Gas Tanker

Mates Orals Notes Function 2 - Cargo
GAS CARRIERS
Transportation of Liquefied Gases by Sea - General
For economical marine transportation, gas is carried in a liquefied state. As a liquid, the
volume to weight ratio at atmospheric pressure is in the range of 650 times less than in the
gaseous state. That means we can carry 650 times more cargo in liquid state as compared to
carriage in gaseous state.
The temperature at which a gas condenses is a function of its pressure. The combination of
pressurising and cooling is therefore fundamental to gas carrier design. Some ships carry
gases liquefied under pressure & others under refrigeration. The relative densities of gases
are low and vary between 0.42 (methane) and 0.97 (VCM). The cargo carrying capability is
therefore more related to volume capacity of the ship than deadweight capacity, and the
cargo capacity is usually quoted in cubic metres cargo tank volume.
The Cargoes
The most significant cargoes in terms of tonnages moved are methane/LNG, LPG (butane,
propane and mixtures of these), and ammonia. Other cargoes of commercial significance are
butadiene, butylene, ethylene, propylene, and vinyl chloride. Apart from ethylene and
methane/LNG, all these gases can exist as liquids at normal ambient temperatures. They
may therefore be transported in pressurised cargo containment systems at any temperature
up to the highest expected ambient temperature.
The critical temperatures for ethylene and methane/LNG are below normal ambient
temperatures. Above the critical temperature the gas cannot be transformed into a liquid at
any pressure and must therefore be refrigerated for shipboard carriage. Carriage of
ethylene, ethane and methane/LNG requires semi‐pressurised or fully refrigerated cargo
containment. These considerations lead to the following options for carriage conditions:
Compiled by : Gursimranjit Randhawa Page 141

Materials exposed to liquefied gas cargoes should be resistant to any corrosive action of the
gases. For this reason, copper alloys (e.g. brass) have to be excluded from the cargo systems
of ships intended for the carriage of ammonia. Details of materials of construction which
should not be used for certain products are given in Chapter 17 of the IGC Code.
Some Basic Definitions

Gas
The International Maritime Organization (IMO), for the purposes of its Gas Carrier Codes has
adopted the following definition for the liquefied gases carried by sea:
Liquids with a vapour pressure exceeding 2.8 bar absolute at a temperature of 37.8°C
Boiling Point
The temperature at which the vapour pressure of a liquid is equal to the pressure on its
surface (the boiling point varies with pressure)
Cargo Area
That part of the ship which contains the cargo containment system, cargo pumps and
compressor rooms, and includes the deck area above the cargo containment system. Where
fitted, cofferdams, ballast tanks and void spaces at the after end of the aftermost hold space
or the forward end of the forwardmost hold space are excluded from the cargo area.
Cargo Containment Systems

The arrangement for containment of cargo including, where fitted, primary and secondary
barriers, associated insulations, interbarrier spaces and the structure required for the
support of these elements.
Gas-Dangerous Space or Zone

A space or zone within a ship's cargo area which is designated as likely to contain flammable
vapour and which is not equipped with approved arrangements to ensure that its
atmosphere is maintained in a safe condition at all times.
Gas-Safe Space
A space on a ship not designated as a gas‐dangerous space.
Hold Space
The space enclosed by the ship's structure in which a cargo containment system is situated.
Interbarrier Space
The space between a primary and a secondary barrier of a cargo containment system,
whether or not completely or partially occupied by insulation or other material.

MARVS
This is the abbreviation for the Maximum Allowable Relief Valve Setting on a ship's cargo
tank — as stated on the ship's Certificate of Fitness
Primary Barrier
This is the inner surface designed to contain the cargo when the cargo containment system
includes a secondary barrier.
Secondary Barrier
The liquid‐resisting outer element of a cargo containment system designed to provide
temporary containment of a leakage of liquid cargo through the primary barrier and to
prevent the lowering of the temperature of the ship's structure to an unsafe level
Tank dome
It is not permitted for a cargo pump room to be placed below the upper deck, nor may cargo
pipelines be run beneath deck level; therefore, deepwell or submersible pumps must be
used for cargo discharge. Pipelines to cargo tanks must be taken through a cargo tank dome
which penetrates the deck.
CARGO HAZARDS
Personnel Hazards
 Broadly, the personnel hazards of liquefied gases or their vapours may be five‐fold. :
• Flammability
• Toxicity (poisoning)
• Asphyxia (suffocation)
• Low temperature (frostbite)
• Chemical burns
OTHER HAZARDS – REACTIVITY
A liquefied gas cargo may react in a number of ways: with water to form hydrates, with
itself, with air, with another cargo or with other materials.
Reaction with Water- Hydrate Formation
Some hydrocarbon cargoes will combine with water under certain conditions to produce a
substance known as a hydrate resembling crushed ice or slush. The water for hydrate
formation can come from purge vapours with an incorrect dew point, water in the cargo
system or water dissolved in the cargo. Care should be taken to ensure that the dew point of

