Requirements Concerning Gas Tankers: International Association of Classification Societies

INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES
Requirements concerning
GAS TANKERS
CONTENTS
G1 Cargo containment of gas tankers Corr.1 May 2018
G2 Liquefied gas cargo tanks and process pressure vessels Rev.2 Dec 2018
G3 Liquefied gas cargo and process piping Rev.7 Dec 2019
G4 Re-categorised as UR Z16 - June 1999
Page 1 IACS Req. 2019

G1
G1G1 Cargo containment of gas tankers

(1974)
(cont)
(Rev.1
G1.1 General
1979)
(Rev.2
G1.1.1 The present text gives the general principles which are applied by Classification
1997)
Societies for approval and survey of the relevant items of liquefied gas tankers for
(Corr.1
classification purposes. They do not intend to cover full details of such approval and survey
Sept 2003)
procedures which are to be found in the individual Rules of Classification Societies.
(Rev.3
June 2016)
G1.1.2 Where appropriate, this Requirement refers to the basic tank types which are defined
(Corr.1
under G1.2. Tanks differing from these definitions will be the subject of special consideration.
May 2018)
G1.1.3 This UR does not apply to vessels which must comply with the requirements of IMO
Resolution MSC.370(93) Amendments to the International Code for the Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code).
G1.2 Definitions
G1.2.1 Integral tanks
Integral tanks form a structural part of the ship's hull and are influenced in the same manner
and by the same loads that stress the adjacent hull structure. The design vapour pressure P0
is not normally to exceed 0,025 N/mm2 (0.25 bar). If, however, the hull scantlings are
increased accordingly, P0 may be increased to a higher value but less than 0,07 N/mm2 (0.7
bar).
Integral tanks may be used for liquefied gases provided that the lowest temperature in any
part of the hull structure in no circumstances will fall below –10°C. A lower temperature may
be accepted by the Classification Society subject to special consideration.
G1.2.2 Membrane tanks
Membrane tanks are non-self-supporting tanks which consist of a thin layer (membrane)
supported through insulation by the adjacent hull structure. The membrane is designed in
such a way that thermal and other expansion or contraction is compensated for without
undue stressing of the membrane. The design vapour pressure P0 is not normally to exceed
0,025 N/mm2 (0.25 bar). If, however, the hull scantlings are increased accordingly, P0 may be
increased to a higher value but less than 0,07 N/mm2 (0.7 bar).
The definition of membrane tanks does not exclude designs such as those in which non-
metallic membranes are used or in which membranes are included or incorporated in
insulation. Such designs, however, require special consideration by the Classification Society.
Note:
1. Rev.3 of this UR is to be uniformly implemented by IACS Societies for ships contracted

for construction on or after 1 July 2016.
2. The “contracted for construction” date means the date on which the contract to build the
vessel is signed between the prospective owner and the shipbuilder. For further details
regarding the date of “contract for construction”, refer to IACS Procedural Requirement
(PR) No. 29.
Page 1 of 20 IACS Req. 1974/Rev.3 2016/Corr.1 2018

G1
G1.2.3 Semi-membrane tanks

G1
(cont) Semi-membrane tanks are a non-self-supporting tanks in the loaded condition and consist of
a layer, parts of which are supported through insulation by the adjacent hull structure
whereas the rounded parts of this layer connecting the above mentioned supported parts are
designed also to accommodate the thermal and other expansion or contraction. The design
vapour pressure P0 is not normally to exceed 0,025 N/mm2 (0.25 bar). If, however, the hull
scantlings are increased accordingly, P0 may be increased to a higher value but less than
0,07 N/mm2 (0.7 bar).
G1.2.4 Independent tanks
Independent tanks are self-supporting; they do not form part of the ship hull and are not
essential to the hull strength.
Three categories of independent tanks are considered:
(i) Independent tanks type A which are designed primarily using Classification Society
classical structural analysis procedures. Where such tanks are primarily constructed of
plane surfaces (gravity tanks), the design vapour pressure P0 is to be less than 0,07
N/mm2 (0.7 bar).
(ii) Independent tanks type B which are designed using model tests, refined analytical tools
and analysis methods to determine stress levels, fatigue life and crack propagation
characteristics. Where such tanks are primarily constructed of plane surfaces (gravity
tanks), the design vapour pressure P0 is to be less than 0,07 N/mm2 (0.7 bar).
(iii) Independent tanks type C (also referred to as pressure tanks) are tanks meeting
pressure vessel criteria and having a design vapour pressure P0 not less than:
P0 = 0,2 + 0,1ACρ03/2 (N/mm2)
P0 = 2 + ACρ03/2 (bar)
2
  
where A = 0,0185  m 
  A 
σm = design primary membrane stress (N/mm2)
∆σA = allowable dynamic membrane stress (double amplitude at probability level

Q = 10-8)
= 55 N/mm2 for ferritic-perlitic, martensitic and austenitic steels
= 25 N/mm2 for aluminium alloy (5083-0) (for other materials the value of A will be
determined in agreement with the Classification Society)
C = characteristic tank dimension to be taken the greatest of h: 0,75b or 0,45l
with h: = height of tank (dimension in ship’s vertical direction) (m)
b = width of tank (dimension in ship’s transverse direction) (m)

G1
l = length of tank (dimension in ship’s longitudinal direction) (m)

G1
(cont) ρ0 = relative density of cargo (=1 for fresh water) at the design temperature.
However the Classification Society may allocate a tank complying with the above criterion to
type A or type B dependent on the configuration of this tank and the arrangement of its
supports and attachments.
G1.2.5 Design vapour pressure
The design vapour pressure P0 is the maximum gauge pressure at the top of the tank which
has been used in the design of the tank.
(i) For cargo tanks where there is no temperature control and where the pressure of the
cargo is only dictated by the ambient temperature, P0 is not to be less than the vapour
pressure of the cargo at a temperature of 45°C. However, lesser values of this
temperature may be accepted by the Classification Society for ships operating in
restricted areas or on voyages of restricted duration and account may be taken in such
cases of a possible insulation of the tanks. On the other hand, higher values of this
temperature may be required for ships permanently operating in areas of high ambient
temperature.
(ii) In all cases, including (i), P0 is not to be less than the maximum allowable relief valve
setting (MARVS).
(iii) Subject to special consideration and to the limitations given under G1.2.1 to G1.2.4 for
the various tank types, a vapour pressure higher than P0 may be accepted in harbour
conditions where dynamic loads are reduced.
G1.2.6 Design temperature
The design temperature for selection of materials is the minimum temperature at which cargo
may be loaded and/or transported in the cargo tanks.
Provisions to the satisfaction of the Classification Society are to be made so that the tank or
cargo temperature cannot be lowered below the design temperature.
G1.3 Design loads

(1974)
(Rev.1 1979)
G1.3.1 General
(a) Tanks together with their supports and other fixtures are to be designed taking into
account proper combinations of the various loads listed hereafter:
Internal pressure
External pressure
Dynamic loads due to the motion of the ship
Thermal loads
Sloshing loads
Loads corresponding to ship deflection
Tank and cargo weight with the corresponding reactions in way of supports
Insulation weight
Loads in way of towers and other attachments.

