Retrofitting a conventional containment vessel into a complete integral tank double-hull cargo containment vessel

A conventional containment vessel is retrofitted into a complete integral tank double-hull cargo containment vessel that includes a primary hull and a secondary hull disposed within the primary hull. The primary hull includes a topside deck structural member. The secondary hull includes an interior cargo containment tank. The secondary hull includes a topside structural member configured to seal the cargo containment tank. The primary hull is configured to serve as a first boundary between an operating environment of the vessel and the cargo. The secondary hull is configured to serve as a second boundary between the operating environment of the vessel and the cargo. The topside deck member of the primary hull and the topside structural member of the secondary hull are configured to provide a double-hull on the topside of the cargo containment tank.

BACKGROUND OF THE DISCLOSURE

1. Field of Disclosure

This disclosure primarily relates to retrofitting a conventional cargo containment vessel into a complete integral tank double-hull containment vessel for the transportation of hot cargo.

2. Description of the Art

Conventional cargo transport vessels include inland barges transport on inland waterways and ocean going on oceans and limited inland. Inland cargo transport vessels typically transport cargo relatively short distances over inland waterways. Ocean-going cargo transport vessels typically transport cargo relatively long distances over oceans.

A conventional single-hull cargo transport vessel includes a single hull that provides a boundary between the operating environment of the vessel and the cargo. The hull includes a bottom side structural member, a starboard side structural member, a port side structural member, and a topside deck that are connected to form the exterior of the vessel. The hull also includes transverse and longitudinal bulkheads to provide strength, support, and stability to the hull. A cargo carrying volume is formed by the bottom side structural member, starboard side structural member, port side structural member, and topside deck of the vessel. If the hull is breached, cargo may be exposed to the outside environment and/or the outside environment may be exposed to the cargo. In these instances, contamination of the outside environment, the cargo, or both may occur. To address environmental concerns related to the breach of conventional single-hull cargo transport vessels, governmental regulations now require the use of double-hulls for designated vessels in United States waters.

In accordance with these regulations, a conventional double-hull cargo transport vessel, as approved by current United States Coast Guard and International regulations and standards includes a primary hull and a partial secondary hull that forms a double-hull with respect to the bottom, port, and starboard sides of the vessel. A cargo carrying volume is formed by the bottom side structural member, starboard side structural member, and port side structural member of the partial secondary hull and the topside deck of the primary hull. As such, only the portion of the conventional double-hull cargo transport vessel that is in contact with the operating waterline depth environment of the vessel is double-hulled to prevent the leakage of cargo in the event the primary hull is breached.

BRIEF SUMMARY OF THE DISCLOSURE

In aspects, the present disclosure is related to a system and method of transporting cargo on waterways. Specifically, the present disclosure is related to the retrofit construction of a conventional vessel into a complete integral tank double-hull containment vessel for transporting hot cargo while maintaining containment of the hot cargo with respect to the outside environment.

According to one aspect of one or more embodiments of the present disclosure, a complete double-hull cargo containment vessel includes a primary hull and a secondary hull disposed within the primary hull. The secondary hull includes one or more interior cargo containment tanks and provides structural integrity to the vessel. The secondary hull includes a topside structural member configured to seal the cargo containment tank or tanks. The cargo tanks can include a split load of materials, such as asphalt and sulfur (sulphur) or a homogenous load of all asphalt or all sulfur.

According to one aspect of one or more embodiments of the present disclosure, a method of manufacturing a complete integral tank double-hull cargo containment vessel includes the steps of fabricating a primary hull and fabricating a secondary hull disposed within the primary hull. The secondary hull includes one or more interior cargo containment tanks. The secondary hull includes a partial side and complete topside structural member configured to seal the cargo containment tank or tanks.