any Purge vapour or inert gas used is suitable for the cargo concerned, and that water is
excluded from the cargo system.
Hydrates can cause pumps to seize and equipment to malfunction. Care should therefore be
taken to prevent hydrate formation. Certain cargoes, notably LPGs, may contain traces of
water when loaded. It may be permissible in such cases to prevent hydrate formation by
adding small quantities of a suitable anti‐freeze (e.g. methanol, ethanol) at strategic points
in the system. It is emphasised that nothing whatsoever should be added to any cargo
without the shipper's permission. For LPG mixtures a small dose of anti‐freeze may be
permissible, but for chemical cargoes such as ethylene the addition of even one liter per two
hundred tons could make the cargo commercially valueless.
In the case of inhibited cargoes the anti‐freeze could adversely affect the inhibitor. If
the use of anti‐freeze is permitted it should be introduced at places where expansion occurs
because the resultant lowering of temperature and pressure promotes hydrate formation.
Anti‐freeze additives are often flammable and toxic and care should be taken in their
storage and use.
Self-reaction
Some cargoes may react with themselves. The most common form of self‐reaction is
polymerisation which may be initiated by the presence of small quantities of other cargoes
or by certain metals. Polymerisation normally produces heat which may accelerate the
reaction.
The IMO Codes require cargoes which may self‐react either to be carried under an inert
gas blanket, or to be inhibited before shipment. In the later case a certificate must be given
to the ship, stating:
 the quantity and name of the inhibitor added;
 the date it was added and how long it is expected to remain effective
 the action to be taken should the voyage exceed the effective lifetime of the inhibitor;
 any temperature limitations affecting the inhibitor.
Normally there should be no need to add any inhibitor to the cargo during the voyage.
If it should become necessary however, any such additions should be made in accordance
with the shipper's instructions.
Many inhibitors are much more soluble in water than in the cargo, so to avoid a
reduction in inhibitor concentration; care should be taken to exclude water from the
system. Similarly the inhibitor may be very soluble in anti‐freeze additives if these form a
separate phase and the shipper's instructions on the use of anti‐freeze should be observed.
If the ship is anchored in still conditions the cargo should be circulated daily to ensure a
uniform concentration of inhibitor.

Certain cargoes which can self‐react (e.g ethylene oxide, propylene oxide), but which
cannot be inhibited, have to be carried under inert gas. Care should be taken to ensure that
a positive pressure is maintained in the inerted atmosphere at all times and that the oxygen
concentration never exceeds 0.2 % by volume.
Reaction with Air
Some cargoes can react with air to form unstable oxygen compounds which could cause
an explosion. The IMO Codes require these cargoes to be either inhibited or carried under
nitrogen or other inert gas. Care should be taken to observe the shipper's instructions.
Reaction with Other Cargoes
Certain cargoes can react dangerously with one another. They should be prevented
from mixing by using separate piping and vent systems and separate refrigeration
equipment for each cargo. Care should be taken to ensure that this positive segregation is
maintained. To establish whether or not two cargoes will react dangerously, the data sheet
for each cargo should be consulted.
Reaction with Other Materials
The data sheets list materials which should not be allowed to come into contact with
the cargo. The materials used in the cargo systems must be compatible with the cargoes to
be carried and care should be taken to ensure that no incompatible materials are used or
introduced during maintenance (e.g. gaskets).
Reaction can occur between cargo and purge vapours of poor quality: for instance, inert
gas with high CO2 content can cause carbonate formation with ammonia. Reaction can also
occur between compressor lubricating oils and some cargoes, resulting in blockage and
damage.
CORROSIVITY
Some cargoes and inhibitors may be corrosive. The IMO Codes require materials used in
the cargo system to be resistant to corrosion by the cargo. Care should therefore be taken
to ensure that unsuitable materials are not introduced into the cargo system.
Corrosive liquids can also attack human tissue and care should be taken to avoid
contact: reference should be made to the appropriate data sheets. Instructions about the
use of protective clothing should be observed.
LOW TEMEPRATURE EFFECTS
As liquefied gas cargoes are often shipped at low temperatures it is important that
temperature sensing equipment is well maintained and accurately calibrated.
Hazards associated with low temperatures include:

Brittle Fracture
Most metals and alloys become stronger but less ductile at low temperatures (i.e. the
tensile and yield strengths increase but the material becomes brittle and the impact
resistance decreases) because the reduction in temperature changes the material's crystal
structure.
Normal shipbuilding steels rapidly lose their ductility and impact‐strength below 0°C.
For this reason, care should be taken to prevent cold cargo from coming into contact with
such steels, as the resultant rapid cooling would make the metal brittle and would cause
stress due to contraction. In this condition the metal would be liable to crack. The
phenomenon occurs suddenly and is called 'brittle fracture'.
However, the ductility and impact resistance of materials such as aluminium, austenitic
and special alloy steels and nickel improve at low temperatures and these metals are used
where direct contact with cargoes at temperatures below ‐55°C is involved.
Spillage
Care should be taken to prevent spillage of low temperature cargo because of the
hazard to personnel and the danger of brittle fracture. If spillage does occur/ the source
should first be isolated and the spilt liquid then dispersed.
If there is a danger of brittle fracture, a water hose may be used both to vaporise the
liquid and to keep the steel warm.
If the spillage is contained in a drip tray the contents should be covered or protected to
prevent accidental contact and allowed to evaporate. Liquefied gases quickly reach
equilibrium and visible boiling ceases this quiescent liquid could be mistaken for water and
carelessness could be dangerous.
Suitable drip trays are arranged beneath manifold connections to control any spillage
when transferring cargo or draining lines and connections. Care should be taken to ensure
that unused manifold connections are isolated and that if blanks are to be fitted the flange
surface is clean and free from frost. Accidents have occurred because cargo escaped past
incorrectly fitted blanks.
Liquefied gas spilt onto the sea will generate large quantities of vapour by the heating
effect of the water. This vapour may create a fire or health hazard, or both. Great care
should be taken to avoid such spillage, especially when disconnecting cargo hoses.
Cool down
Cargo systems are designed to withstand a certain service temperature; if this is below
ambient temperature the system has to be cooled down to the temperature of the cargo
before cargo transfer.