G1
G1 The extent to which these loads are to be considered depends on the type of tank.
(cont)
(b) Account is also to be taken of the loads corresponding to the pressure test mentioned in
G1.10.
(c) Account is also to be taken of an increase of vapour pressure in harbour conditions

(see G1.2.5 (iii)).
(d) The tanks are to be designed for the most unfavourable static heel angle within the
range of 30° without exceeding allowable stresses given G1.5.
G1.3.2 Internal pressure
(a) The following formula gives the value of internal pressure head heq, in N/mm2 or bar,
resulting from the design vapour pressure P0 and the liquid pressure defined in G1.3.2
(b) but not including effects of liquid sloshing:
heq = P0 + (hgd)max.
Equivalent procedures may be applied.
(b) The internal liquid pressures are those created by the resulting acceleration of the
centre of gravity of the cargo due to the motions of the ship (see G1.3.4). The following
formula gives the value of internal pressure head hgd, in N/mm2 or bar, resulting from
combined effects of gravity and dynamical acceleration:

hgd = aβ x Zβ (N/mm2)
1,02  10 5

hgd = aβ x Z β (bar)
1,02  10 4
where:
aβ = the dimensionless acceleration (i.e. relative to the acceleration of gravity),

resulting from gravitational and dynamical loads, in an arbitrary direction β (see
Fig. 1)
Zβ = largest liquid height (m) above the point where the pressure is to be
determined measured from the tank shell in the β direction (see Fig. 2). Small
tank domes not considered to be part of the accepted total volume of the cargo
tank need not to be considered when determining Zβ.
 = the maximum density of the cargo (kg/m3) at the design temperature.
The direction β which gives the maximum value (hgd) max of hgd is to be considered. Where
acceleration in three directions needs to be considered an ellipsoid is to be used instead of
the ellipse in Fig. 1. The above formula applies to full tanks.

G1
G1.3.3 External pressure

G1
(cont) External design pressure loads are to be based on the difference between the minimum
internal pressure (maximum vacuum) and the maximum external pressure to which any
portion of the tank may be subjected simultaneously.
G1.3.4 Dynamic loads due to ships motions
(a) The determination of dynamic loads is to take account of the long term distribution of
ship motions, including the effects of surge, sway, heave, roll, pitch and yaw on
irregular seas that the ship will experience during her operating life (normally taken to
correspond to 108 wave encounters). 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.
(b) For design against plastic deformation and buckling the dynamic loads are to be taken
as the most probable largest loads the ship will encounter during her operating life
(normally taken to correspond to a probability level of 10-8). See Appendix 1 for
guidance.
(c) When design against fatigue is to be considered, the dynamic spectrum is determined
by long term distribution calculation based on the operating life of the ship (normally
taken to correspond to 108 wave encounters). If simplified dynamic loading spectra are
used for the estimation of the fatigue life, these are to be specially considered by the
Classification Society.
(d) In order to practically apply crack propagation estimates, simplified load distribution
over a period of 15 days may be used. Such distributions may be obtained as indicated
in Fig. 3.
(e) Ships for restricted service will be given special consideration.
(f) The accelerations acting on tanks are estimated at their centre of gravity and include
the following components:
vertical acceleration: motion acceleration of heave, pitch and possibly, roll (normal to the
ship base)
transverse acceleration: motion acceleration of sway, yaw and roll

gravity component of roll
longitudinal acceleration: motion acceleration of surge and pitch

gravity component of pitch.
G1.3.5 Sloshing loads
(a) When partial filling is contemplated, the risk of significant loads due to sloshing induced
by any of the ship motions mentioned in G1.3.4 (f) is to be considered.
(b) When risk of significant sloshing induced loads is found to be present, special tests and
calculations will be required.

G1
G1.3.6 Thermal loads

G1
(cont) (a) Transient thermal loads during cooling down periods are to be considered for tanks
intended for cargoes with a boiling point below -55°C.
(b) Stationary thermal loads are to be considered for tanks where design, supporting
arrangement and operating temperature may give rise to significant thermal stress.
G1.3.7 Loads on supports
See G1.6.
Fig.1 Acceleration ellipse Fig.2 Determination of internal pressure heads

G1
G1
(cont)
Fig.3 Simplified load distribution

G1
G1.4 Structural analysis

G1 (1974)
(cont) (Rev. 1 1979)
G1.4.1 Integral tanks
The structural analysis of integral tanks is to be performed in accordance with the rules for
hull structure of the Classification Society.
G1.4.2 Membrane tanks
(a) For membrane tanks, the effects of all static and dynamic loads are to be considered to
determine the suitability of the membrane and of the associated insulation with respect
to plastic deformation and fatigue.
(b) Before approval is granted, a model of both the primary and secondary barrier,
including corners and joints, is normally to be tested to verify that it will withstand the
expected combined strains due to static, dynamic and thermal loads. Test conditions
are to represent the most extreme service conditions that tank will see in its life.
Material tests are to ensure that ageing is not liable to prevent the materials from
carrying out their intended function.
(c) For the purpose of the test referred to in G1.4.2 (b), a complete analysis of the
particular motions, accelerations and response of ships and tanks is to be performed,
unless these data are available from similar ships.
(d) Special attention is to be paid to the possible collapsing of the membrane due to an
overpressure in the interbarrier space, to a possible vacuum in the tanks, to the
sloshing effects and to hull vibration effects.
(e) The structural analysis of the hull is to be performed in accordance with the rules for
hull structure of the Classification Society taking into account the internal pressure as
indicated in G1.3.2. Special attention is however to be paid to deformations of the hull
and their compatibility with the membrane and associated insulation. Inner hull plating
thickness is to meet at least the requirements of the Classification Society for deep
tanks taking into account the internal pressure as indicated in G1.3.2. The allowable
stress for the membrane, membrane supporting material and insulation will be
determined in each particular case.
G1.4.3 Semi-membrane tanks
Structural analysis is to be performed in accordance with the requirements for membrane

tanks or independent tanks as appropriate, taking into account the internal pressure as
indicated in G1.2.3.
G1.4.4 Independent tanks type A
(a) The structural analysis is normally performed in accordance with the rules for hull
structure of the Classification Society taking into account the internal pressure as
indicated in G1.3.2. The cargo tank plating thickness is to meet at least the
requirements of the Classification Society for deep tanks taking into account the internal
pressure as indicated in G1.3.2 and any corrosion allowance required by G1.5.2.

G1
(b) For parts (structure in way of supports for instance) not covered by the Rules, stresses
G1 are to be determined by direct calculations taking into account the loads referred to in
(cont) G1.3, as far as applicable, and the ship deflection in way of supports.
G1.4.5 Independent tanks type B
(a) The effects of all dynamic and static loads are to be used to determine the suitability of
the structure with respect to:
plastic deformation
buckling
fatigue failure
crack propagation
Statistical wave load analysis in accordance with G1.3.4, finite element analysis or
similar methods and fracture mechanics analyses or is equivalent approach, are to be
carried out.
(b) A three dimensional analysis is to be carried out to elevate the stress levels contributed
by the ship hull. The model for this analysis is to include the cargo tank with its
supporting and keying system as well as a reasonable part of the hull.
(c) A complete analysis of the particular ship accelerations and motions in irregular waves
and of the response of ships and tanks to these forces and motions is to be performed
unless these data are available from similar ships.
(d) Buckling analysis is to consider the maximum construction tolerances.
(e) Where deemed necessary by the Classification Society, model tests may be required to
determine stress concentration factors and fatigue life of structural elements.
(f) The cumulative effect of the fatigue load is to comply with the following formula:
ni 10 3
 N  N  Cw
i j
Where
ni = number of stress cycles at each stress level during the life of the ship.
Ni = number of cycles to fracture for the respective stress level according to the
Wohler curve
Nj = number of cycles to fracture for the fatigue loads due to loading and unloading
Cw ≤ 0,5, except that the Classification Society may give special consideration to the
use of a value greater than 0,5 but not greater than 1,0 dependent on the test
procedure and data used to establish the Wohler curve (S – N curve).
G1.4.6 Independent tanks type C
Structural analysis is to be performed in accordance with G2.

