Gas Tanker – Types, Tanks,

Reliquefaction & Cargo handling

opertions

Different Types of Gas Tanker Ships

Gas carriers can be grouped into five different categories according to the cargo carried
and the carriage condition. These are as follows:

1. Fully pressurised ships

2. Semi-pressurised ships
3. Ethylene ships
4. Fully refrigerated LPG ships
5. 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.

1. 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.

2. Semi-pressurised ships
 Semi-pressurised ships are similar to fully pressurised ships in a context 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.

3. 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’.

4. 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:—
1. Independent tanks with single hull but double bottom and hopper tanks

2. Independent tanks with double hull

3. Integral tanks (incorporating a double hull), and

4. 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 100,000 m3. 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,
inside ballast tanks.

5. 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:

1. Gaz Transport membrane

2. Technigaz membrane

3. Kvaerner Moss spherical — independent Type ‘B’ , and

4. 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.

Different Types of Cargo Containment Systems for LNG

CARGO CONTAINMENT SYSTEMS
A cargo containment system is an overall 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 below 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 3.2. 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.
Type B Tank being installed into ships hold Cross Section View of Type B Tank Ship

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 below 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.

A ship under construction in shipyard with IMO Type C Tanks

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

1. Gaz Transport membrane system

2. Technigaz membrane system

Both named after the companies who developed them and both designed primarily for
the carriage of LNG.

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.
GTT-technology membrane tank model fabricated by Conrad Shipyard.
 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.

For More Info chcek these links given below:

http://www.gtt.fr/en/technologies-services/our-technologies/mark-iii

http://www.gtt.fr/en/technologies-services/our-technologies/mark-v-system

http://www.gtt.fr/en/technologies-services/our-technologies/no96

 
The Moss system

The Moss spherical LNG containment system does not have these sloshing issues. Its
aluminium 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.

View from inside of Tank

View from inside the hold of ship
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.

SPB Tank being installed into Ships Hold

 A SPB Tank designed by IHI Japan                                

“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.

RELIQUEFACTION PLANTS AND

BOIL-OFF CONTROL
With the exception 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 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 maintain cargo temperature and pressure within prescribed limits while at sea
by reliquefying the boil-off vapour.
 Fully Refrigerated LPG ship’s Re-liquefaction 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.

1. Drying using inert gas from the shore

2. Drying using inert gas from ship’s plant
3.  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 percent to a maximum of five percent 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.

Figure Describing Use of LNG Cargo Vapours as a Fuel

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.

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