Types of tanks on gas carriers:

---Independent tanks:
Type A
Type B
Type C

---Integral tanks
Membrane tanks
a)Gaz tranportation design – NO96
b)Techgaz design- Mark III

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 TYPE A TANKS

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.

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Characteristics of a Type A tank:

• Flat deck arrangement;

• prismatic cargo tank with an independent self-supporting design;
• cargo tank fitted with centerline bulkhead
• a complete secondary barrier because the tanks are not resistant
to crack propagation
• space between primary and secondary barriers can be entered,
convenient for inspection and maintenance;
• cargo tanks can be constructed independently.

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Type B tanks

Type ' B ' are constructed of flat surfaces or they may be of the spherical type. This
type of containment system is the subject to much more detailed stress analysis
compared to Type 'A' systems. These controls must include an investigation of fatigue
life and a crack propagation analysis.
The most common arrangement of Type 'B' tank is a spherical tank as illustrated in the
below . 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. The Type
'B' spherical tank is almost exclusively applied to LNG tankers; seldom featuring in the
LPG trade

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Type B independent tank liquefied gas carriers:

• centerline bulkhead and swash transverse bulkhead;

• self-supporting cargo tank;
• cargo tanks are constructed independently;
• These tanks are constructed to withstand crack propagation hence a
partial secondary barrier will suffice.

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Type C independent tank liquefied gas carriers:

• Type C tanks can be a single-tank, bi-lobe tank or tri-lobe tank by design .

• these tanks are provided with longitudinal bulkhead and swash transverse bulkhead;
• These tanks are self-supporting .
• These cargo tank are designed to the requirements of pressure vessels;
• These cargo tanks can be constructed independently.

Type 'C' tanks are normally spherical or cylindrical pressure vessels having design
pressures higher than 2 bar. 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. In the case of the semi-pressurised tankers it can also be used
for fully refrigerated carriage, provided appropriate low temperature steels are used in
tank construction. Type 'C' tanks are designed and built to conventional pressure vessel
codes and, as a result are subjected to accurate stress analysis. Furthermore, design
stresses are kept low. Owing to their robust design a secondary barrier is not required
for Type 'C' tanks and the hold space can be filled with either with inert gas or dry air.

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Integral tanks : As the name suggests these tanks form an integral part of the
Ships hull.

Membrane tanks are the most predominant form of integral tanks and are mainly used for
the transportation of LNG.

The concept of the membrane containment system is based on a very thin primary barrier
(membrane - 0.5 to 0.7 mm thick) which is supported through the insulation. Such tanks are
not self-supporting like the independent tanks discussed in the earlier slides 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.

These two companies are GAZTRANSPORT and TENCHNIGAZ.

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GAZ TRANSPORT design also called as the NO96 design: 96 system comprising a
thin lnvar primary barrier. lnvar is a stainless steel alloy containing about 36 per cent
nickel and 0.2 per cent
carbon. This is attached to the inner surface of perlite-filled plywood boxes used as
primary insulation.

These boxes have thickness of between 200 and 300 millimetres.These, in turn, are
attached to an identical inner layer of lnvar (the secondary barrier) and,
finally, a further set of similar perlite-filled boxes is used for secondary insulation.

lnvar is chosen for the membranes because of its very low coefficient of thermal
expansion, thus
making expansion joints, or corrugation, in the barriers unnecessary.

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NO 96 invar membrane tank
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TECHNIGAZ design or Mark III design :Mk III system, shown in the below Figure
features a primary barrier of stainless steel (1.2 millimetres in thickness) having raised
corrugations, or waffles, to allow for expansion and contraction. T

he Mark III membrane system is directly supported by the ship’s hull structure.

It is composed of a primary corrugated stainless steel membrane, positioned on top of

prefabricated insulation panels which include a complete secondary membrane made of
composite material. This composite material is made of fiber glass and aluminum also
called TRIPLEX.

This modular system employs standard prefabricated components that can

accommodate any shapes and capacities of tanks. They are designed for mass
production techniques and easy assembled.