G1
G1.5 Allowable stress – corrosion allowance

G1 (1974)
(cont) (Rev. 1 1979)
G1.5.1 Allowance stresses
(a) For integral tanks, allowable stresses are normally those given for hull structure by the
(b) For membrane, see G1.4.2 (e)
(c) For independent tanks type A primarily constructed of plane surfaces, the bending
stresses for primary and secondary members (stiffeners, web frames, stringers, girders)
when calculated by classical analysis procedures are not to exceed the lower of 0,75σF
or 0,38σB for carbon-manganese steels and aluminium alloys. However, if detailed
calculations are carried out for primary members, the equivalent stresses σc, as defined
in G1.5.1 (g) may be increased over that indicated above to a value acceptable to the
Classification Society; calculations have to take into account the effects of bending,
shear, axial and torsional deformations as well as the hull/cargo tank interaction forces
due to the deflection of the double and cargo tank bottoms. For σF and σB see G1.5.1
(h).
(d) For independent tanks B primarily constructed of bodies of revolution, the allowable
stresses are not to exceed the following:
σm ≤ f
σL ≤ 1,5f
σb ≤ 1,5F
σL + σb ≤ 1,5F
σm + σb ≤ 1,5F
where
σm = equivalent primary general membrane stress
σL = equivalent primary local membrane stress
σb = equivalent primary bending stress
f = the lesser of σB/A or σF/B
F = the lesser of σB/C or σF/D
A, B, C and D have the following values:
Material A B C D
C-Mn steels and Ni 3 2 3 1,5

steels
Austenitic steels 3,5 1,6 3 1,5

G1
Aluminium alloys 4 1,5 3 1,5

G1
(cont)
For σB and σF see G1.5.1 (h).
(e) For independent tanks type B, primarily constructed of plane surfaces, the Classification
Society may require compliance with additional or other stress criteria.
(f) For independent tanks type C, see G2.
(g) For the purpose of G1.5.1 (a)-(f) equivalent stresses σc (von Mises, Huber) are
determined as follows:
 c   x 2   y 2   x y  3 xy2
where
σx = total normal stress in x direction
τxy = total shear stress in y-x plane
σy = total normal stress in y direction
Unless other methods of calculation are justified, the total stresses are calculated accordingly
to the following formulae for independent tanks type B:
 x   x.st   ( x .dyn )2
 y   y.st   ( y . dyn )2
 xy   xy.st   ( xy.dyn ) 2
where σx.st, σxy.st and τxy.st are dynamic stresses
σx.dyn, σxy.dyn and τxy.dyn are dynamic stresses

determined separately from acceleration components and hull strain components due to
deflection and torsion.
(h) For the purpose of G1.5.1 (a)-(g):
σF = specified minimum upper yield stress at room temperature. If the stress-strain

curve does not show a defined yield stress, the 0,2 % proof stress applies. For
welded connections in aluminium alloys, the proof stress in the annealed
conditions is to be used.
σB = specified minimum tensile strength at room temperature. For welded

connections in aluminium alloys, the tensile strength in annealed conditions is
to be used.
The above properties are to correspond to the minimum specified mechanical properties of
the material, including the weld metal in the as fabricated condition. Subject to special

G1
consideration by the Classification Society, advantage may be taken of enhanced yield stress
G1 and tensile strength at low temperature.
(cont)
(i) Allowable stresses for materials other than those covered by W1 will be subject to
special approval in each separate case.
Stresses may be further limited by fatigue analysis, crack propagation analysis and
buckling criteria.
G1.5.2 Corrosion allowance
(a) No corrosion allowance is generally required in addition to the thickness resulting from
the structural analysis. However, where there is no environmental control around the
tank (inerting, etc.) or where the cargo is of a corrosive nature, the Classification
Society may require a suitable corrosion allowance.
(b) For pressure tanks, corrosion allowance is given in G2.
G1.6 Supports
(1974)
(Rev. 1 1979)
G1.6.1 Cargo tanks are to be supported by the hull in a manner which will prevent bodily
movement of the tank under static and dynamic loads while allowing contraction and
expansion of the tank under temperature variations and hull deflections without undue
stressing of the tank and of the hull.
G1.6.2 The tanks with supports are also to be designed for a static inclination of 30°without
exceeding allowable stresses given in G1.5.
G1.6.3 The supports are to be calculated for the most probable largest severe resulting
acceleration taking into account rotational as well as translational effects. This acceleration in
a given direction maybe determined as shown in Fig. 1. The half axes of the 'acceleration
ellipse' are determined according to G1.3.4 (b).
G1.6.4 Suitable supports are to be provided to withstand a collision force acting on the tank
corresponding to one-half the weight of the tank and cargo in the forward direction and one
quarter the weight of the tank and cargo in the aft direction without deformation likely to
endanger the tank structure.
G1.6.5 The loads mentioned in G1.6.2 and G1.6.4 need not be combined with each other or
with wave included loads.
G1.6.6 For independent tanks and, where appropriate, for membrane and semi-membrane
tanks, provisions are to be made to key the tanks against rotational effects referred to in
G1.6.3.
G1.6.7 Anti-flotation chocks are to be provided for independent tanks. The anti-flotation
chocks are to be suitable to withstand an upward force caused by an empty tank in a hold
space flooded to the load draught of the ship, without plastic deformation likely to endanger
the hull structure.

G1
G1.7 Secondary barrier

G1 (1974)
(cont) (Rev. 1 1979)
G1.7.1 When the cargo temperature at atmospheric pressure is below -10°C a secondary
barrier is to be provided, if required by G1.7.3, to act as a temporary containment for any
envisaged leakage of liquid cargo through the primary barrier.
G1.7.2 When the cargo temperature at atmospheric pressure is not below -55°C, the hull
structure may act as secondary barrier. In such a case:
(i) the hull material is to be suitable for the boiling point at atmospheric pressure (see W1);
(ii) the design is to be such that this temperature will not result in unacceptable hull
stresses.
G1.7.3 The requirements for secondary barrier in relation on tank type are as given in Table
1.
Table 1 indicates the basic requirements with respect to secondary barrier. For tanks which
differ from the basic tank types as defined in G1.2, the secondary barrier requirements will be
decided in each separate case.
G1.7.4 The secondary barrier is to be designed so that:
(i) it is capable of containment of any envisaged leakage of liquid cargo for a period of at
least 15 days, unless different requirements apply for particular voyages. This condition
is to be fulfilled taking into account the load spectrum defined in G1.3.4.(d).
(ii) it will prevent lowering of the temperature of the ship structure to an unsafe level in case
of leakage of the primary barrier (see G1.8.2).
(iii) the mechanism of failure for the primary barrier does not also cause the failure of the
secondary barrier and vice-versa.

G1
Table 1
G1
(cont) Cargo temperature
tb at atmospheric tb > –55°C –10°C < tb ≥ –55°C tb > –10°C
pressure
Basic tank type Separate secondary Hull may act as
barrier where secondary barrier
required
Integral Tank type not normally allowed1
Membrane Complete secondary barrier No secondary barrier

required
Semi-membrane Complete secondary barrier2

Independent Type A Complete secondary barrier
Independent Type B Partial secondary barrier
Independent Type C No secondary barrier required
NOTES:
1. A complete secondary barrier will be normally required if cargoes with a value of tb below
–10°C are permitted in accordance with G1.2.1.
2. In the case of semi-membrane tanks which comply in all respects with the provisions
applicable to independent tanks, type B, except for the manner of support the
Classification Society may consider the possibility of accepting a partial secondary
barrier.
G1.7.5 The functions of the secondary barrier are to be ensured assuming a static angle of
heel equal to 30°C.
G1.7.6 Where a partial secondary barrier is required, its extent is to be determined on the
basis of cargo leakage corresponding to the extent of failure resulting from the load spectrum
defined in G1.3.4.(d) after the initial detection of a primary barrier leak. Due account may be
taken of liquid evaporation, rate of leakage, reliable pumping capacity and other relevant
factors. In all cases, however, the inner bottom in way of cargo tanks is to be protected
against liquid cargo. Clear of partial secondary barrier, provisions are to be made to deflect
any liquid cargo down into the space between the primary and secondary barriers and to
keep the temperature of the hull structure to a safe level (spray-shield).
G1.7.7 The secondary barrier is to be capable of being periodically checked for its
effectiveness. Checking may be a pressure vacuum test, a visual inspection or another
suitable method acceptable to the Classification Society. Procedures for the periodic
checking of the secondary barrier during the life of the ship are to be submitted to the
Classification Society as a condition of the approval of the cargo containment system.