According to one aspect of one or more embodiments of the present disclosure, a method of retrofitting a conventional vessel to a complete integral tank double-hull cargo containment vessel includes the steps of fabricating a primary hull and fabricating a complete secondary hull disposed within the primary hull. The secondary hull includes one or more interior cargo containment tanks. The secondary hull includes a partial side and complete topside structural member configured to seal the cargo containment tank or tanks. Other aspects of the present disclosure will be apparent from the following description and the appended claims.

DETAILED DESCRIPTION OF THE DISCLOSURE

Generally, the present disclosure involves a system and method of transporting cargo on waterways. Specifically, the present disclosure is related to transporting hot cargo while maintaining containment of the hot cargo with respect to the outside environment. The present disclosure is susceptible to embodiments of different forms. The present disclosure is also related to retrofitting conventional double-hull vessels into complete double-hull vessels configured to transport hot cargo. There are shown in the drawings, and herein will be described in detail, specific embodiments of the present disclosure with the understanding that the present disclosure is to be considered an exemplification of the principles of the present disclosure and is not intended to limit the present disclosure to that illustrated and described herein.

FIG. 1Aa profile view of a conventional double-hull cargo transport vessel. The conventional double-hull cargo transport vessel10includes a machinery deck102that is part of the top of cargo tank106. The machinery deck102includes transverse frame supports108along the underside of the machinery deck102. The vessel10also includes a raised deck portion104which can also be used for cargo storage. The raised deck portion104includes a top deck structural member120and the transverse frame supports108disposed along the underside of the top deck member120, a forward side member104f, a aft side member104a, a port side member104p(shown inFIG. 1B) and an starboard side member104s(shown inFIG. 1B).

FIG. 1Bshows a mid-ship section of a conventional double-hull cargo transport vessel viewing the vessel from forward to stern. Mid-ship section100shows a cross-sectional view of the middle of the conventional double-hull cargo transport vessel10(shown inFIG. 1A). One of ordinary skill in the art will recognize that, in accordance with industry standards, the cross-sectional view of the middle of the vessel shows transverse bulkheads on one side of the figure and transverse truss structures on the other side of theFIG. 1B.

A primary hull of the conventional double-hull cargo transport vessel10comprises a bottom side structural member105, a starboard side structural member110, a port side structural member115, and a topside deck120that are generally formed of steel and joined together to form the primary hull. A transverse frame (or beam) support108of the topside deck120is shown. Longitudinal frame supports109are also shown. A partial secondary hull of the conventional double-hull cargo transport vessel10comprises a bottom side structural member125, a starboard side structural member130, and a port side structural member135that are generally formed of steel and joined together to form the partial secondary hull. This hull configuration of two bottom structural members105,125, two starboard side structural members110,130, two port side structural members115,135, and one topside deck120is commonly referred to as “a double-hull configuration” in industry.

The interior cargo carrying volume106of the conventional double-hull cargo transport vessel10is bounded by a bottom structural member125, a starboard side structural member130, and a port side structural member135of the partial secondary hull and depending upon the location of the interior cargo carry volume106, the machinery deck102and the topside deck120of the primary hull. The cargo carrying volume106of the vessel10may be partitioned into one or more cargo containment tanks transversely by one or more transverse bulkheads140or longitudinally by one or more longitudinal bulkheads145. In certain areas of the vessel10, the cargo containment tanks may not include the volume provided in the raised deck portion104.

The conventional double-hull design promotes the use of internal cargo tank framing. External topside framing is exposed to the elements and subject to corrosion/pitting, even if protective coatings are applied to the external topside framing.

The transport of some cargo requires maintaining the cargo at high temperatures during transport. This type of cargo may be referred to as “hot cargo”. Examples of hot cargo may include, but are not limited to, one or more of: i) liquid asphalt, ii) molten sulfur, and iii) molten phenol. Liquid asphalt is typically transported at approximately 325 degrees Fahrenheit. Molten sulfur is typically transported at approximately 300 degrees Fahrenheit. Molten phenol is typically transported at approximately 140 degrees Fahrenheit.

