LNG Carriers

Advantages of Membrane Technology

LNG vessel construction

Advantages of membrane technology

The arrangement for containment of

of temperature. At temperatures below their

cargo including, where fitted, a primary and

specified limits, these steels will crystallise

secondary barrier, associated insulation and

and become brittle. The materials used for

any

adjacent

the containment system are required to

structure, if necessary for the support of

reduce the heat transfer from the hull

these elements. If the secondary barrier is

structure to minimise boil-off gas from the

part of the hull structure it may be a

cargo, as well as to protect the hull structure

boundary of the hold space.

from the effects of cryogenic temperatures.

intervening

spaces,

and

To contain LNG cargo at cryogenic

MEMBRANE CARGO CONTAINMENT

temperatures (-160 0C).

To insulate the cargo from the hull

The cargo containment system consists

of insulated cargo tanks encased within the

structure.

inner hull and situated in-line from forward

The materials used for the hull structure

to aft. The spaces between the inner hull

are designed to withstand varying degrees

and outer hull are used for ballast and will

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Pressure Vessel Engineering

LNG Carriers

Advantages of Membrane Technology

also protect the cargo tanks in the event of

membrane. Also of Invar and having a

an emergency situation, such as collision or

typical thickness of 0.7mm.

grounding.

4.

A second layer of boxes, also filled with

Perlite, and in contact with the inner

The cargo tanks are separated from

other compartments, and from each other,
by transverse cofferdams which are dry

hull, called the secondary insulation.

This layer is typically of approximately
300 mm thickness.

compartments.
The tank lining thus consists of two
The following description is of a Gaz
Transport GT96 double membrane system
design.

Although

the

principal

design

features will be similar in other systems, e.g.

Technigaz, there will be differences in
membrane

construction

and

insulation

structure.

identical layers of membrane and insulation,

so that in the event of a leak in the primary
barrier, the cargo will be contained by the
secondary barrier. The secondary barrier is
only designed to contain any envisaged
leakage of cargo for a period of 15 days.
(IGC Chapter 1V 4.7.4). This system

In the Gaz Transport GT96 design, the

ensures that all the hydrostatic loads of the

inner hull, that is, the outer shell of each of

cargo

are

transmitted

through

the

the cargo tanks, is lined internally with the

membranes and insulation to the inner hull

patent tank containment and insulation

plating of the ship.

system. This consists of the following:

1.

A thin flexible membrane, called the

primary membrane, which is in contact
with the cargo. This is fabricated from
Invar and has a typical thickness of
0.7mm.

2.

A layer of plywood boxes filled with

Perlite, called the primary insulation,
typically of approximately 230 mm
thickness.

3.

A second flexible membrane similar to

Fig: Membrane design

the first one, called the secondary

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Pressure Vessel Engineering

LNG Carriers

Advantages of Membrane Technology

The function of the membranes is to

prevent

leakage,

while

the

In addition to the above, the insulation

insulation

acts as a barrier to prevent any contact

supports and transmits the loads and, in

between ballast water and the primary

addition, minimises heat exchange between

barrier, in the event of leakage through the

the cargo and the inner hull. The secondary

inner hull.

membrane, sandwiched between the two

layers of insulation, not only provides a
safety barrier between the two layers of
insulation, but also reduces convection
currents within the insulation.

spaces are maintained under a pressurenitrogen

OR

FAILURE

OF

INSULATION SYSTEM
The insulation system is designed to
maintain the boil-off losses from the cargo

The primary and secondary insulation

controlled

DETERIORATION

atmosphere.

The

pressure of nitrogen within the primary

space must never exceed the cargo tank
pressure, in order to prevent the membrane
from collapsing inwards. The insulation

at an acceptable level, and to protect the

inner hull steel from the effect of excessively
low temperature. If the insulation efficiency
should deteriorate for any reason, the effect
may be a lowering of the inner hull steel
temperature, i.e. a cold spot and an
increase in boil-off from the affected tank. If
necessary, increased boil-off gas may be

design should ensure that:

vented to the atmosphere via the vent riser

1.