G1
G1.8 Insulation
G1 (1974)
(cont) (Rev. 1 1979)
G1.8.1 When liquified gas is carried at a temperature below –10°C, suitable insulation is to
be provided to ensure that the minimum temperature of the hull structure does not fall below
the minimum allowable service temperature given for the concerned grade of steel in W1
when the cargo tanks are at their design temperature and the ambient temperatures are 5°C
for air and 0°C for sea water. The above conditions may generally be used for world wide
service. However, higher values of the ambient temperatures maybe accepted by the
Classification Society for ships operated in restricted areas. On the other hand, attention is
drawn to the fact that lesser values of the ambient temperatures may be fixed by National
Authorities.
G1.8.2 Where a complete or partial secondary barrier is required, calculations are to be

made with the same assumptions as in G1.8.1 to check that the minimum temperature of the
hull structure does not fall below the minimum allowable service temperature given for the
concerned grade of steel in W1. The complete or partial secondary barrier is then to be
assumed at the cargo temperature at atmospheric pressure.
G1.8.3 Calculations required by G1.8.1. and G1.8.2 are to be made assuming still air and
still water. In the case referred to in G1.8.2, the cooling effect of the rising boil-off vapour from
the leaked cargo is to be considered in the heat transmission studies. For members
connecting inner and outer hulls, the mean temperature may be considered for determining
the steel grades.
G1.8.4 In all cases referred to in G1.8.1 and G1.8.2 and for the ambient temperature
conditions of 5°C for air and 0°C for sea water, approved means of heating transverse hull
structural material may be used to ensure that the temperature of this material do not fall
below the minimum allowable values. If lower ambient temperatures are specified, approved
means of heating may also be used for longitudinal hull structural material, provided this
material remains suitable for the temperature conditions of 5°C for air and 0°C for sea water
without heating. Such a means of heating is to comply with the following requirements:
(i) Sufficient heat is to be available to maintain the hull structure above the minimum
allowable temperature in the conditions referred to in G1.8.1 and G1.8.2.
(ii) The heating systems are to be arranged so that, in the event of a failure in any part of
the system, standby heating can be maintained equal to not less than 100% of the
theoretical heat load.
(iii) The heating systems are to be considered as essential auxiliaries.

(iv) The engineering of the heating systems is to be in accordance with the requirements of
the Classification Society.
G1.8.5 In determining the insulation thickness, due regard is to be paid to the amount of
acceptable boil-off in association with the reliquefaction plant on board, main propulsion
machinery or other temperature control system.

G1
G1.9 Materials
G1 (1974)
(cont) (Rev. 1 1979)
G1.9.1 The shell and deck plating of the ship, and all stiffeners attached thereto, are to be in
accordance with the Rules of the Classification Society unless the calculated temperature of
the material in the design condition is below –5°C due to the effect of the low temperature
cargo, in which case the material is to be in accordance with Table 5 of W1, assuming
ambient sea and air temperatures of 0°C and 5°C respectively. In the design condition the
complete or partial secondary barrier is to be assumed to be at the cargo temperature at
atmospheric pressure and for tanks without secondary barriers, the primary barrier is to be
assumed to be at the cargo temperature.
G1.9.2 Hull material forming the secondary barrier is to be in accordance with Table 2 of W1.
G1.9.3 Material used in the construction of cargo tanks are to be in accordance with Tables
1, 2, or 3 of W1.
G1.9.4 All other materials used in the construction of the ship which are subject to reduced
temperature due to the cargo and which do not form part of the secondary barrier are to be in
accordance with Table 5 of W1 for temperature determined by G1.8. This includes inner
bottom plating, longitudinal bulkhead plating, transverse bulkhead plating, floors, webs,
stringers and all attached stiffening members.
G1.9.5 The insulation materials are to be suitable for loads which may be imposed on them
by the adjacent structure.
G1.9.6 Where applicable, insulation materials are to have suitable properties of fire
resistance and are to be adequately protected against penetration of water vapour and
mechanical damage.
G1.9.7 Insulation materials are to be tested and found acceptable with regard to the
following properties as applicable:
compatibility with the cargo

solubility in the cargo
absorption of the cargo
shrinkage
ageing
closed cell content
density
mechanical properties
thermal expansion
abrasion
cohesion
thermal conductivity
resistance to vibrations
resistance to fire and flame spread
G1.9.8 The procedures for quality control of insulation materials during fabrication and/or in
situ erection are to be to the satisfaction of the Classification Society.
G1.9.9 Where power or granulated insulation is used, the arrangements are to be such as to
prevent compacting of the material due to vibrations.

G1
The design is to incorporate means to ensure that the material remains sufficiently buoyant to
G1 maintain the required thermal conductibility and also prevent any undue increase of pressure
(cont) on the containment system.
G1.10 Construction and testing

(1974)
(Rev. 1 1979)
G1.10.1 All welded joints of the shell of independent tanks are to be of the butt-weld full-
penetration type. For dome to shell connections, the Classification Society may approve filler
welds of the full penetration type. Except for small penetrations on domes, nozzle welds are
also generally to be designed with full penetration. For tank type C, see G2.
G1.10.2 Workmanship is to be to the satisfaction of the Classification Society. Inspection of

welds including non destructive testing are to be in accordance with W1.
G1.10.3 For membrane tanks, quality assurance measures, weld procedure qualification,
design details, materials, construction, inspection and production testing of components are
to be to standards developed during the prototype testing programme.
G1.10.4 For semi-membrane tanks the relevant requirements for independent tanks or for
membrane tanks are to be applied as appropriate.
G1.10.5 Integral tanks are to be hydrostatically or hydropneumatically tested in accordance

with the Rules of the Classification Society. The test is in general to be performed so that the
stresses approximate, as far as practicable, the design stresses and so that the pressure at
the top of the tank corresponds at least to the MARVS.
G1.10.6 For ships fitted with membrane or semi-membrane tanks, cofferdams and all spaces
which may normally contain liquid and are adjacent to the hull structure supporting the
membrane are to be hydrostatically or hydropneumatically tested in accordance with the
requirements of the Classification Society. Pipe tunnels and other compartments which do not
normally contain liquid are not required to be hydrostatically tested.
In addition, the ship hold structure supporting the membrane is to be given a tightness testing.
G1.10.7 Each independent tank is to be subjected to a hydrostatic or hydropneumatic test.

For tanks type A, this test is to be performed so that the stresses approximate, as far as
practicable, the design stresses and so that the pressure at the top of the tank corresponds at
least to the MARVS. When the hydropneumatic test is performed, the conditions are to
simulate, as far as possible, the actual loading of the tank and of its supports. For tanks type
B, the test is to be performed as for tanks type A. Moreover, the maximum primary membrane
stress or maximum bending stress in a primary membrane under test conditions is not to
exceed 90% of the yield strength of the material (as fabricated) as the test temperature. To
ensure that this condition is satisfied, when calculations indicate that stress exceeds 75% of
the yield strength, the prototype test is to be monitored by the use of strain gauges or other
suitable equipment. For tanks type C, see G2.
G1.10.8 All tanks are to be subjected to a tightness testing which may be performed in
combination with the pressure test mentioned above or separately.
G1.10.9 Requirements with respect to inspection of the secondary barrier will be decided in
each separate case.
G1.10.10 On ships using independent tanks type B, at least one tank and its support is to be
instrumented to confirm stress levels unless the design and arrangement for the size of the
ship involved are supported by full scale experience. Similar instrumentation may be required

G1
by the Classification Society for independent tanks type C dependent on their configuration
G1 and on the arrangement of their supports and attachments.
(cont)
G1.10.11 The ship is to be surveyed during the initial cool-down, loading and discharging of
the cargo to verify the overall performance of the containment system for compliance with the
design parameters. Records on performance of the components and equipment essential to
verify the design parameters are to be maintained and these records are to be available to
G1.10.12 Heating arrangements, if fitted in accordance with G1.8.4, are to be tested for
compliance with the design requirements.
G1.10.13 Inspection of the hull for cold spots is to be performed following the first loaded
voyage.