A conventional double-hull cargo transport vessel utilizes one or more diesel-fired heat exchangers to heat one or more layers of heating coils disposed in a cargo tank to maintain the required temperature of the hot cargo during transport. The size and number of heat exchangers and heating coils is dependent on the size and configuration of the vessel10and the temperature requirements of the cargo to be transported. In addition to the initial cost for installing the heat exchangers and the heating coils, there is a recurring cost for their maintenance.

In operation, the heat exchangers consume fuel (such as diesel fuel) during transport. Thus, a cost for fuel is added to the cost of transport when the heat exchangers are required to operate during transport. The per transport cost of fuel required by the heat exchangers to maintain hot cargo at the appropriate temperature may be a substantial portion of the transport cost and may be proportional to the duration of the transport. In a conventional double-hull design, the cost of fuel may be increased due to heat loss through the topside deck structural member120, which may be extensive. Substantial heat loss through the topside deck structural member120may require the heat exchangers to use more fuel to maintain the hot cargo at its required temperature.

The resultant heating of the topside deck structural member120may also present a hazard, or at least an uncomfortable situation, for personnel that may be present on top of the topside deck structural member120. If the vessel operator wishes to make the topside deck structural member120safe for walking, insulation may be applied to effectively reduce the temperature of the topside deck member120, however, this addition may add more cost to the vessel10for the insulation, as well as the installation and maintenance of the insulation.

FIG. 2Ashows a top view of a complete integral tank double-hull cargo containment vessel20in accordance with one or more embodiments of the present disclosure. A raised trunk (and/or canopy) portion21of the complete integral tank double-hull cargo containment vessel20is shown, along with wing void tank areas22and23and aft and forward rake voids24and25, respectively. Although not shown, one skilled in the art can appreciate that the raised portion21can extend from forward to aft to create a substantially box-shaped vessel.

FIG. 2Bshows a mid-ship section of a complete integral tank double-hull cargo containment vessel20in accordance with one or more embodiments of the present disclosure. Mid-ship section200shows a cross-sectional view of the middle of a complete double-hull cargo containment vessel20in accordance with one or more embodiments of the present disclosure. One of ordinary skill in the art will recognize that, in accordance with industry standards, the cross-sectional view of the middle of the complete integral tank double-hull cargo containment vessel20shows transverse bulkheads250on the left side of the figure, and transverse truss structures on the right side of the figure.

In one or more embodiments of the present disclosure, a primary hull of a complete integral tank double-hull cargo containment vessel20comprises a bottom side structural member205, a starboard side structural member210, a port side structural member215, and a topside deck structural member220that are generally formed of steel and joined together to form the primary hull. Each of the bottom side structural member205, the starboard side structural member210, the port side structural member215, and the topside deck structural member220may individually comprise a plurality of sheet metal panels that are joined to form the respective structural members used to form the primary hull. Because unsupported sheet metal can deform when a force is exerted on it, reinforcements are used to provide strength and stability to the primary hull. The topside deck structural member220comprises a plurality of longitudinal panel stiffening beams245that are joined to the topside of the topside deck structural member220. Each longitudinal panel stiffening beam245is generally comprised of sheet metal. The longitudinal panel stiffening beams245may be disposed on top of topside deck structural member220, on the underside of topside structural member220, or both. One of ordinary skill in the art will recognize that the number, orientation, and configuration of panel stiffening beams may vary in accordance with one or more embodiments of the present disclosure. The primary hull is water tight and serves as a first boundary between the operating environment of the complete integral tank double-hull cargo containment vessel20and the cargo.