For LNG and ethylene the stress and thermal shock caused by an over‐rapid cool down
of the system could cause brittle fracture. Cool down operations should be carried out
carefully in accordance with instructions.
Ice Formation
Low cargo temperatures can freeze water in the system leading to blockage of, and
damage to pumps, valves, sensor lines, spray lines etc. Ice can be formed from moisture in
the system, purge vapour with incorrect dew point, or water in the cargo.
The effects of ice formation are similar to those of hydrates, and anti‐freeze can be
used to prevent them.
Rollover
Rollover is a spontaneous rapid mixing process which occurs in large tanks as a result of
a density inversion. Stratification develops when the liquid layer adjacent to a liquid surface
becomes denser than the layers beneath, due to boil‐off of lighter fractions from the cargo.
This obviously unstable situation relieves itself with a sudden mixing, which the name
'rollover' aptly describes.
Liquid hydrocarbons are most prone to rollover, especially cryogenic liquids. LNG is the
most likely by virtue of the impurities it contains, and the extreme conditions of
temperature under which it is stored, close to the saturation temperatures at storage
pressures.
If the cargo is stored for any length of time and the boil‐off is removed, evaporation can
cause a slight increase in density and a reduction of temperature near the surface. The
liquid at the top of the tank is therefore marginally heavier than the liquid in the lower
levels. Once stratification has developed rollover can occur.
The inversion will be accompanied by violent evolution of large quantities of vapour and
a very real risk of tank over‐pressure.
Rollover has been experienced ashore, and may happen on a ship that has been
anchored for some time. If such circumstances are foreseen the tank contents should be
circulated daily by the cargo pumps to prevent rollover occurring.
Rollover can also occur if similar or compatible cargoes of different densities are put in
the same tank.

GAS CARRIER TYPES

Gas carriers can be grouped into five different categories according to the cargo carried and
the carriage condition. These are as follows:
Fully pressurised ships
Semi-pressurised ships
Ethylene ships
Fully refrigerated LPG ships
LNG ships
The first three ship types listed are most suitable for the shipment of smaller‐size cargoes of
LPG and chemical gases. This is normally accomplished on short‐sea and regional routes.
Fully refrigerated ships are used extensively for the carriage of large size cargoes of LPG and
ammonia on the deep sea routes.
Fully pressurised ships
Fully pressurised ships are the simplest of all gas carriers. They carry their cargoes at
ambient temperature.
They are fitted with Type 'C' tanks (pressure vessels) fabricated in carbon steel having a
typical design pressure of about 18 barg. Ships with higher design pressures are in service
and a few ships can accept cargoes at pressures of up to 20 barg.
No thermal insulation or reliquefaction plant is necessary for these ships and cargo can
be discharged using either pumps or compressors.
Because of their design pressure, the cargo tanks are extremely heavy. As a result, fully
pressurised ships tend to be small having cargo capacities of about 4,000 to 6,000 m3, and
are primarily used to carry LPG and ammonia.
Ballast is carried in double bottoms and in top wing tanks. Because these ships are
fitted with Type 'C' containment systems, no secondary barrier is required and the hold
space may be ventilated with air.
Semi-pressurised ships
Semi‐pressurised ships are similar to fully pressurised ships in that they have Type 'C'
tanks — in this case pressure vessels designed typically for a maximum working pressure of
from 5 to 7 barg. Compared to fully pressurised ships, a reduction in tank thickness is
possible due to the reduced pressure but this is at the cost of refrigeration plant and tank
insulation.
This type of gas carrier has evolved as the optimum means of transporting a wide
variety of gases such as LPG, vinyl chloride, propylene, and butadiene. They are most

