvgl.com

+47 48 26 07 20