In accordance with one or more embodiments of the present disclosure, a secondary hull of a complete integral tank double-hull cargo containment vessel20may comprise a bottom side structural member225, a starboard side structural member230, a port side structural member235, a topside structural member240and a structural member33for the raised trunk portion21(at main deck level) that are generally formed of steel and joined together to form a complete secondary hull that is integrally disposed within the primary hull. Each of the bottom side structural member225, the starboard side structural member230, the port side structural member235, the topside structural member240and the structural member33may generally comprise a plurality of sheet metal panels that are joined to form the respective structural members used to form the secondary hull. The various members are integral to the structural integrity of the complete integral tank double-hull cargo containment vessel20. Advantageously, cargo may be contained within the secondary hull separate and apart from the primary hull, and the secondary hull is itself disposed within the primary hull. As a consequence, the secondary hull is configured such that hot cargo (such as oil, chemicals, etc.) and their respective fumes are sealed off from the operating environment of the complete integral tank double-hull cargo containment vessel20and the cargo.

In some embodiments, the complete integral tank double-hull cargo containment vessel20comprises an interior cargo carrying volume221that is bounded by the bottom side structural member225, starboard side structural member230, port side structural member235, and the topside structural member240of the secondary hull. Advantageously, the entire interior cargo carrying volume is integrally disposed within the secondary hull that is itself integrally disposed within the primary hull.

The cargo carrying volume221may be partitioned into one or more cargo containment tanks260. The cargo carrying volume may be partitioned transversely by one or more transverse bulkheads250and/or longitudinally by one or more longitudinal bulkheads255. One or more of the transverse bulkheads250may be formed of corrugated sheet metal panels305. One or more of the longitudinal bulkheads255may be formed of corrugated sheet metal panels305. The one or more cargo containment tanks of the secondary hull are sealed by the topside structural member240of the secondary hull. Various or homogenous materials may be contained in the various compartment tanks depending on a customer's requirement.

In one or more embodiments of the present disclosure, one or more heating coils265are disposed within cargo containment tank260. Advantageously, in one or more embodiments of the present disclosure, the entire interior cargo carrying volume of the complete integral tank double-hull cargo containment vessel20is disposed within the secondary hull that is itself disposed within the primary hull. As such, the secondary hull is insulated by the primary hull. Thus, in a complete integral tank double-hull cargo containment vessel20, heat loss through the topside deck structural member220is substantially less than that of a conventional double-hull cargo transport vessel10. As a consequence, the complete double-hull reduces vessel fabrication costs and energy costs associated with maintaining hot cargo at its required temperature during transport.

FIG. 3includes a partial profile view of the complete integral tank double-hull cargo containment vessel20. The complete integral tank double-hull cargo containment vessel20may include a forward rake31and a raised trunk32. The top deck structural member220with a longitudinal panel stiffening beam245of the raised trunk32is also shown.

FIGS. 4A,4B and4C shows details of the novel double-hull containment ofFIG. 2Bin the areas which were not afforded double-hull protection in the conventional prior art design. Double-hull containment includes the topside structural member220and intersection of trunk sides to main (wing) deck. A void space242between the topside deck member220and the topside member of secondary hull240is shown.

FIG. 5Ashows a longitudinal corrugated topside structural member240of the secondary hull in accordance with one or more embodiments of the present disclosure. A longitudinal corrugated sheet metal panel305is sheet metal of a predetermined length and width that is, for example, 5/16 of an inch thick. One of ordinary skill in the art will recognize that the dimensions of a corrugated sheet metal panel may vary in accordance with one or more embodiments of the present disclosure. The longitudinal corrugated sheet metal panel305panel is corrugated in the longitudinal direction with respect to the lengthwise axis of the vessel. Topside structural member240of the secondary hull comprises a plurality of longitudinal corrugated sheet metal panels305. One of ordinary skill in the art will recognize that the number, orientation, and configuration of corrugated sheet metal panels may vary in accordance with one or more embodiments of the present disclosure. The use of corrugated sheet metal panels or plates305reduces the number of required panel stiffening beams246and saves the associated cost in fabrication and materials. In one or more embodiments of the present disclosure, panel stiffening beams are not required for reinforcement of the topside structural member240of the secondary hull.