frequently found in the busy coastal trades around the Mediterranean and Northern
Europe. Today, this type of ship is the most popular amongst operators of smaller‐size gas
carriers due to its cargo handling flexibility.
Semi‐pressurised ships use Type 'C' tanks and, therefore, do not require a secondary
barrier (cargo capacities can vary from 3,000 to 20,000 m3). The tanks are usually made
from low temperature steels to provide for carriage temperatures of ‐48°C which
temperature is suitable for most LPG and chemical gas cargoes.
Alternatively, they can be made from special alloyed steels or aluminium to allow for
the carriage of ethylene at ‐104°C (see also ethylene ships). The ship's flexible cargo
handling system is designed to load from (or discharge to) both pressurised and refrigerated
storage facilities.
Ethylene ships
Ethylene ships are often built for specific trades but will also operate carrying LPGs or
Chemical Gases. They normally have capacities ranging from 1,000 to 12,000 m3.
Ethylene is normally carried in its fully refrigerated condition at its atmospheric boiling
point of ‐ 104°C. Normally Type 'C' pressure vessel tanks are used and no secondary barrier
is required. Thermal insulation and a high‐capacity reliquefaction are fitted on this type of
ship.
Ballast is carried in the double bottom and wing ballast tanks.
A complete double hull is required for all cargoes carried below ‐55°C, whether the
cargo tanks are of Type 'A', 'B' or 'C'.
Fully refrigerated ships
Fully refrigerated ships carry their cargoes at approximately atmospheric pressure and
are designed to transport large quantities of LPG and ammonia. Four different cargo
containment systems have been used for these ships. They are as follows:—
• Independent tanks with single hull but double bottom and hopper tanks
• Independent tanks with double hull
• Integral tanks (incorporating a double hull), and
• Semi‐membrane tanks (incorporating a double hull)
For this class of ship, the tank itself is a Type 'A' prismatic free‐standing unit capable of a
Maximum working pressure of 0.7 barg. The tanks are constructed of low‐temperature
steels to permit carriage temperatures of about ‐48°C.
Fully refrigerated ships range in size from about 20,000 to 100,000m3. There are
relatively few fully refrigerated ships between 55,000 m3 and 70,000 m3.
A typical fully refrigerated ship has up to six cargo tanks. Each tank is fitted with
transverse wash plates, while a longitudinal bulkhead on the centre line is provided to
reduce free surface so improving ship stability. The tanks are usually supported on wooden
chocks and are keyed to the hull to allow for expansion and contraction as well as to prevent
tank movement under static and dynamic loads. The tanks are also provided with anti‐
flotation chocks to avoid lifting in case of ballast tank leakage.
Because of the low‐temperature carriage conditions, thermal insulation and
reliquefaction equipment must be fitted.
To improve a fully refrigerated ship's operational flexibility, cargo heaters and booster
pumps are often fitted to allow discharge into pressurised storage facilities. This will
normally be accomplished at reduced discharge rates.
Where Type 'A' tanks are fitted, a complete secondary barrier is required
The hold spaces must be inerted when carrying flammable cargoes.
Ballast is carried in double bottoms and in top side (saddle) tanks or, when fitted, in side
ballast tanks.
LNG ships
LNG carriers are specialised types of gas carriers built to transport large volumes of LNG
at its atmospheric boiling point of about ‐162° C.
These ships are now typically of between 125,000 and 135,000 m3 capacity and are
normally dedicated to a specific project. Here they often remain for their entire contract life,
which may be between 20‐25 years or more.
The containment systems on these ships are mainly of four types:
• Gaz Transport membrane
• Technigaz membrane
• Kvaerner Moss spherical — independent Type 'B' , and
• IHI SPB Tank — prismatic

All LNG ships have double hulls throughout their cargo length which provide adequate
space for ballast.
Ships fitted with the membrane systems have a full secondary barrier and tanks of the
Type 'B' design have drip‐pan type protection.
A characteristic common to all LNG ships is that they burn cargo boil‐off as fuel.
Hold spaces around the cargo tanks are continuously inerted, except in the case of
spherical Type 'B' containment where hold spaces may be filled with dry air provided that
there is an adequate means for inerting such spaces in the event of cargo leakage.
Most LNG carriers have steam turbine propulsion plants.
CARGO CONTAINMENT SYSTEMS
A cargo containment system is the total arrangement for containing cargo including, where
fitted:
 A primary barrier (the cargo tank),
 Secondary barrier (if fitted),
 Associated thermal insulation,
 Any intervening spaces, and
 Adjacent structure, for the support of these elements.
For cargoes carried at temperatures between ‐10°C and ‐55°C the ship's hull may act as the
secondary barrier and in such cases it may be a boundary of the hold space. The basic cargo
tank types utilized on board gas carriers are in accordance with the list below:
Independent tanks
Independent tanks are completely self‐supporting and do not form part of the ship's hull
structure. Moreover, they do not contribute to the hull strength of a ship. As defined in the
IGC Code, and depending mainly on the design pressure, there are three different types of
independent tanks for gas carriers: these are known as Types 'A', 'B' and 'C'.
Type 'A' tanks

Type 'A' tanks are constructed primarily of flat surfaces. The maximum allowable tank
design pressure in the vapour space for this type of system is 0.7 barg; this means cargoes
must be carried in a fully refrigerated condition at or near atmospheric pressure (normally
below 0.25 barg).
Figure shows a section through this type of tank as found on a fully refrigerated LPG carrier.
This is a self‐supporting prismatic tank which requires conventional internal stiffening. In
this example the tank is surrounded by a skin of foam insulation. Where perlite insulation is
used, it would be found filling the whole of the hold space.
The material used for Type 'A' tanks is not crack propagation resistant. Therefore, in order to
ensure safety, in the unlikely event of cargo tank leakage, a secondary containment system
is required. This secondary containment system is known as a secondary barrier and is a
feature of all ships with Type 'A' tanks capable of carrying cargoes below ‐10°C.
For a fully refrigerated LPG carrier (which will not carry cargoes below ‐55°C) the secondary
barrier must be a complete barrier capable of containing the whole tank volume at a
defined angle of heel and may form part of the ship's hull, as shown in the figure. By this
means appropriate parts of the ship's hull are constructed of special steel capable of
withstanding low temperatures. The alternative is to build a separate secondary barrier
around each cargo tank. The IGC Code stipulates that a secondary barrier must be able to
contain tank leakage for a period of 15 days.
On such ships, the space between the cargo tank (sometimes referred to as the primary
barrier) and the secondary barrier is known as the hold space. When flammable cargoes are
being carried, these spaces must be filled with inert gas to prevent a flammable atmosphere
being created in the event of primary barrier leakage.
Type 'B' tanks