G1
G1 APPENDIX 1
(cont)
Guidance formulae for acceleration components
In pursuance of G1.3.4, the following formulae are given as guidance for the components of
acceleration due to ship's motions in the case of ships with L< 50 m. These formulae
correspond to a probability level of 10-8 in the North Atlantic.
vertical acceleration
2 2 3/ 2
 45   x   0,6 
a z   a0 1   5,3     0,05   
 L  L   CB 
transverse acceleration
2 2
x   z
a y   a0 0,6  2,5  0,05   K 1  0,6 K 
L   B
longitudinal acceleration
a x   a 0 0,06  A 2  0,25 A
 L z  0,6 
with A   0,7   5  
 1200 L  C B 
where
L = length of ship between perpendiculars (m)
CB = block coefficient
B = greatest moulded breadth (m)
x = longitudinal distance (m) from amidship to centre of gravity of the tank with
content, x is positive forward of amidship, negative aft of amidship
z = vertical distance (m) from the ship's actual waterline to the centre of gravity of
tank with content, z is positive above and negative below the waterline
V 34  600 / L
a 0  0,2 _
L L
V = service speed (knots).
Generally, K= 1,0. For particular loading conditions and hull forms, determination of K
according to the formulae below may be necessary.

G1
13G M
G1 K
B
(cont)
K  1,0
where GM= metacentric height (m).
ax, ay and az are the maximum dimensionless (i.e. relative to the acceleration of gravity)
accelerations in the respective directions and they are considered as acting separately for
calculation purposes.
az does not include the component of the static weight.
ay includes the component of the static weight in the transverse direction due to rolling.
ax includes the component of the static weight in the longitudinal direction due to pitching.
End of
Document

G2
G2
G2 Liquefied gas cargo tanks and process
(1974)
(cont)
(Rev.1 pressure vessels
1979)
(Rev.2 G2.1 General
Dec 2018)
G2.1.1 The present texts give the general principles which are applied by Classification
Societies for approval and survey of the relevant items of liquefied gas tankers for
classification purpose. They do not intend to cover full details of such approval and survey
procedures which are to be found in the individual Rules of Classification Societies.
G2.1.2 Where appropriate, these Rules refer to the basic tank types which are defined
under 4.1 of IMO Resolution MSC.370(93) Amendments to the International Code for the
Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code). Tanks
differing from these definitions will be the subject of special consideration.
G2.1.3 Consideration of future technical advances may warrant modifications to the

principles and details set forth in the text. IACS will accordingly review continuously these
requirements.
G2.1.4 When reference is made in this Requirement to 'Classification Society', only

members or associates of IACS are considered.
G2.2 Scope
The requirements here below apply to independent cargo tanks type C (pressure cargo
tanks) such as defined in 4.23 of the IGC Code. They may also apply to process pressure
vessels if required by the Classification Society. The words 'pressure vessels' are used in this
text to cover the two above-mentioned categories. These requirements apply to tanks and
vessels made of materials defined in W1.
Note:
1. The Rev.2 of this UR is to be uniformly implemented by IACS Societies for independent

cargo tanks type C (pressure cargo tanks) such as defined in 4.23 of the IGC Code:
i) when an application for certification is dated on or after 1 January 2020; and
ii) which are installed in new ships for which the date of contract for construction is on or
after 1 January 2020.
(PR) No. 29.
Page 1 of 6 IACS Req. 1974/Rev.2 2018

G2
G2.3 Calculation of thickness under internal pressure

G2
(cont) G2.3.1 General
For pressure vessels, the thickness calculated according to 4.23.2.4 of the IGC Code shall be
considered as a minimum thickness after forming, without any negative tolerance.
Scantlings based on internal pressure shall be calculated as follows: the thickness and form
of pressure containing parts of pressure vessels under internal pressure, including flanges,
are to be determined according to the Rules of the Classification Society. These calculations
are to be based in all cases on generally accepted pressure vessel design theory.
Openings in pressure containing parts of pressure vessels are to be reinforced in accordance
with the Rules of the Classification Society.
G2.3.2 Design pressure
For calculation according to G2.3.1, the design liquid pressure defined under 4.13.2 of the
IGC Code is to be taken into account in the internal pressure calculations.
G2.3.3 Efficiency factor for welded joints
The welded joint efficiency factor to be used in calculation according to G2.3.1 is to be 0.95
when the inspection and nondestructive examination stated under G2.9.2 (i) are carried out.
This figure may be increased up to 1.0 taking into account other considerations, such as
materials used, type of joints, welding procedure, type of loading, etc. For process pressure
vessels, the Classification Society may accept partial nondestructive examinations, but not
less than those under G2.9.2 (ii) may be allowed depending on the material used, the design
temperature, the nil ductility temperature of the material as fabricated, the type of joint,
welding procedure, etc., but in this case the efficiency factor 0.85 is to be adopted.
For special materials, the above mentioned factors are to be reduced depending on the
specified mechanical properties of the welded joint.
G2.3.4 Maximum allowable stress
The maximum allowable stresses to be used in calculation according to G2.3.1 shall not
exceed the value defined in 4.23.3.1 of the IGC Code.
G2.3.5 Corrosion allowance
Corrosion allowance need not be required in addition to the thickness resulting from the
structural analysis. However, where there is no environmental control, such as inerting
around the cargo tank, or where the cargo is of a corrosive nature, the Classification Society
may require a suitable corrosion allowance.
G2.3.6 Minimum thickness of shell and heads
The thickness, including corrosion allowance, after forming of any shell and head is not to be
less than 5mm for C-Mn steels and Ni steels, 3 mm for austenitic steel or 7 mm for aluminium
alloy.

G2
G2.4 Buckling criteria

G2
(cont) G2.4.1 General
Buckling criteria shall be as follows: the thickness and form of pressure vessels subject to
external pressure and other loads causing compressive stresses are to be calculated
according to the Rules of the Classification Society. These calculations in all cases are to be
based on generally accepted pressure vessel buckling theory and are to 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.
G2.4.2 Design external pressure
The design external pressure Pe to be used for verifying the buckling of the pressure vessels
is given by the following formula:
Pe = P1 +P2 + P3 + P4 (MPa)
Where
P1 = setting value of vacuum relief valves. For vessels not fitted with vacuum relief
valves, P1 is to be specially considered, but is, in general, not to be taken less
than 0.025 MPa.
P2 = for pressure vessels or parts of pressure vessels in completely closed spaces: the
set pressure of the pressure relief valves for these spaces.
Elsewhere P2 = 0.
P3 = compressive actions in the shell due to the weight and contraction of insulation,
weight of shell, including corrosion allowance, and other miscellaneous external
pressure loads to which the pressure vessel may be subjected. 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. The local effect of
external and/or internal pressure is also to be taken into account.
P4 = external pressure due to head of water for pressure vessels or part of pressure
vessels on exposed decks.
Elsewhere P4 = 0.
G2.5 Stress analysis in respect of static and dynamic loads
G2.5.1 Pressure vessel scantlings are to be determined in accordance with G2.3 and G2.4.
G2.5.2 Calculations of the loads and stresses in way of the supports and the shell
attachment of the support are to be made. Loads as applicable, from 4.12 to 4.15 of the IGC
Code, are to be used. Stresses in way of the supports are to be according to a recognized
standard acceptable to the Classification Society.
G2.5.3 Furthermore, when required by the Classification Society, secondary stresses and
thermal stresses are to be specially considered.
G2.5.4 In special cases, a fatigue analysis may be required by the Classification Society.