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Mark III design:

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MARK III design

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Off late both Gaztransport and Technigaz have merged into a joint
venture called GTT and have developed more effective and efficient
designs. One such design system is the CS1 system which combines both the NO96
and MARK III design comprising of having INVAR as the primary Membrane and
Triplex as the secondary membrane this design is more Cost effective and offers good
insulation for the cargo being transported which is at -162 C.  

CS1 design uses reinforced polyurethane foam insulation and two membranes, the first
one 0.7 mm thick made of Invar, the second made of a composite aluminum-glass fiber
called triplex. The system has been rationalized to make assembly easier and is
prefabricated, allowing quick assembly onboard.

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 PIPING ON GAS CARRIERS
Cargo piping in LNG and LPG carriers conveys liquefied gas at very low temperatures.
These pipes are constructed from special austenitic stainless steel able to withstand very
low temperatures. Expansion loops or bellows are fitted to compensate for thermal
expansion or contraction and for the flexing of the ship. Pipe joints are kept to a
minimum. The piping system, including bellows, is normally welded but with sufficient
flanges to allow for maintenance and removal of equipment.

Piping systems outside the cargo tanks are insulated with two layers of rigid self
extinguishing polyurethane foam or the equivalent.

Its important to note no cargo piping is allowed beneath the deck level on gas carriers.

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On a typical Gas carriers the major piping arrangements for cargo handling are:
-Liquid and Vapor manifold amidships.
-Liquid and vapor piping leading from the tank domes to the manifolds.
-Condensate /Hotgas line from the compressor to the tanks.
-Vapor lines from tank dome to the compressors.
-Inert gas line to the hold space and cargo tanks.
-Vent line leading from the safety valves to the vent masts.

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PIPELINES

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Piping onboard a fully pressurised gas carrier

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Gas venting operation in progress onboard LPG tanker.

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 ESD SYSTEM ON GAS CARRIERS

The Emergency Shut Down (ESD) system is a requirement of the IMO Code for the
carriage of liquefied gases in bulk and is a recommendation of SIGTTO.

All members of the ship must be well aware of locations and the methods of activating
and testing the Emergency Shut Down System specific to their vessel.

The Emergency Shut Down System is a quick closing system, which may be activated
automatically or manually. It will close all deck valves and shut down all cargo
machinery.

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ESD will be initiated by one of the following causes:

Manual activation by personnel using the ESD pushbuttons.

Blackout of the ship.

Shore activation of their ESD system.

Fusible links around each tank domes, manifold and compressor house in case of fire.

Cargo tank Very High high level alarm.

Low tank pressure.

Low cargo valves hydraulic pressure.

Low control air pressure.

Motor room low differential air pressure.

Fire extinguisher system released.

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The requirement of the cargo Emergency Shutdown (ESD) system are to stop cargo liquid
and vapour flow in the event of an emergency and to bring the cargo handling system to a
safe, static condition. This method of cargo shut down will initiate remote closure of
emergency shutdown valves " shutting down liquid and vapour cargo transfer between
ship and shore"

This emergency trip, when activated, shall also stop cargo pumps and compressors and
other cargo related equipment.

The ESD system minimises potential risks during the transfer of liquefied gases between
ship and shore loading and unloading installations. It provides a quick and safe means of
stopping the transfer of cargo and isolating ship and shore cargo systems in a controlled
manner, either manually or automatically, in the event of fault conditions that affect the
ability of the operator to control safely the transfer of cargo.

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Fusible plug used in the pneumatic ESD line

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Ships ESD system
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RELIEF VALVES FOR CARGO TANKS AND
PIPELINES

The IGC code requires atleast two pressure relief valves to be fitted on
Cargo tanks more than 20 m3.

Below 20 m3 capacity one pressure relief valve shall be sufficient.

The type of valves normally fitted onboard gas carriers are either spring
loaded or pilot operated.

Pilot operated relief valves are usually found on all types of tanks other
than on Type C tanks which are constructed to the requirement of
pressurized vessels.

Use of pilot operated relief valves on fully refrigerated tanks where the
working pressure are very low around 0.45 bar these pilot relief valves
shall ensure accurate operation.
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Pilot operated safety valve
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