Advantageously, the use of corrugated sheet metal panels305to form the topside structural member240of the secondary reduces costs associated with the application, removal, and re-application of special coatings to one or more cargo containment tanks. If the topside structural member240is comprised of panel stiffening beams245, the interior of one or more cargo containment tanks are not smooth and applied coating substances can build up at the interface of the panel stiffening beams246and the topside structural member240. If the topside structural member240is comprised of corrugated sheet metal panels305, the interior of one or more cargo containment tanks are smooth and applied coating substances can more easily be applied, removed, and re-applied. Maintenance costs for the topside structural member240may be reduced through the use of special coatings (reflective, anti-corrosion, etc.).

The complete double-hull provides strength and structural support to the complete integral tank double-hull cargo containment vessel20that is greater than that of a conventional double-hull cargo transport vessel10. Unlike a conventional double-hull cargo transport vessel10, where the topside deck structural member120may be used to provide structural integrity for the primary hull and the secondary hull, the complete double-hull design provides for structural support of the primary and secondary hulls from the topside deck structural member220and the topside structural member240. The complete double-hull design provides for the flexibility of having the topside members220,240each dedicated to a specific hull or having the topside members220,240provide shared support in various combinations, as would be understood by one of skill in the art. In one or more embodiments of the present disclosure, the topside structural member240is generally comprised of sheet metal. Because unsupported sheet metal can deform when a force is exerted on it, reinforcements can be used to provide strength and stability to the secondary hull. In one or more embodiments of the present disclosure, panel stiffening supports or beams are used for reinforcement.FIGS. 5A and 5Bshows a panel stiffened topside structural member240of a secondary hull in accordance with one or more embodiments of the present disclosure. The topside structural member240of the secondary hull may comprise a plurality of longitudinal panel stiffening beams (or supports)246that are joined to the topside structural member240. Each longitudinal panel stiffening beam246is generally comprised of sheet metal. The longitudinal panel stiffening beams246may be disposed on top of topside structural member240, on the underside of topside structural member240, or both. One of ordinary skill in the art will recognize that the number, orientation, and configuration of panel stiffening beams may vary in accordance with one or more embodiments of the present disclosure. In some embodiments, because the secondary hull is disposed within the primary hull and the raised trunk formed by the topside structural member240of the secondary hull is covered by the topside deck structural member220of the primary hull, the longitudinal panel stiffening beams246may be used for reinforcement of the topside structural member240with a reduced risk of degradation due to standing water and/or corrosion.

FIGS. 6A and 6Bshow an exemplary top view arrangement of one or more embodiments of the present disclosure. In one or more embodiments of the present disclosure, and shown inFIG. 6A, a smaller heat exchanger270may be used in a complete integral tank double-hull cargo containment vessel20than in a conventional double-hull cargo transport vessel10with similarly sized cargo tank or tanks to maintain hot cargo at its required temperature during transport. A substantial cost savings is realized in acquiring and fabricating the smaller heat exchanger270and fuel costs associated with the heat exchanger270. In addition, the heat exchanger270may have a reduced physical footprint allowing for more reclamation of valuable vessel space. InFIG. 6A, the heat exchanger270(typically housed on the machinery deck) is connected to coils265to provide thermal fluid (such as hot oil) heating through designated cargo tanks272,273in accordance with one or more embodiments of the present disclosure. One skilled in the art can appreciate that the complete integral tank double-hull cargo containment vessel20can include additional forward, aft or wing (port or starboard) tanks (shown inFIG. 6A, but do not include reference numbers). Heating coils265may be routed to the additional tanks should it be necessary to transport heated materials in these tanks.

FIG. 6Billustrates the access domes and valves275on the top deck of the complete integral tank double-hull cargo containment vessel20. The domes and valves275allow topside access to the containment tanks (it is noted that the figure does not show valves and ports for all containment tanks, but that one skilled in the art can appreciate that there would be an access dome to all containment tanks).