G2
G2.6 Accident design condition

G2
(cont) G2.6.1 The tanks and the tank supporting structures shall be designed for the accidental
loads and design conditions specified in 4.3.4.3 and 4.15 of the IGC Code, as applicable.
G2.6.2 When subjected to the accidental loads specified in 4.15 of the IGC Code, the stress
shall comply with the acceptance criteria specified in 4.23.3.1 of the IGC Code, modified as
appropriate taking into account their lower probability of occurrence.
G2.7 Welding joints details
G2.7.1 All longitudinal and circumferential joints of pressure vessels are to be of butt
welded, full penetration, double vee or single vee type. Full penetration butt welds are to be
obtained by double welding or by the use of backing rings. If used, backing rings are to be
removed except from very small process pressure vessels. Other edge preparations may be
permitted depending on the results of the tests carried out at the approval of the welding
procedure.
G2.7.2 The bevel preparation of the joints between the pressure vessel body and domes
and between domes and relevant fittings are to be designed according to a standard
acceptable to the Classification Society. All welds connecting nozzles, domes or other
penetrations to the vessel and all welds connecting flanges to the vessel or nozzles, are to be
full penetration welds.
G2.8 Stress relieving
G2.8.1 For pressure vessels made of carbon and carbon-manganese steel, post-weld heat
treatment is to be performed after welding if the design temperature is below -10°C. Post-
weld treatment in all other cases and for materials other than those mentioned above shall be
to recognized standards acceptable to the Classification Society. The soaking temperature
and holding time are to be according to the recognized standards acceptable to the
G2.8.2 In the case of large cargo pressure vessels of carbon or carbon-manganese steel for
which it is difficult to perform the heat treatment, mechanical stress relieving by pressurizing
may be carried out as an alternative to the heat treatment if agreed by the Classification
Society and subject to the conditions of 6.6.2.3 of the IGC Code.

G2
G2.9 Inspection and nondestructive examination

G2
(cont) G2.9.1 Manufacture and workmanship
The tolerances relating to manufacture and workmanship (i.e. out-of-roundness, local

deviations from the true form, welded joints alignment, tapering of plates having different
thicknesses, etc.) are to comply with recognized standards acceptable to the Classification
Society. The tolerances are also to be related to the buckling analysis (see G2.4).
G2.9.2 Nondestructive examination
The extent of nondestructive testing shall be total or partial according to recognized

standards acceptable to the Classification Society, but the controls to be carried out shall not
be less than the following:
(i) Total nondestructive examination (see G2.3.3)
Radiography
butt welds: 100%
Surface crack detection
all welds: 10%
reinforcement rings around holes, nozzles, etc: 100%
Ultrasonic testing
Ultrasonic testing may be accepted for replacing partially the radiographic
examination, if so specially allowed by the Classification Society. In addition the
Society may require a total ultrasonic examination on welding of reinforcement rings
and holes, nozzles, etc.
(ii) Partial nondestructive examination (see G2.3.3)
Radiography
butt welds: all welded joints crossing and at least 10% of the full length at selected
positions uniformly distributed
Surface crack detection
reinforcement rings around holes, nozzles, etc 100%
Ultrasonic testing
as may be required by the Classification Society in each instance.

G2
G2.10 Pressure testing

G2
(cont) G2.10.1 Each pressure vessel is to be subjected to a hydrostatic test according to the Rules
of the Classification Society, at a pressure, measured at the top of the tanks, of not less than
1.5 P0, In no case during the pressure test is the calculated primary membrane stress at any
point to exceed 90% of the yield stress of material (for definition of P0, see 4.1.2 of the IGC
Code). To ensure that this condition is satisfied where calculations indicate that this stress will
exceed 0.75 times the yield strength, the prototype test is to be monitored by the use of strain
gauges or other suitable equipment in pressure vessels except simple cylindrical and
spherical pressure vessels.
G2.10.2 The temperature of the water used for test is to be at least 30°C above the nil
ductility transition temperature of the material as fabricated.
G2.10.3 The pressure is to be held for two hours per 25 mm of thickness but in no case less
than two hours.
G2.10.4 Where necessary for cargo pressure vessels, there may be carried out with specific
approval of the Classification Society, a hydropneumatic test in the conditions prescribed
under G2.10.1, G2.10.2 and G2.10.3.
G2.10.5 Special consideration will be given to testing of tanks in which higher allowable
stresses are used depending on service temperature. However, the requirements of G2.10.1
are to be fully complied with.
G2.10.6 After completion and assembly, each pressure vessel and relative fittings are to be
subjected to an adequate tightness test which may be performed in combination with the
pressure testing referred to in G2.10.1.
G2.10.7 Pneumatic testing of pressure vessels other than cargo tanks will be considered on
an individual case basis by the Classification Society. Such testing will be permitted only for
those vessels which are so designed and/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.
End of
Document

G3
G3
G3 Liquefied gas cargo and process piping
(cont)
(1974)
(Rev.1 G3.1 General
1979)
(Rev.2 G3.1.1 The present texts give general principles for approval and survey of the relevant
1997) items of liquefied gas tankers for classification purposes. They do not intend to cover full
(Rev.3 details of such approval and survey procedures which are to be found in the rules of each
Dec 2008 Classification Society.
withdrawn)
(Corr.1 G3.1.2 Consideration of future technical advances may warrant modifications to the
Dec 2009 principles and details set forth in the text. IACS will accordingly review continuously these
withdrawn) requirements.
(Rev.4
Mar 2011) G3.2 Scope
(Rev.5
Jan 2013) The requirements here below apply to liquefied gas cargo and process piping including cargo
(Rev.6 gas piping and exhaust lines of safety valves or similar piping.
Jan 2016)
(Rev.7
Dec 2019) Note:
1. The requirements of G3.6 Rev.3 are to be uniformly implemented by IACS Societies for
piping components and pumps:
i) when an application for testing is dated on or after 1 July 2010; and
ii) which are installed in new ships for which the date of contract for construction is on
or after 1 July 2010.
i) when an application for testing is dated on or after 1 January 2012; and
or after 1 January 2012.
(PR) No. 29.
6. Rev.7 of this UR is to be uniformly implemented by IACS Societies for piping

components and pumps:
i) when an application for testing is dated on or after 1 January 2021; or

G3
G3.3 Scantlings for internal pressure

G3
(cont) G3.3.1 Piping Scantlings
Piping systems are to be designed in accordance with recognized standards acceptable to

G3.3.2 Design pressure
(a) The design pressure P in the formula in G3.3.4 (a) is the maximum pressure to which
the system may be subjected in service.
(b) The greatest of the following design conditions is to be used for piping, piping systems
and components, based on the cargoes being carried:
(i) for vapour piping systems or components which may be separated from their
relief valves and which may which contain some liquid, the saturated vapour
pressure at 45°C, or higher or lower values, if agreed upon by the Classification
Society, may be used (see 4.13.2.2 of the IGC Code).
(ii) for systems or components which may be separated from their relief valves and
which contain only vapour at times, the superheated vapour pressure at 45°C or
higher or lower values, if agreed upon by the Classification Society, may be used
(see 4.13.2.2 of the IGC Code), assuming an initial condition of saturated vapour
in the system operating pressure and temperature; or
(iii) design conditions defined in 5.4.2.3 to 5.4.2.5 of the IGC Code (Resolution
MSC.370(93)).
(c) The minimum design pressure is not to be less than the value defined in 5.4.1 of the
IGC Code (Resolution MSC.370(93)).
(d) The additional requirements regarding surge pressures defined in 5.4.3 of the IGC
Code (Resolution MSC.370(93)) are to be complied with.
(e) The design pressure of the outer pipe or duct of gas fuel systems are not to be less
than the value defined in 5.4.4 of the IGC Code (Resolution MSC.370(93)).
G3.3.3 Allowable stress
For pipes, the allowable stress K referred to in the formula in G3.3.4 (a) is the lower of the
values defined in 5.11.3.1 of the IGC Code (Resolution MSC.370(93)).
G3.3.4 Minimum wall thickness
(a) The wall thickness of pipes is not to be less than that determined from the following
formula:
 a 
t  t 0  b  c  1  
 100 
where t = minimum thickness (mm)

t0 = theoretical thickness (mm)
t0 = PD/(2Ke + P)

