Problem of partial loading of cargo tanks & filling limits

-LNG carrier guideline

Within a range of tank filling levels, the natural pitching and

rolling movement of the ship at sea, and the liquid free-surface
effect, can cause the liquid to move within the tank. It is possible
for considerable liquid movement to take place, creating high
impact pressure on the tank surface. This effect is called
“sloshing” and can cause structural damage.

Sloshing is a problem which effects membrane constructed tanks.

Independent containment systems such as the spherical Moss
design and the IHI prismatic designs are not subject to the same
sloshing impacts. Partial loading at any tank filling level is
inherent in the design of Moss design tanks, giving them distinct
advantages over membrane containment systems, when handling
spot trades and offshore loading/unloading.

This has taken on an even greater importance with operators

seeking the operational flexibility of partial cargo loading in
combination with the growing preference for membrane-type
containment systems.

LNG is carried at approximately minus 160 degrees Celsius. As

the low-filling condition produces progressive waves known as
hydraulic jumps, partially-loaded carriers can exhibit high
dynamic loads.

As a consequence, sloshing due to partial filling must be

examined very carefully. Characteristics unique to LNG, namely
low temperature, compressibility of entrapped gas, hydrodynamic
interaction between liquid and containment system, and dynamic
material characteristics challenge the vessel’s strength and may
require additional reinforcement of critical areas. These areas are
the insulation system, tank structure or the pump tower which
serves as the cargo handling connection to the hull, and the base
support structure.

The sloshing motion in an LNG tank at the low-filling level is quite

different from that experienced at high filling levels
When the tank motion is large, the front of the “hydraulic jump”
(when the motion within the tank causes the liquid to create a
wave action) becomes steeper, developing a breaking wave. If
the hydraulic jump hits the bulkhead before breaking, a large
impact can occur The uniform velocity of the hydraulic jump also
results in a large drag force on the lower part of the pump tower
and it’s supporting system

Sloshing impact occurs when there is a sudden change in the

wetted surface due to liquid motion in the tank. In a partially
filled compartment, a wider area on the tank wall is vulnerable to
the sloshing impact of the cargo

Design modifications and improvements

The high dynamic loads and impact sloshing pressure on the

insulation system and tank structure in membrane-type vessels
are major concerns.

From the experience gained on the first LNG ships put into
service and from a large number of model tests and computer
analyses since, there have been numerous design improvements,
to counter the sloshing impact.

The height of “chamfer” at the topside was increased and the

insulation boxes at the tank top were reinforced to withstand the
sloshing impact in the fully laden condition. There has also been a
considerable improvement in the design and construction of the
membrane and supporting insulation structures.

LNG vessels normally operate in a fully laden condition or with a

minimum of cargo (heel) during the ballast voyage. In a fully
laden condition the typical filling level is greater than 95% of the
tank height, and in ballast condition less than 10%. The current
design (tank insulation and scantlings) is effective in preventing
sloshing impact loads when the vessel is carrying heel only.

The ship’s cargo tanks are designed to limit the impact forces and
the safety margin has been considerably enlarged. New tank
designs are reasonably free from any sloshing risk. However,
operators should always be aware of the potential risks to the
cargo containment system and also on the tank equipment due to
sloshing.

Tank filling limits

Classification Societies, GTT and Marintek, carried out a series of

model tests to investigate the effects of sloshing in partially filled
prismatic LNG tanks. As a result of the tests, the following
precautions should be taken to avoid damage due to sloshing

1. CARGO TANK LEVELS: The first precaution is to maintain the

level of the tanks within the required limits i.e.:
o Lower than a level corresponding to 10% of the height
of the tank or,
o Higher than a level corresponding to normally 70% of
the height of the tank.

N.B. The Certificate of Fitness for the Carriage of Liquefied

Gases, may presently show the lower limits as being 10% of
tank length, this will be amended by Class in due course.

2. SHIP’S MOVEMENT: The second precaution is to try to limit

the ship’s movement, which would generate sloshing in the
tanks. The amplitude of sloshing depends on the condition of
sea (wave pattern), the trim and the speed of the ship.
Often a minor alteration of course may change the ship
motion considerably, particularly at high speed, and this
may have a significant effect on sloshing

The above limits will be stated within the ship specific Cargo
Operating Manual, and will generally be included in the Conditions
of Carriage section of the International Certificate of Fitness for
the Carriage of Liquefied Gases in Bulk.

Reference temperature and cargo tank filling limits

Chapter 15 of the IGC Code gives requirements for maximum
allowable loading limits for cargo tanks. The maximum limit as
per IGC Code is 98% of the tank volume at the reference
temperature. Some administrations will allow for a greater tank
volume, typically 98.5%. This takes into account the expected
boil-off of vapours from the cargo tanks during the loaded
voyage.

The specific criteria for each vessel will be found on the certificate
of fitness, and generally refer to the Reference Temperature. This
filling limit should never be exceeded. When shutting tanks off,
allowance must be made for the amount of cargo, which will still
be loaded in the time taken for the tank loading valves to close.

In the case of cargo tanks on fully refrigerated ships, the Gas

Codes envisage relief valves set to open only marginally above
the vapour pressure of the cargo at the maximum temperature it
will reach over the whole cycle of loading, transportation and
discharge. The loading limit must also be such that, if a
surrounding fire occurs, the tank will not become liquid-full before
the relief valve opens.

The maintenance of the cargo tank pressures below the MARVS is

generally controlled, by the use of the boil-off vapours, as fuel for
shipboard use or in a waste heat system. This system may be
used at all times, including time in port and while manoeuvring,
provided that a means of disposing of excess energy is provided,
such as a steam dump system.

When a cargo vapour pressure / temperature control is provided

as above, the Reference Temperature means the temperature of
the cargo upon termination of loading, during transportation, or
at unloading.

All vessel staff must however be aware that although unlikely a

significant rise in temperature of the cargo, may give rise to an
increase in the volume of the tank contents above the stated
maximum filling limits. In practice, during the cycle of cargo on
board, there is generally only a very small change in the cargo
temperatures and additionally the volume of cargo decreases as
boil-off occurs.