Since the double-hull structure allows insulation between topside deck structural member220and topside structural member240, thermal losses through the top of the double-hull may be reduced. This thermal loss reduction may result in a reduced amount fuel being required to power the one or more heat exchangers270that drives one or more heating coils265. This results in substantial per transport fuel cost savings over a conventional double-hull cargo transport vessel10. In addition, the size and/or number of heating coils265disposed within each cargo containment tank260may be reduced because fewer heating coils265are required in a complete integral tank double-hull cargo containment vessel20than in a conventional double-hull cargo transport vessel10with similarly size cargo tank or tanks to maintain hot cargo at its required temperature during transport. As a result, vessel fabrication costs associated with the heating coils265are reduced and the energy costs associated with maintaining hot cargo at its required temperature during transport is substantially reduced. Additionally, reducing the volume occupied by heating coils265may increase volume available for storing hot cargo or other ship functions.

Further, because of the thermal insulation provided by the complete double-hull design (due to a void space between the topside members220,240), the temperature of topside deck120, on which vessel crew may walk, may be sufficiently reduced to allow for personnel to walk on the topside deck120above a hot cargo without risk of temperature related injury. As a result, use of an insulating material is not required to make the topside deck member120walkable. This reduces the costs typically associated with installing insulating materials for the topside deck120in a conventional double-hull cargo transport vessel10and/or the cost of human protection devices. However, if desired, insulating materials may be added to the void space created by the complete integral double-hull design.

In some embodiments, the complete integral tank double-hull cargo containment vessel20may be used to transport volatile cargo subject to releasing fumes when exposed to temperature increases. Here, the complete double-hull design may reduce the heat transfer from outside the complete integral tank double-hull cargo containment vessel20, such as due to radiant sunlight on the top deck220, into the volatile cargo due to the insulating properties of the void space between top deck220and topside structural member240. Thus, the complete double-hull design may reduce vapor pressure within the volatile cargo containment by reducing the amount of heat being added to the volatile cargo when the complete integral tank double-hull cargo containment vessel20is exposed a warm environment.

The reduced heat transfer in a complete integral tank double-hull cargo containment vessel20may have the added benefit of increasing the variety of volatile cargoes that may be transported without requiring recertification of the vessel as a pressure vessel. In embodiments where the complete integral thank double-hull cargo containment vessel20is configured for carrying volatile cargo, heating equipment (heating coils265and heat exchanger270) may be optional.

In one or more embodiments of the present disclosure, a draft line of a complete integral tank double-hull cargo containment vessel20is established, in part, by the exterior of the vessel defined by the primary hull, the cargo carrying volume of the secondary hull, and the apparent specific gravity of the cargo in one or more cargo containment tanks. The apparent specific gravity of cargo is a ratio of the weight of the volume of cargo to the weight of an equal volume of a reference substance, for example, water. The apparent specific gravity of liquid asphalt is approximately 1.1 grams per cubic centimeter at transport temperature and the apparent specific gravity of molten sulfur is approximately 1.8 grams per cubic centimeter at transport temperature. Because these hot cargos have different specific gravities, the volume of hot cargo that may be transported in a given vessel, while meeting the draft requirements, differs based on the type of hot cargo. For example, a given volume of a substance with a higher specific gravity weighs more than an equal volume of a substance with a lower specific gravity. As such, the amount of cargo that can be transported in a given cargo carrying volume, within the draft requirements of the complete integral tank double-hull cargo containment vessel20, differs based on the cargo transported. Moreover, a specific cargo may require a special coating to be applied to a cargo containment tank260whereas a different cargo may require a different special coating to be applied to a cargo containment tank260.