The heat flow into the tank is limited to

and gas heater. The inner hull steel

such an extent that the evaporation, or

temperature must, however, be maintained

boil-off rate, is about 0.15% per day

within acceptable limits to prevent possible

based on sea surface temperature of

brittle fracture.

32 degrees and air temperature 45

Thermocouples are normally distributed

degrees Celsius.
2.

The inner hull steel does not attain a

temperature below its minimum design
value, even in the case of failure of the

Any deflections resulting from applied

strains and stresses are acceptable by
the primary barrier.

a cold spot occurs immediately adjacent to

a sensor, these can only serve as a general
indication of steel temperature. To date, the

primary barrier.
3.

over the surface of the inner hull, but unless

only reliable way of detecting cold spots is

by frequent visual inspections of the ballast
spaces on the loaded voyage.

Pressure Vessel Engineering

LNG Carriers

Advantages of Membrane Technology

In addition to failure of the membrane,

the cargo liquid manifold, using a single

local cold spots can occur due to failure of

main cargo pump. This action should only

the insulation. While the inner hull steel

be taken after full consultation with the

quality has been chosen to withstand the

Managing Office and relevant authorities.

minimum temperature likely to occur in

service,

prolonged

operation

at

steel

temperatures below 0C will cause ice build-

INNER HULL INSPECTIONS (MEMBRANE

HULL CONTAINMENT)

up on the plating, which in turn will cause a

It is a requirement that all spaces

further lowering of steel temperature due to

around the cargo tanks are inspected at

the insulating effect of the ice. To avoid this,

least once in every six month period. To

heating coils may be fitted in the cofferdam

meet this requirement the inner hull around

spaces, of sufficient capacity to maintain the

a nominated cargo tank is inspected from

inner hull steel temperature at 0C under

the ballast tank, cofferdam, and whaleback

the worst conditions.

areas

If a cold spot is detected, either by the

inner

hull

temperature

measurement

system, or by visual inspection, the extent

and location of the ice formation should be

(including

the

whaleback

areas

external to the ballast tank), each alternate

passage. This frequency ensures every
space is inspected within the required
period.

recorded. Small local cold spots are not

These inspections should commence

critical and, provided a close watch and

approximately 48 hours after a cargo is

record are kept as a check against further

loaded. The following points are to be

deterioration and spreading of the ice

covered and recorded.

formation, no further action is required. If

the cold spot is extensive, or tending to

1.

spots or absence of cold spots.

spread rapidly, salt water spraying should

be carried out.

2.

Condition of anodes.

3.

Condition of paintwork - a reference

In the unlikely event that this remedy is

insufficient and it is considered unsafe to

The position and temperature of cold

sheet is provided for this.

4.

Extent of corrosion on both the inner

delay discharge of cargo until arrival at the

and outer hulls, particularly under the

discharge port, the final recourse will be to

suction strums, in the way of striking

jettison the cargo via a spool piece fitted at

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Pressure Vessel Engineering

LNG Carriers

Advantages of Membrane Technology

plates and behind heating coils in the

and must be well ventilated by fan

ballast and cofferdams.

before entry. All spaces should be

5.

Position and amount of sediment.

inspected on the first cargo after a dry-

6.

Any damage, fractures etc. Particular

dock period. The void space around

attention to be paid to the external

each of the liquid domes should be

portion of the inner hull for evidence of

included in the inspection of the spaces

fractures, and to the turn of the bilge

around the nominated cargo tank.

areas of the inner hull within the

NOTE: It is a Classification requirement for

midships section of the vessel.

7.

Hydraulic or heating coil leaks and the

condition of scupper pipes. The duct
keel is to be inspected every six months

the granting of a valid Certificate of Fitness

for ships carrying liquefied gases in bulk
that routine cold spot inspections are carried
and recorded.

Fig:

MEMBRANE DESIGN GAS TRANSPORT TECHNIGAZ (GTT) GT96

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Source

Scrapped from liquefiedgascarriers.com

Pressure Vessel Engineering