LNG vs LPG carrier jobs

Two specialist gas-carrier careers: LNG (membrane / Moss, methane at -162°C) vs LPG (fully refrigerated / semi-ref / pressurised, propane + butane + ammonia where carried). Cargo systems, pay, career leverage.

Side-by-side

Criterion	LNG carrier Membrane (Mark III, NO96) + Moss, methane at -162°C	LPG carrier Type 1G / 2G / 2PG / 3G — propane, butane, ammonia, ethylene, propylene, VCM
Cargo state	Cryogenic liquid at -162°C, near-ambient pressure	Fully refrigerated, semi-refrigerated, or fully pressurised
Vessel size (typical)	170,000–180,000 m³ (current standard); 200,000+ m³ Q-Max	5,000–85,000 m³
Cargo systems	Membrane / Moss tanks, BOG handling, reliquefaction (modern fleet), GCU	Reliquefaction plant + compressors, semi-pressurised tanks (Type C)
Routes	Long sea legs (Qatar–Asia, US–Europe, Australia–Asia)	Often coastal + regional
STCW certificates	Basic Liquefied Gas Tanker (A-V/1-2-1) + Advanced (A-V/1-2-2) for officers	Same — STCW recognises both under the gas-tanker training framework
Officer pay (indicative monthly USD)	Master $16–22k; 2/E $12–16k	Master $13–18k; 2/E $10–14k
Crew size	25–32	18–24
Career entry	Usually after LPG or large tanker experience	Direct from tanker / general cargo experience
Vetting culture	SIRE 2.0 + charterer-specific (Shell, BP, Chevron, TotalEnergies)	SIRE 2.0 + charterer vetting

Who each suits

LNG carrier
Senior officers building toward Chief Engineer / Master on the highest-paying specialist fleet. Long sea legs suit those who want sleep-friendly rotations and high pay leverage.
LPG carrier
Officers entering gas-cargo careers — the natural step from tanker / general cargo to gas. Regional + coastal trades suit officers who want shorter sea legs + more port time.

Pros and cons

LNG carrier

Pros

Top-tier officer pay.
Modern fleet, well-maintained.
Long sea legs = better rest patterns.

Cons

Cryogenic burn risk on cargo system.
Fewer ports → less shore leave.
High vetting pressure from blue-chip charterers.

LPG carrier

Pros

Entry point into gas careers without LNG-specific prior experience.
More ports + regional variety.
Smaller crews = tighter team.

Cons

Lower pay than LNG.
Coastal trades = more port-state-control exposure.
Toxic ammonia + flammable LPG handling.

Common misunderstandings

'STCW certs are different for LNG and LPG.' Same Basic + Advanced Liquefied Gas Tanker certs cover both.
'LNG is safer because membrane tanks don't leak.' Membrane integrity is real; cryogenic burn + BOG management remain the dominant risks.
'You can jump straight from container to LNG.' Most LNG principals require prior LPG or chemical-tanker time first.

FAQ

Do I need IGF Code training too?: IGF Code training applies if the carrier itself is gas-fuelled (an increasing share of new LNG carriers are dual-fuel). Check the vessel's specifics with the principal before sign-on.

Primary sources

High confidence

Last verified 14 days ago

Side-by-side

Criterion	LNG carrier Membrane (Mark III, NO96) + Moss, methane at -162°C	LPG carrier Type 1G / 2G / 2PG / 3G — propane, butane, ammonia, ethylene, propylene, VCM
Cargo state	Cryogenic liquid at -162°C, near-ambient pressure	Fully refrigerated, semi-refrigerated, or fully pressurised
Vessel size (typical)	170,000–180,000 m³ (current standard); 200,000+ m³ Q-Max	5,000–85,000 m³
Cargo systems	Membrane / Moss tanks, BOG handling, reliquefaction (modern fleet), GCU	Reliquefaction plant + compressors, semi-pressurised tanks (Type C)
Routes	Long sea legs (Qatar–Asia, US–Europe, Australia–Asia)	Often coastal + regional
STCW certificates	Basic Liquefied Gas Tanker (A-V/1-2-1) + Advanced (A-V/1-2-2) for officers	Same — STCW recognises both under the gas-tanker training framework
Officer pay (indicative monthly USD)	Master $16–22k; 2/E $12–16k	Master $13–18k; 2/E $10–14k
Crew size	25–32	18–24
Career entry	Usually after LPG or large tanker experience	Direct from tanker / general cargo experience
Vetting culture	SIRE 2.0 + charterer-specific (Shell, BP, Chevron, TotalEnergies)	SIRE 2.0 + charterer vetting

Who each suits

LNG carrier

Senior officers building toward Chief Engineer / Master on the highest-paying specialist fleet. Long sea legs suit those who want sleep-friendly rotations and high pay leverage.

LPG carrier

Officers entering gas-cargo careers — the natural step from tanker / general cargo to gas. Regional + coastal trades suit officers who want shorter sea legs + more port time.

Pros and cons

LNG carrier

Pros

Top-tier officer pay.
Modern fleet, well-maintained.
Long sea legs = better rest patterns.

Cons

Cryogenic burn risk on cargo system.
Fewer ports → less shore leave.
High vetting pressure from blue-chip charterers.

LPG carrier

Pros

Entry point into gas careers without LNG-specific prior experience.
More ports + regional variety.
Smaller crews = tighter team.

Cons

Lower pay than LNG.
Coastal trades = more port-state-control exposure.
Toxic ammonia + flammable LPG handling.

Common misunderstandings

'STCW certs are different for LNG and LPG.' Same Basic + Advanced Liquefied Gas Tanker certs cover both.

'LNG is safer because membrane tanks don't leak.' Membrane integrity is real; cryogenic burn + BOG management remain the dominant risks.

'You can jump straight from container to LNG.' Most LNG principals require prior LPG or chemical-tanker time first.

FAQ

Do I need IGF Code training too?

IGF Code training applies if the carrier itself is gas-fuelled (an increasing share of new LNG carriers are dual-fuel). Check the vessel's specifics with the principal before sign-on.

High confidence

Last verified 14 days ago

LNG vs LPG carrier jobs

Side-by-side

Who each suits

Pros and cons

Common misunderstandings

FAQ

Related

Primary sources

LNG vs LPG carrier jobs

Side-by-side

Who each suits

Pros and cons

Common misunderstandings

FAQ

Related

Primary sources