Type 'B' tanks can be constructed of flat surfaces or they may be of the spherical type. This
type of containment system is the subject of much more detailed stress analysis compared
to Type 'A systems. These controls must include an investigation of fatigue life and a crack
propagation analysis. These tanks may be able to withstand pressures up to 2 barg. The
most common arrangement of Type 'B' tank is a spherical tank as illustrated in Figure. This
tank is of the Kvaerner Moss design. Because of the enhanced design factors, a Type 'B' tank
requires only a partial secondary barrier in the form of a drip tray. The hold space in this
design is normally filled with dry inert gas. However, when adopting modern practice, it may
be filled with dry air provided that inerting of the space can be achieved if the vapour
detection system shows cargo leakage. A protective steel dome covers the primary barrier
above deck level and insulation is applied to the outside of the tank. The Type 'B' spherical
tank is almost exclusively applied to LNG ships; seldom featuring in the LPG trade.
A Type 'B' tank, however, need not be spherical. There are Type 'B' tanks of prismatic shape
in LNG service. The prismatic Type 'B' tank has the benefit of maximising ship hull volumetric
efficiency and having the entire cargo tank placed beneath the main deck. Where the
prismatic shape is used, the maximum design vapour space pressure is, as for Type 'A tanks,
limited to 0.7 barg.

A Spherical Tank IMO Type B
Type 'C' tanks

Type 'C' tanks are normally spherical or cylindrical pressure vessels having design pressures
higher than 2 barg. The cylindrical vessels may be vertically or horizontally mounted.
This type of containment system is always used for semi‐pressurised and fully pressurised
gas carriers. Type 'C' tanks are designed and built to conventional pressure vessel codes and,
as a result, can be subjected to accurate stress analysis. Furthermore, design stresses are
kept low. Accordingly, no secondary barrier is required for Type 'C' tanks and the hold space
can be filled with either inert gas or dry air.
In the case of a typical fully pressurised ship (where the cargo is carried at ambient
temperature), the tanks may be designed for a maximum working pressure of about 18
barg. For a semi‐pressurised ship the cargo tanks and associated equipment are designed for

a working pressure of approximately 5 to 7 barg and a vacuum of 0.5 barg. Typically, the
tank steels for the semi‐pressurised ships are capable of withstanding carriage temperatures
of ‐48°C for LPG or ‐104°C for ethylene. (Of course, an ethylene carrier may also be used to
transport LPG.)
Figure above shows Type 'C' tanks as fitted in a typical fully pressurised gas carrier. With
such an arrangement there is comparatively poor utilisation of the hull volume; however,
this can be improved by using intersecting pressure vessels or bi‐lobe type tanks which may
be designed with a taper at the forward end of the ship.
A Type C Tank being installed.

Membrane tanks (membrane - 0.7 to 1.5 mm thick)

The concept of the membrane containment system is based on a very thin primary barrier
(membrane ‐ 0.7 to 1.5 mm thick) which is supported through the insulation. Such tanks are
not self‐supporting like the independent tank & an inner hull forms the load bearing
structure. Membrane containment systems must always be provided with a secondary
barrier to ensure the integrity of the total system in the event of primary barrier leakage.
The membrane is designed in such a way that thermal expansion or contraction is
compensated without over‐stressing the membrane itself.
There are two principal types of membrane system in common use

— Both named after the companies who developed them and
both designed primarily for the carriage of LNG.
 Gaz Transport membrane system

 Technigaz membrane system
Initially, the Moss system was more popular, but higher Suez toll fees due to their higher
gross tonnage made Moss vessels less attractive for trades involving the Suez Canal.
Recently Moss has staged a comeback and currently there are about 30 Moss vessels on
order against 100+ membrane vessels. A fourth LNG containment system joined the ranks of
the large marine LNG cargo tank designs in the early 1990's; the Japanese IHI SPB (Self‐
supporting Prismatic shape IMO type‐B) system. With only two orders for LNG carriers in the
1990's, this system seemed to be inaccessible due to its high price. However, in 2014 four
vessels were ordered with the SPB system, bringing it back as a credible alternative to the
membrane systems and the Moss system.
Membrane systems
Technigaz designed a membrane type atmospheric LNG containment system with a

corrugated stainless steel primary membrane supported by wooden boxes filled with
insulation material. A secondary cryogenic barrier, also supported by wooden boxes filled
with insulation material provides containment of the cryogenic cargo in case the primary
membrane develops a leak. The characteristic corrugations in the primary membrane allow
for the shrinkage of metal under cryogenic temperatures. This design, identified as the Mk I
was soon superseded by improved versions and is currently available as the Mk III series
from a number of shipyards in Korea and Japan. Soon the Mk V series will be going into
production, which replaces the current Triplex secondary barrier with a corrugated stainless
steel secondary barrier.
Compatriot Gaztransport designed a rather similar system consisting of a primary