G3
= design pressure (MPa)

G3 P
D = outside diameter (mm)
(cont) K = allowable stress (N/mm2) (see G3.3.3)
e = efficiency factor
(i) e = 1 for seamless pipes and for longitudinally or spirally welded pipes,
delivered by manufactures approved for making welded pipes which are
considered equivalent to seamless pipes when non destructive testing on
welds is carried out in accordance with the Rules of the Classification Society.
(ii) in other cases an efficiency factor of less than 1.0 may be required by the
Classification Society depending on the manufacturing process.
b = allowance for bending (mm). The value of b is to be chosen so that the

calculated stress in the bend, due to internal pressure only, does not
exceed the allowable stress. Where such justification is not given, b is to be
determined from the following formula:
1 D
b  t0
2,5 r
with r = mean radius of the bend (mm)
c = corrosion allowance (mm). When corrosion or erosion is expected, an

increase in wall thickness of the piping is to be provided over that required
by other design requirements.
This allowance is to be consistent with the expected life of the piping.
a = negative manufacturing tolerance for thickness (%).
(b) The minimum thickness is to be in accordance with recognized standards acceptable to

(c) The additional requirements in 5.11.2.4 of the IGC Code (Resolution MSC.370(93)) are
to be complied with.
(d) In fuel gas piping systems of design pressure greater than the critical pressure, the
tangential membrane stress of straight section of pipe or ducting shall be according to
5.11.4 of the IGC Code (Resolution MSC.370(93)).
G3.3.5 Flanges, valves, fittings etc.
(a) For selection of flanges, valves, fittings etc., a recognised Standard is to used taking
into account the design pressure defined under 5.4 of the IGC Code (Resolution
MSC.370(93)).
(b) For flanges not complying with a recognised standard, the dimension of flanges and
relative bolts are to be to the satisfaction of the Classification Society.
(c) The design and installation of expansion bellows shall be in accordance with recognized
standards acceptable to the Classification Society and to be fitted with means to prevent
damage due to over-extension or compression.

G3
G3.4 Stress analysis

G3
(cont) G3.4.1 When design temperature is -110°C or lower, a complete stress analysis, taking into
account all the stresses due to weight of pipes (including acceleration if significant), internal
pressure, thermal contraction and loads induced by hog and sag of the ship for each branch
of the piping system is to be submitted to the Classification Society. For temperatures above -
110°C, stress analysis may be required in relation to design or stiffness of the piping system,
choice of materials, etc; in any case, consideration is to be given by the designer to thermal
stresses, even though calculations are not submitted.
G3.4.2 This analysis is to take into account the various loads such as pressure, weight of
piping with insulation and internal medium, loads due to the contraction, for the various
operating conditions. The analysis may be carried out according to the Rules of the
Classification Society or to a recognised code of practice.
G3.5 Materials
G3.5.1 Choice and testing of materials used in piping systems are to comply with 5.12.1 and
5.12.2 of the IGC Code (Resolution MSC.370(93), Corr.1) and with W1 taking into account
the minimum design temperature.
G3.5.2 For an outer pipe or duct equipped with mechanical exhaust ventilation having a
capacity of at least 30 air changes per hour, the effects of both pressure and possible low
temperature in the event of a high pressure line failure shall be taking into account
G3.5.3 Where the cargo piping system is of a material susceptible to stress corrosion
cracking in the presence of a salt-laden atmosphere, requirements of 5.12.4 of the IGC Code
(Resolution MSC.370(93)) are to be complied with.
G3.6 Tests of piping components and pumps prior to installation on board
G3.6.1 Valves
G3.6.1.1 Prototype Testing
Each type of valve intended to be used at a working temperature below -55ºC shall be subject
to the type tests defined in 5.13.1.1.1 to 5.13.1.1.3 of the IGC Code (Resolution
MSC.370(93)).
For emergency shutdown valves, with materials having melting temperatures lower than
925°C, the type testing shall include a fire test to a standard acceptable to the Classification
Society.
G3.6.1.2 Unit Production Testing
All valves are to be tested at the plant of manufacturer in the presence of the Society’s
representative. Testing is to include hydrostatic test of the valve body at a pressure equal to
1.5 times the design pressure for all valves, seat and stem leakage test at a pressure equal to
1.1 times the design pressure for valves other than safety valves. In addition, cryogenic
testing consisting of valve operation and leakage verification for a minimum of 10% of each
type and size of valve for valves other than safety valves intended to be used at a working
temperature below -55C. The set pressure of safety valves is to be tested at ambient
temperature.

G3
For valves used for isolation of instrumentation in piping not greater than 25mm, unit
G3 production testing need not be witnessed by the surveyor. Records of testing are to be
(cont) available for review.
As an alternative to the above, if so requested by the relevant Manufacturer, the certification

of a valve may be issued subject to the following:
 The valve has been approved as required by 3.6.1.1 for valves intended to be used at
a working temperature below -55C, and
 The manufacturer has a recognized quality system that has been assessed and
certified by the Society subject to periodic audits, and
 The quality control plan contains a provision to subject each valve to a hydrostatic test
of the valve body at a pressure equal to 1.5 times the design pressure for all valves
and seat and stem leakage test at a pressure equal to 1.1 times the design pressure
for valves other than safety valves. The set pressure of safety valves is to be tested at
ambient temperature. The manufacturer is to maintain records of such tests, and
 Cryogenic testing consisting of valve operation and leakage verification for a minimum
of 10% of each type and size of valve for valves other than safety valves intended to
be used at a working temperature below -55C in the presence of the Society’s
representative.
G3.6.2 Bellows
The prototype tests defined in 5.13.1.2.1 to 5.13.1.2.4 of the IGC Code (Resolution
MSC.370(93)) are to be performed on each type of expansion bellows intended for use on
cargo piping outside the cargo tank and where required by the Administration or recognized
organization acting on its behalf, on those installed within the cargo tanks.
G3.6.3 Cargo Pumps
G3.6.3.1 Prototype Testing
Each size and type of pump is to be approved through design assessment and prototype
testing. Prototype testing is to be witnessed in the presence of the Society’s representative.
In lieu of prototype testing, satisfactory in-service experience, of an existing pump design

approved by a Society submitted by the manufacturer may be considered.
Prototype testing is to include hydrostatic test of the pump body equal to 1.5 times the design
pressure and a capacity test. For submerged electric motor driven pumps, the capacity test is
to be carried out with the design medium or with a medium below the minimum working
temperature. For shaft driven deep well pumps, the capacity test may be carried out with
water. In addition, for shaft driven deep well pumps, a spin test to demonstrate satisfactory
operation of bearing clearances, wear rings and sealing arrangements is to be carried out at
the minimum design temperature. The full length of shafting is not required for the spin test,
but must be of sufficient length to include at least one bearing and sealing arrangements.
After completion of tests, the pump is to be opened out for examination.

