Objective comments by technichal director Mr.Øyvind Aagaard

Complementary to the panel system, a bonded system such as polyurethane spray foam is a seamless alternative (no joints) that is proven, faster to produce (it does not require prefabrication, large storage spaces or logistics) and install on-site, with only machines, spray materials and skilled operators required. This represents a significant advantage and results in better insulation performance and properties, in contrast to a system with many possible points of failure. However, on-site quality control is essential to yield a high-performance, long lasting system. The proven effectiveness of the  polyurethane spray foam system has since become one of the more widely implemented systems 

s system has more or taken over the panel system on for new build tank systems and repairs used by specialist contractors (including GTI, Lanyu, Marinflor and Dongsung Finetec), shipbuilding and repair yards and is now specified by end users. Since 2006, Hyundai Heavy Industires (HHI) has utilised this system for its LPG vessels, and in 2008, M. Skaugen introduced the bonded system (coated with polyurea for better mechanical and thermal properties ) to their LEG and LNG fleet. On a growing sheet of references, the bonded  spray foam system applied on IMO-C-tanks are the preferred solution in the past decade .

In recent years the shift towards environmental friendliness and awareness of the damage caused by CO2 emissions has fuelled the demand for LNG fuel tanks as an alternative means for vessel propulsion. Vaccum insulated, double-shell tank systems are fast becoming more commonplace on new 

builds or retrofits of smaller vessels (<400 m3). Their main advantage stems from the thin insulation (with a vacuum zone of 50 - 100 mm), which yields superior insulation performance. However, a disadvantage to this is their weight and high manufacturing cost coupled with the risk of vacuum 

loss (due to corrosion/mechanical damage/leakage), which hampers insulation performance and overall operation costs of the vessel..

With larger, more modern vessels being built, the focus is on optimising and maximising each vessel’s cargo transport capabilities to achieve economies of scale. One way of achieving this is to put the transportation of larger volumes of LNG on each trip . Traditionally, common insulation specifications centred on thermal calculations specified a minimum thickness of insulation required on the tank to 

achieve a certain, acceptable level of vaporisation (boil-off). 

Focusing on developing and commercialising better performing materials and systems for such an application would allow for thinner insulation requirements resulting in larger cargo tanks and better hull optimisation.Add insulation where its space, make thinner insulation to make  tank bigger or hull smaller. Keep same BOR and same insulation cost. This is how we should think. Most operating vessels   

 today have larger hull or smaller tank due to ridgid design  thinking that insulation thickness should be similar all over tank.

Aerogels

Often referred to as ‘frozen smoke’, Aerogels are ultra light-weight nano-porous materials consisting of gas particles replacing liquid to make up their molecular structure. The result is a solid, light weight material (the lightest known man-made material weighing only three times the weight of air but capable of supporting 2000 times its weight) that has very low thermal conductivity and fantastic insulation 

properties. It can also be made hydrophobic – disallowing water to enter its nano-porous structure – and generally environmentally friendly.. However, more research is required to produce it economically for commercial use. In the near future, one might find it commonplace on cryogenic insulation systems.

Vacuum technologies employ the use of the void between double-shelled stainless steel walls to 

yield superior insulation properties and performance. The challenge is to maintain the vacuum in a defined, gas-tight. Research into cryogenic storage and transport systems, such as studies carried out by GTI Insulation, foresee a directional shift towards the use of vacuum insulated panels (VIP) onto cryogenic insulation systems. Commonly used in refrigerators, building materials and various other installations, the research carried out by GTI-Insulation focuses on applying proven, high-performance 

lightweight technologies to enhance and outperform existing systems in the market. VIP panel testing has seen results yielding 8 - 10 times better insulation R-values than polyurethane foam with a 20 mm thick VIP panel installation, or example, providing the same insulation properties as 

160 - 200 mm thick polyurethane foam. The difficulty remains, however, in reducing the cost, lengthening the life span and reinforcing it against puncture. GTI is currently exploring 

the combination of VIP panels with other materials such as bonded polyurethane spray foam (PU) to further improve an existing system. It could be a real game changer in time. Our target is to create a maintanable VIP system "M-VIP " that can be reveresed and purged with nitrogen during a fire and enhance BOR , reduce cost , allow more space and function as a fire wall within the organic insulation layers

Marine Insulation is commonly accepted as " good enough" related to required usage of daily boil off used in boiler propulsion or installed re-liquefaction unit capacity . However, from ongoing Insulation research we aim for even better solutions. Normal operation of vessels can consume the designed boil off, but with increased number and types of vessels consuming/transporting LNG we see a need of improving insulation standards to i.e allow main engine shut down over a period without requiring boil off cargo loss and the risks related to it ( such as burning the LNG vapor on deck or tank pressure build up). We must continue to develop insulation systems with main focus on conserving the clean LNG energy in a more safe and efficient manner leaving as much as possible to our end consumers.