membrane supported by insulation in plywood boxes and a secondary membrane, also
supported by insulation in plywood boxes. This system was called the No 88 system and
featured a primary and secondary membrane of a steel alloy with a negligible contraction
coefficient. Improvements have been over the years and the current system is the No 96,
which is being used in LNG carriers under construction in Korea and China.
After years of competition, Gaztransport and Technigaz merged to form GTT, which has
been developing and promoting both membrane type containment systems in parallel. GTT
has licensed these systems to all major LNG carrier builders around the world. The main
advantage of the membrane type containment systems is their prismatic shape, which
allows these systems to use the space available within the hull of the LNG carrier to a very
high degree. With the cargo tanks recessed deep inside the hull under a low trunk deck,
membrane type LNG carriers do not need a high deck house to have good visibility. This
results in the typical "squat" silhouette of this type of vessels. In France, GTT proposed
membrane type LNG fuel tanks for the proposed newbuilding ferry for Brittany Ferries.
Unfortunately this project was put on hold for the time being for non‐technical reasons.
Both membrane systems have one traditional weakness; their vulnerability for sloshing
damage. Sloshing is the motion of the LNG cargo in the tanks as a result of the motion of the
vessel due to the effect of waves and wind. In certain circumstances, waves occur in the LNG
cargo which upon impact on the tank walls can cause damage to the primary barrier and the
boxes supporting the primary membrane. To counter the risk of sloshing damage, GTT
advises the operators of membrane ships to operate their ships with tank levels of more
than 90% or less than 10%. For applications that require part load operations, such as LNG
Floating Storage and Regas Units (LNG FSRU), membrane systems with specially reinforced
boxes have been developed.
Gaztransport Designed Membrane Tank featured a primary and secondary membrane of a

steel alloy with a negligible contraction coefficient.

Cross Section of a Technigaz showing each layer
Technigaz designed a membrane type LNG containment system with a corrugated stainless
steel primary membrane supported by wooden boxes filled with insulation material.



Above Pictures: Prismatic Membrane Tank being installed into Ships Hold

The Moss system
The Moss spherical LNG containment system does not have these sloshing issues. Its
aluminum spheres have sufficient structural strength to withstand LNG wave impact due to
the interaction between the cargo and the ship's motion. The Moss system doesn't need a
full secondary barrier like the membrane system; there is only a small drip tray below the
spheres to catch any liquid leaking. The design philosophy behind the Moss system is that
the tank should be designed to be strong enough so that cracks should not develop in the
tanks over the lifetime of the vessel. The structural strength of the containment system is
exactly the reason why old Moss vessels are very popular candidates for conversion to LNG
FSRU's or even floating LNG production plants.
The only true disadvantage of the Moss vessels is the fact that the containment system has
a very low hull space utilization rate. The sheers are mounted on the deck of the vessel by
way of an equatorial ring, which means that half the sphere protrudes above the deck.
While this makes for the characteristic silhouette of the Moss carrier, it also necessitates a
high deck house to ensure adequate line of sight from the bridge. The low hull space
utilization means that a Moss carrier has a higher GT rating than membrane carriers of
similar cargo capacity, which translates in higher port and fairway dues and higher tonnage
taxes.

The SPB system
The fourth LNG cargo containment system, the IHI (now JMU) SPB system manages to
combine the advantages of the membrane system and the Moss system and addresses the
disadvantages of both systems too. The prismatic shape of the tanks ensures a high hold
space utilization rate and a low air draft, while the solid aluminum construction with a
centerline bulkhead and transverse swash bulkheads reduces liquid motion in the tanks and
minimizes the risk for sloshing damage, even in part load conditions. The high price of this
system originally prevented wide spread adoption but in 2014 JMU, the successor to SPB
designer IHI, secured orders for tanks for four 165,000 m3 LNG carriers and it has been
addressing the only true disadvantage of this system; its price tag. With possible licensing
overseas, the SPB system could become a very serious contender in the LNG containment
system arena. In Japan, JMU has already carried out a study with a shipyard into the
feasibility of SPB tanks as LNG fuel tanks.
A SPB Tank designed by IHI Japan SPB Tank being installed into Ships Hold
“IHI‐SPB” (Self‐supporting, Prismatic Shape, IMO type B) is Japanese own technology

developed by IHI Group while the competing technologies used for LNG floaters including
LNG carriers by Japanese and Korean shipyards are imported from Europe (Norwegian Moss
technology and French Membrane technology). “IHI‐SPB” has unique features of “No
Sloshing” which enables any level loading of LNG inside the tank at offshore, “Flat upper
deck” which enables installation of the topside plants on upper deck, “Less and Easy
Maintenance”, etc. and is most suited to use in the LNG floaters including FLNG and FSRU
required to stay offshore and operate safely for long years without dry docking.

MT Polar Eagle With SPB Tanks
Integral tanks
Integral tanks form a structural part of the ship's hull and are influenced by the same loads
which stress the hull structure. Integral tanks are not normally allowed for the carriage of
liquefied gas if the cargo temperature is below ‐10°C. Certain tanks on a limited number of
Japanese‐built LPG carriers are of the integral type for the dedicated carriage of fully
refrigerated butane.
Internal insulation tanks
Internally insulated cargo tanks are similar to integral tanks. They utilise insulation materials
to contain the cargo. The insulation is fixed inside ship's inner hull or to an independent
load‐bearing surface. The non‐self‐supporting system obviates the need for an independent
tank and permits the carriage of fully refrigerated cargoes at carriage temperatures as low
as ‐55°C. Internal insulation systems have been incorporated in a very limited number of
fully refrigerated LPG carriers but, to date, the concept has not proved satisfactory in
service.