In one or more embodiments of the present disclosure, two longitudinal bulkheads255partition the cargo carrying volume of the secondary hull into three cargo containment tanks260. The starboard side and port side cargo containment tanks260are dedicated to the transport of liquid asphalt. The starboard side and port side cargo containment tanks260may be coated with a special coating required by the liquid asphalt. One of ordinary skill in the art will recognize that a different cargo may be used in the place of liquid asphalt in accordance with one or more embodiments of the present disclosure. The middle cargo containment tank260may be dedicated to the transport of molten sulfur. The middle cargo containment tank260may be coated with a special coating required by molten sulfur. One of ordinary skill in the art will recognize that a different cargo may be used in the place of molten sulfur in accordance with one more embodiments of the present disclosure. Thus, a complete integral tank double-hull cargo containment vessel20may have starboard and port side cargo containment tanks260coated for one cargo and a middle cargo containment tank260that is coated for a different cargo.

Advantageously, this configuration allows a complete integral tank double-hull cargo containment vessel20to transport liquid asphalt and molten sulfur without modification to or turnaround service on the complete integral tank double-hull cargo containment vessel20. For example, the starboard and port side cargo containment tanks260may be prepared for liquid asphalt cargo and the middle cargo containment tank260may be prepared for molten sulfur. As such, a complete integral tank double-hull cargo containment vessel20may transport liquid asphalt up river to one destination and then transport molten sulfur down river to another destination without requiring a turnaround service on the complete integral tank double-hull cargo containment vessel20. However, in another embodiment, rather than a split load, the complete integral tank double-hull cargo containment vessel20can transport homogenous materials, such as all asphalt or all sulfur in the cargo tanks260. Thus, a complete integral double-hull cargo containment vessel20may be more efficient, provide higher cost efficiency, and generate higher transport revenues than a conventional double-hull cargo transport vessel10.

FIG. 7shows a method of retrofitting a conventional vessel to a complete integral tank double-hull cargo containment vessel20in accordance with one or more embodiments of the present disclosure. In step S1, a primary hull of a conventional vessel is retrofitted for use as a complete integral tank double-hull cargo containment vessel20. The primary hull comprises a bottom side structural member205, starboard side structural member210, port side structural member215, and a topside deck structural member220. In step S2, a secondary hull of a complete integral tank double-hull cargo containment vessel20is fabricated. The secondary hull comprises a bottom side structural member225, starboard side structural member230, port side structural member235, and a topside structural member240. In one or more embodiments of the present disclosure, the topside structural member240comprises a plurality of corrugated sheet metal panels246.

In step S3, one or more cargo containment tanks260are fabricated within the secondary hull of the complete integral tank double-hull cargo containment vessel20. One or more transverse bulkheads250may be used to partition the secondary hull to form one or more cargo containment tanks260. One or more longitudinal bulkheads255may be used to partition the secondary hull to form one or more cargo containment tanks260. In one or more embodiments of the present disclosure, two longitudinal bulkheads255are fabricated to partition the secondary hull cargo carrying volume into three cargo containment tanks260. In one or more embodiments of the present disclosure, the three cargo containment tanks260are configured to facilitate the transport of different cargos without turnaround service. The cargo containment tanks260are sealed by the secondary hull, which is disposed within the primary hull of the complete integral tank double-hull cargo containment vessel20. In step S4, one or more heat exchangers270may be disposed on or within the complete integral tank double-hull cargo containment vessel20and secured in place. In step S5, one or more heating coils265may be disposed within each of the one or more cargo containment tanks260. One of ordinary skill in the art will recognize that at least some of steps S1-S5may be performed in different order to realize construction and cost efficiencies or customer preferences.

FIGS. 8A-8Fshow sections of complete integral tank double-hull cargo containment vessels20that have been retrofitted from conventional double-hull cargo transport vessels10. WhileFIGS. 8A-8Fshow port and starboard sections, one of ordinary skill in the art would understand that the sections may be implemented on both starboard and port sides of a vessel.FIG. 8Ashows a starboard side section of a conventional double-hull cargo transport vessel10with the topside deck120and the starboard side member104s. The topside structural member240may be disposed below topside deck120and attached to starboard side member204s. The clearances between i) the topside deck120and the topside structural member240and ii) the starboard side member104sand the starboard side member204smay be selected to conform to regulatory and/or design requirements or preferences.