G3
G3.6.3.2 Unit Production Testing

G3
(cont) All pumps are to be tested at the plant of manufacturer in the presence of the Society’s
representative. Testing is to include hydrostatic test of the pump body equal to 1.5 times the
design pressure and a capacity test. For submerged electric motor driven pumps, the
capacity test is to be carried out with the design medium or with a medium below the
minimum working temperature. For shaft driven deep well pumps, the capacity test may be
carried out with water.
As an alternative to the above, if so requested by the relevant Manufacturer, the certification

of a pump may be issued subject to the following:
 The pump has been approved as required by 3.6.3.1, and
 The manufacturer has a recognised quality system that has been assessed and
certified by the Society subject to periodic audits, and
 The quality control plan contains a provision to subject each pump to a hydrostatic
test of the pump body equal to 1.5 times the design pressure and a capacity test. The
manufacturer is to maintain records of such tests.
G3.7 Piping fabrication and joining details
G3.7.1 General
The requirements of this section apply to piping inside and outside the cargo tanks. However,
the Classification Society may accept relaxations from these requirements for piping inside
cargo tanks and open ended piping.
G3.7.2 Direct connection of pipe lengths (without flanges)
The types of connections defined in 5.8.2.1 to 5.8.2.3 of the IGC Code (Resolution
MSC.370(93)) may be considered.
G3.7.3 Flange connections
(a) Flanges are to be of the welding neck, slip-on or socket welding type.
(b) Flanges are to be selected as to type, made and tested in accordance with the Rules of
the Classification Society. For all piping (except open end lines) the restrictions defined
in 5.8.3.2.1 and 5.8.3.2.2 of the IGC Code (Resolution MSC.370(93)) apply.
G3.7.4 Other types of pipes connections
Acceptance of types of piping connections other than those mentioned in G3.7.2 and G3.7.3
may be considered by the Classification Society in each particular case.
G3.7.5 Bellows and expansion joints
Where bellows and expansion joints are provided, requirements in 5.8.4 of the IGC Code

G3
G3.7.6 Welding, post-weld heat treatments and nondestructive tests

G3
(cont) (a) Welding is to be carried out in accordance with W1.
(b) Post-weld heat treatments are required for all butt welds of pipes made with carbon,
carbon-manganese and low alloy steels.
The Classification Society may waive the requirement for thermal stress relieving for
pipes having a wall thickness less than 10 mm in relation to the design temperature and
pressure of the concerned piping system.
(c) In addition to normal procedures before and during the welding and also visual
inspection of the finished welds, as necessary for proving that the manufacture has
been carried out in a correct way according to the requirements, the following
inspections are required:
(i) 100% radiographic or ultrasonic inspection testing of butt welded joints for piping
systems with service temperatures lower than -10°C, and with inside diameters of
more than 75 mm or wall thickness greater than 10 mm.
(ii) For butt welded joints of pipes not included in (i), spot radiographic controls or other
non-destructive controls are to be carried out at the discretion of the Classification
Society depending upon service, position and materials. In general at least 10% of
butt welded joints of pipe are to be subjected to radiographic or ultrasonic
inspection.
G3.8 Tests onboard
G3.8.1 General
The requirements of this section apply to piping inside and outside the cargo tanks.
G3.8.2 Pressure tests (strength and leak test)
(a) After assembly, all cargo and process piping should be subjected to a strength test with
a suitable fluid in accordance with 5.13.2.2 of the IGC Code (Resolution MSC.370(93)).
(b) The additional requirements regarding leak tests defined in 5.13.2.3 of the IGC Code
(c) The additional requirements regarding double wall gas-fuel piping system defined in
5.13.2.4 of the IGC Code (Resolution MSC.370(93)) are to be complied with.
G3.8.3 Functional tests
All piping systems including all valves, fittings and associated equipment for handling cargo or
vapours are to be tested under normal operating conditions not later than at the first loading
operation, in accordance with recognized standards acceptable to the Classification Society.
G3.9 Cargo piping insulation system
G3.9.1 Requirements regarding cargo piping insulation in 5.12.3.1 and 5.12.3.2 of the IGC
Code (Resolution MSC.370(93)) are to be complied with.
End of
Document

G4
G4 Re-categorised as Z16 - June 1999
▲
▲
IACS Req. 1999

Requirements Concerning Gas Tankers: International Association of Classification Societies

Uploaded by

Copyright:

Available Formats

Requirements Concerning Gas Tankers: International Association of Classification Societies

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Requirements Concerning Gas Tankers: International Association of Classification Societies

Uploaded by

Copyright:

Available Formats

INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES

G1 Cargo containment of gas tankers Corr.1 May 2018

G3 Liquefied gas cargo and process piping Rev.7 Dec 2019

G4 Re-categorised as UR Z16 - June 1999

Page 1 IACS Req. 2019

G1G1 Cargo containment of gas tankers

G1.2.1 Integral tanks

G1.2.2 Membrane tanks

1. Rev.3 of this UR is to be uniformly implemented by IACS Societies for ships contracted

Page 1 of 20 IACS Req. 1974/Rev.3 2016/Corr.1 2018

G1.2.3 Semi-membrane tanks

G1.2.4 Independent tanks

Three categories of independent tanks are considered:

P0 = 0,2 + 0,1ACρ03/2 (N/mm2)

σm = design primary membrane stress (N/mm2)

∆σA = allowable dynamic membrane stress (double amplitude at probability level

= 55 N/mm2 for ferritic-perlitic, martensitic and austenitic steels

C = characteristic tank dimension to be taken the greatest of h: 0,75b or 0,45l

with h: = height of tank (dimension in ship’s vertical direction) (m)

b = width of tank (dimension in ship’s transverse direction) (m)

Page 2 of 20 IACS Req. 1974/Rev.3 2016/Corr.1 2018

l = length of tank (dimension in ship’s longitudinal direction) (m)

G1.2.5 Design vapour pressure

G1.2.6 Design temperature

G1.3 Design loads

Page 3 of 20 IACS Req. 1974/Rev.3 2016/Corr.1 2018

(c) Account is also to be taken of an increase of vapour pressure in harbour conditions

G1.3.2 Internal pressure

Equivalent procedures may be applied.

aβ = the dimensionless acceleration (i.e. relative to the acceleration of gravity),

 = the maximum density of the cargo (kg/m3) at the design temperature.

Page 4 of 20 IACS Req. 1974/Rev.3 2016/Corr.1 2018

G1.3.3 External pressure

G1.3.4 Dynamic loads due to ships motions

(e) Ships for restricted service will be given special consideration.

transverse acceleration: motion acceleration of sway, yaw and roll

longitudinal acceleration: motion acceleration of surge and pitch

G1.3.5 Sloshing loads

Page 5 of 20 IACS Req. 1974/Rev.3 2016/Corr.1 2018

G1.3.6 Thermal loads

G1.3.7 Loads on supports

Fig.1 Acceleration ellipse Fig.2 Determination of internal pressure heads

Page 6 of 20 IACS Req. 1974/Rev.3 2016/Corr.1 2018

Fig.3 Simplified load distribution

Page 7 of 20 IACS Req. 1974/Rev.3 2016/Corr.1 2018

G1.4 Structural analysis

G1.4.1 Integral tanks

G1.4.2 Membrane tanks

G1.4.3 Semi-membrane tanks

Structural analysis is to be performed in accordance with the requirements for membrane

G1.4.4 Independent tanks type A

Page 8 of 20 IACS Req. 1974/Rev.3 2016/Corr.1 2018

G1.4.5 Independent tanks type B

(d) Buckling analysis is to consider the maximum construction tolerances.

G1.4.6 Independent tanks type C

Structural analysis is to be performed in accordance with G2.

Page 9 of 20 IACS Req. 1974/Rev.3 2016/Corr.1 2018

G1.5 Allowable stress – corrosion allowance

G1.5.1 Allowance stresses