High Level alarm and automatic shut-down

systems
With the exception of Type 'C' tanks having a capacity of
less than 200 cubic metres, every cargo tank must be
fitted with an independent high level sensor giving
audible and visual alarms. The float, capacitance or
ultrasonic sensors (as covered in 4.9.1) may be used for
this purpose. The high‐level alarm — or other
independent sensor — is required to automatically stop
the flow of cargo to the tank. During cargo loading, there
is a danger of generating a significant surge pressure if
the valve stopping the flow closes too quickly against a
high loading rate.
Deep Well Cargo Pump

RELIQUEFACTION PLANTS AND BOIL-OFF
BOIL OFF CONTROL
With the exception
ption of fully pressurised gas carriers, means must be provided to control
cargo vapour pressure in cargo tanks during cargo loading and on passage. In the case of
LPG and chemical gas carriers, a reliquefaction plant is fitted for this purpose. This
equipment
ment is designed to perform the following essential functions:
 To cool down the cargo tanks and associated pipelines before loading;
 To reliquefy the cargo vapour generated by flash evaporation, liquid displacement
and boiloff during loading; and
 To maintainin cargo temperature and pressure within prescribed limits while at sea by
reliquefying the boil‐off
off vapour.
Fully Refrigerated LPG ship’s Re‐liquefaction

Re Plant

Assuming a gas carrier comes directly from a shipbuilder or drydock, the general sequence
of cargo handling operations is as follows.
TANK INSPECTION -> DRYING -> INERTING -> GASSING UP -

> COOL DOWN -> LOADING -> DISCHARGE
Preparation for loading
Tank inspection
Before any cargo operations are carried out it is essential that cargo tanks are thoroughly
inspected for cleanliness; that all loose objects are removed; and that all fittings are
properly secured. In addition, any free water must be removed. Once this inspection has
been completed, the cargo tank should be securely closed and air drying operations may
start.
Drying
Drying the cargo handling system in any refrigerated ship is a necessary precursor to
loading. This means that water vapour and free water must all be removed from the system.
If this is not done, the residual moisture can cause problems with icing and hydrate
formation within the cargo system.
Tank atmosphere drying can be accomplished in several ways. These are described below.
Drying using inert gas from the shore
Drying using inert gas from ship's plant
On board air‐drying systems
Inerting — before loading
Inerting cargo tanks, cargo machinery and pipelines is undertaken primarily to ensure a
nonflammable condition during subsequent gassing‐up with cargo. For this purpose, oxygen
concentration must be reduced from 21 per cent to a maximum of five per cent by volume.
GASSING-UP
Neither nitrogen nor carbon dioxide, the main constituents of inert gas, can be condensed
by a ship's Reliquefaction plant. This is because, at cargo temperatures, each is above its
critical temperature and is, therefore, incondensable. Accordingly, removal of inert gas from
the cargo tank is necessary. This is achieved by gassing‐up, using vapour from the cargo to
be loaded at ambient temperature and venting the incondensable to atmosphere so that
subsequently the Reliquefaction plant can operate efficiently.
COOL-DOWN
Cooling down is necessary to avoid excessive tank pressures (due to flash evaporation)
during bulk loading. Cool‐down consists of spraying cargo liquid into a tank at a slow rate.
The lower the cargo carriage temperature, the more important the cool down procedure
becomes. Before loading a refrigerated cargo, ship's tanks must be cooled down slowly in
order to minimise thermal stresses. The rate at which a cargo tank can be cooled, without
creating high thermal stress, depends on the design of the containment system and is
typically 10°C per hour. Reference should always be made to the ship's operating manual to
determine the allowable cool‐down rate.
Cargo liquid from shore (or from deck storage) is gradually introduced into the tanks either
through spray lines, if fitted for this purpose, or via the cargo loading lines. The vapours
produced by rapid evaporation may be taken ashore or handled in the ship's reliquefaction
plant. Additional liquid is then introduced at a rate depending upon tank pressures and
temperatures.
Cool‐down should continue until boil‐off eases and liquid begins to form in the bottom of
the cargo tanks. This can be seen from temperature sensors Throughout the cool down,
deepwell pump shafts should be turned frequently by hand to prevent the pumps from

freezing up. Once the cargo tanks have been cooled down, cargo pipelines and equipment
should be cooled down.
Loading — preliminary procedures
Before loading operations begin, the pre‐operational ship/shore procedures must be
thoroughly discussed and carried out. Appropriate information exchange is required and the
relevant parts of the Ship/Shore Safety Check List should be completed.
Particular attention should be paid to:
• The setting of cargo tank relief valves and high alarm pressures
• Remotely operated valves
• Reliquefaction equipment
• Gas detection systems
• Alarms and controls, and
• The maximum loading rate.
The terminal should provide the necessary information on the cargo, including inhibitor
certificates where inhibited cargoes are loaded. Any other special precautions for specific
cargoes should be made known to ship personnel. The ballast system for gas carriers is
totally independent of the cargo system, deballasting can, therefore, take place
simultaneously with loading, subject to local regulations. Ship stability and stress are of
primary importance during loading
Trim, stability and stress
The cargo plan should allow for distribution within the ship in order to achieve acceptable
structural stress and the required ship trim to meet safe stability conditions when at sea.
Sloshing
A further point to be noted in respect of tank filling levels is that, large prismatic cargo
tanks, due to their width and shape, may suffer from substantial sloshing of cargo in heavy
pitching or rolling conditions. Such tanks, and particularly membrane‐type tanks which have
no centre line wash bulkheads, may have prohibited filling levels in order to avoid damage
to tank structures or internal fittings. Typical controls on such tanks are a prohibition on all
filling levels in the 10 to 80 per cent range.
LNG as a fuel
LNG carriers have long been using the boil‐off gas from their cargo tanks as fuel for their
engines. In 2000, the Norwegian passenger ferry Glutra became the first non‐LNG carrier to