FIG. 8Bshows a port side section of a conventional double-hull cargo transport vessel10with the topside deck120and the port side member104p. The topside deck structural member220may be disposed above topside deck120and attached to port side member204p. The clearances between i) the topside deck120and the topside deck structural member220and ii) the port side member104pand the port side member204pmay be selected to conform to regulatory and/or design requirements or preferences.

FIG. 8Cshows a starboard side section of a conventional double-hull cargo transport vessel10with the topside deck120and the starboard side member104s. Here, the corner of topside deck120is angled. The topside structural member240may be disposed below topside deck120and attached to starboard side member204s. The topside structural member240may be angled to conform to the design of topside deck120, however, such conformity with the general shape of topside deck120is not a requirement. The clearances between i) the topside deck120and the topside structural member240and ii) the starboard side member104sand the starboard side member204smay be selected to conform to regulatory and/or design requirements or preferences.

FIG. 8Dshows a port side section of a conventional double-hull cargo transport vessel10with the topside deck120and the port side member104p. Here, the corner of topside deck120is angled. The topside deck structural member220may be disposed above topside deck120and attached to port side member204p. The topside structural member240may be angled to conform to the design of topside deck120, however, such conformity with the general shape of topside deck120is not a requirement. The clearances between i) the topside deck120and the topside deck structural member220and ii) the port side member104pand the port side member204pmay be selected to conform to regulatory and/or design requirements or preferences.

FIG. 8Eshows a starboard side section of a conventional double-hull cargo transport vessel10with the topside deck120. The topside structural member240may be disposed below topside deck120and attached to starboard side structural member115. The clearance between the topside deck120and the topside structural member240may be selected to conform to regulatory and/or design requirements or preferences.

FIG. 8Fshows a port side section of a conventional double-hull cargo transport vessel10with the topside deck120. The topside deck structural member220may be disposed above topside deck120and attached to port side member204p. The clearance between the topside deck120and the topside deck structural member220may be selected to conform to regulatory and/or design requirements or preferences.

FIG. 9Ashows a flow chart of a method900for retrofitting a conventional double-hull cargo transport vessel10to form a complete integral tank double-hull cargo containment vessel20. In method900, the existing topside deck120of the conventional double-hull cargo transport10will become part of the primary hull of the complete integral tank double-hull cargo containment vessel20. In step910, a topside deck120of a conventional double-hull cargo vessel10may be removed. In step920, a topside structural member240may be fabricated as part of a secondary hull within the primary hull. In step930, one or more cargo containment tanks may be fabricated using structural members of the secondary hull. In step940, a heat exchanger270may be disposed in the conventional double-hull cargo transport vessel10. In step950, one or more heating coils may be disposed in one or more of the containment tanks. In step960, the topside deck120may be reinstalled forming complete integral tank double-hull cargo containment vessel20. In some embodiments, steps920,930,940, and950may be performed in different orders.

FIG. 9Bshows a flow chart of a method905for retrofitting a conventional double-hull cargo transport vessel10to form a complete integral tank double-hull cargo containment vessel20. In method905, the existing topside deck120of the conventional double-hull cargo transport10will become part of the secondary hull of the complete integral tank double-hull cargo containment vessel20. In step915, a topside deck120of a conventional double-hull cargo vessel10may be removed. In step925, a heat exchanger270may be disposed in the conventional double-hull cargo transport vessel10. In step935, one or more heating coils may be disposed in one or more of the containment tanks. In step945, the topside deck120may be reinstalled as topside structural member240forming part of the secondary hull. In step955, one or more cargo containment tanks may be fabricated using structural members of the secondary hull. In step965, a topside structural member220may be fabricated as part of a primary hull to form complete integral tank double-hull cargo containment vessel20. In some embodiments, steps915and945may be optional. In some embodiments, steps925and935may be performed after step945.