use LNG as fuel. LNG is a clean burning fuel, consisting of mostly methane and it allows the
vessels to comply with upcoming, stricter marine emissions legislation. Regular marine
diesel engines operating on residual marine fuels would require exhaust gas after treatment
in order to comply with the new emission standards. Dual fuel diesel engines emit hardly
any SOx, as there is no sulphur in LNG. Furthermore, they have lower NOx emissions due to
their combustion process and in addition the CO2 emissions are lower than those of the
regular diesel engines too.
Use of Cargo as fuel

Boil‐off from LNG cargo may be burnt as fuel in the main propulsion system. Two factors
influence the sanctioning of this practice:
(1) LNG vapour, being mainly methane, is lighter than air at ambient temperatures. It is
therefore safe to be used because if it were to leak into the machinery space it would
escape through exhaust vents and not accumulate within the machinery space.
Consequently LNG is the only cargo vapour allowed to be used as fuel.
(2) It is possible to burn LNG vapour in boilers, diesel engines or gas turbines. In each case
cargo vapour is introduced into a space from which it is normally excluded, and the design
of the cargo vapour‐to‐fuel system is therefore subject to strict requirements. It is vital to
ensure that the integrity of the system is not impaired in any way.
LNG boil‐off may be either vented or burnt (or both) to keep tank pressures at the required
level. The decision whether to vent or burn the boil‐off depends on many factors, some
economic, some the result of regulations. Regulations may, for instance, either prohibit
venting or the use of cargo as fuel in certain places. Such regulations should always be
observed.
Note: Attention should also be paid to Chapter 16 of the IGC Code, Regulation II‐2/15.1 of
the SOLAS Convention, IMO recommendations concerning the use of low flashpoint cargoes
as fuel e.g. IMO Resolution A565(14), and to classification requirements.
On the high sea, cargo vapour may provide the main fuel, though oil pilot burners are also
required. In the case of steam plants, cargo vapour may also be burnt when propulsion
machinery is not in operation provided that means for steam‐dumping are installed.

Scanned by CamScanner
semi membrane

Gas Tanker

Uploaded by

Document Information

Original Description:

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

Gas Tanker

Uploaded by

Copyright:

Available Formats

Mates Orals Notes Function 2 - Cargo

Compiled by : Gursimranjit Randhawa Page 141

Some Basic Definitions

Cargo Containment Systems

Gas-Dangerous Space or Zone

Compiled by : Gursimranjit Randhawa Page 142

Compiled by : Gursimranjit Randhawa Page 143

Compiled by : Gursimranjit Randhawa Page 144

Compiled by : Gursimranjit Randhawa Page 145

Compiled by : Gursimranjit Randhawa Page 146

Compiled by : Gursimranjit Randhawa Page 147

GAS CARRIER TYPES

Compiled by : Gursimranjit Randhawa Page 148

Compiled by : Gursimranjit Randhawa Page 150

Type 'A' tanks

Type 'B' tanks

Compiled by : Gursimranjit Randhawa Page 153

A Spherical Tank IMO Type B

Type 'C' tanks

Compiled by : Gursimranjit Randhawa Page 154

A Type C Tank being installed.

Membrane tanks (membrane - 0.7 to 1.5 mm thick)

There are two principal types of membrane system in common use

 Gaz Transport membrane system

Technigaz designed a membrane type atmospheric LNG containment system with a

Compatriot Gaztransport designed a rather similar system consisting of a primary

Gaztransport Designed Membrane Tank featured a primary and secondary membrane of a

Compiled by : Gursimranjit Randhawa Page 157

Cross Section of a Technigaz showing each layer

Compiled by : Gursimranjit Randhawa Page 158

Compiled by : Gursimranjit Randhawa Page 159

Compiled by : Gursimranjit Randhawa Page 160

Compiled by : Gursimranjit Randhawa Page 161

Compiled by : Gursimranjit Randhawa Page 162

“IHI‐SPB” (Self‐supporting, Prismatic Shape, IMO type B) is Japanese own technology

Compiled by : Gursimranjit Randhawa Page 163

MT Polar Eagle With SPB Tanks

Compiled by : Gursimranjit Randhawa Page 164

High Level alarm and automatic shut-down

Deep Well Cargo Pump

Compiled by : Gursimranjit Randhawa Page 165

Fully Refrigerated LPG ship’s Re‐liquefaction

Compiled by : Gursimranjit Randhawa Page 166

TANK INSPECTION -> DRYING -> INERTING -> GASSING UP -

Compiled by : Gursimranjit Randhawa Page 168

Compiled by : Gursimranjit Randhawa Page 169

Use of Cargo as fuel

Compiled by : Gursimranjit Randhawa Page 170

You might also like