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Bnkerng, nfrasrcre,

sorage, an rocessng of LNGEmissions rEduction t ply wh e eveal egla, pvee hp’ e ae gely eqe. LnG a a hp’ el wll ee nox lealy belwte iii level, sox a palae ae ab ze a co

2by 20 30% wh ay

eae b gae. ma hallege he age LnG, hweve, le he aeage a peg he lqefe ga a well a he bke ae,pee a eqpe.

Jüge Hapehe

Using LNG as uel has been a commontechnology or decades on LNG carriers.

The saety record or loading/unloading o such vessels as well as or the operationo propulsion systems based on burning boil-o gas is very good. During the last 10 years, operational experience has beengained in Norway where small ships havebeen equipped with LNG propulsion, e. g.erries and oshore supply vessels.

The diculty when providing LNG as uelto a wider scale o ships and shipping ar-eas is the bunker inrastructure to makeLNG available wherever ship’s operatorsmay need it. It is thereore crucial or theintroduction o LNG as a uel to have aninrastructure in place that secures sae, ast and reliable accessibility to LNG or theoperators - a major task or those involvedin small scale LNG.

cae yeIn respect to storage, one basic disadvan-tage o LNG is its low density: LNG takesup roughly twice the volume o uel oil or the same energy content. There are severaltypes o containment systems or LNG avail-

able but some o them are not easible or the given conditions on ships using LNGas uel. The current regulatory approach isbased on sel supporting tanks as dened inthe IMO IGC code: Type A (designed as shipstructures) and type B (prismatic or spheri-cal) tanks are generally easible or uel gastanks but their requirement or pressuremaintenance and secondary barrier raiseproblems which have not yet been solvedin a technically and commercially sound

way. This may be a uture solution or shipscarrying large amounts o LNG as uel.Hence IMO type C tanks (pressure ves-

sels) turn out to be the preerred solutionor current designs. Firstly, the tanks are very sae and reliable, secondly, their highdesign pressures allow high loading ratesand pressure increase due to boil-o andnally, they are easy to abricate and install.

The major disadvantage o this type o tank is the space consumption due to restrictionto cylindrical, conical and bilobe shape. Inaddition to the unavorable volume/energy eciency, these design restrictions lead toa actor o 3 to 4 times required volume tocarry the same amount o energy in com-parison to oil based tankers.LNG tanks have to be insulated or two rea-sons: One is to reduce boil-o vapour gen-eration by heat ingress and the other is toprotect adjacent ship structures rom very cold temperatures. For ships with more or less continuous consumption o LNG andonly short periods o low or no demand,the conventional oam insulation will bethe most economical type o insulation.LNG consumption o the engines will keeptank pressure low. For ships with longer pe-riods o low consumption, or example op-erational patterns based on LNG use only inECA and conventional uel outside ECAs, it might be essential to improve tank insula-tion in order to reduce pressure rise in tanks.In regards to small tanks this can be done by using vacuum insulation as seen in Norway.

These vacuum insulated tanks are limited

to cylindrical shape and do not allow or in-tank inspections or mounting o in-tank equipment as they usually have no man-hole. For tanks clearly exceeding 500 cbm or requiring bilobe or conical shape, the use o special insulation panels is proposed to im-prove insulation perormance.

Pe yeDepending on the design parameters suchas storage size, number o tanks, engineconsumption and layout, required bun-kering rate and arrangement o the systemcomponents, tailor-made solutions or

LNG uel gas systems are available. Onegeneral rule is that or larger storage vol-umes the cost impact o high tank operat-ing pressures becomes signicant; thesesystems should be preerably equipped

with mechanical pressure rising (pumps,

Fge 1: Ppal vew imo ype cblbe a yle ak Image: TGE

Fge 2: oe pble ak lay apje y a ae eee

Image: TGE, GL, MAN, Netun SK

12 Si & Offsoe | 2011 | N 1

ShipBuiLdiNG & EquipmENt | GrEEN ShIp TEchNOLOGy



Fge 4: shea aga el ga ye wh pe Image: TGE

Figure 3: schematic diagram of fuel ga ytem with vacuum tank and cold box Image: TGE

Fge 5: shea aga hgh pee el ga ye w-ke egeImage: TGE

compressors) instead o keeping the en-tire tank on supply pressure level. Smaller tanks can be pressurized to the requiredgas supply pressure. The cost impact o thehigher tank design pressure is airly small

and there is a benet o easy operation andreduced numbers o rotating equipment.

When using vacuum insulated tanks, a bot-tom outlet will eed a tank vaporizer just orced by density (see gure 3). Typically the operation pressure would be around7 bar g. By means o the tank pressure theLNG is pushed towards the LNG vaporizer.Usually all tank connections and the tank

vaporizer are enclosed in a “cold box” asa secondary barrier. A uel gas heater willbe employed in order to provide vapour at the right temperature via uel gas master

valve to gas valve unit (GVU). The GVU re-

duces pressure to the required value o theengines and is usually part o the enginemanuacturer’s supply.One option or this simple system is to usea small in-tank pump to eed the tank va-porizer, thus avoiding the bottom outlet.However, this is only possible or singleshell type C tanks with oam insulation.

As mentioned above, when using larger tank volumes high design pressure willincrease the cost signicantly. Including ascrew compressor in order to pressurize theuel gas is one option to reduce design pres-sure rom typically 10 barg to 4 barg, seegure 4. Vaporization will then take placeat a lower pressure level, a small amount o pressurized vapour is returned to the tank to push the liquid to the vaporizer. Thecompressor system also allows or other operations like uel gas supply rom tank

vapour phase, warming-up o the piping system and tanks with hot gas and increas-ing loading rate without vapour return us-ing a BOG absorber.Finally, two stroke engines require another modication o the system due to high in-jection pressure o 300 bar g, see gure 5.

On LNG carriers this can be achieved by us-ing BOG compressors but or other ships,this will only be a viable solution in someparticular cases due to high CAPEX, pow-er requirements, size and weight o suchequipment. High pressure pumps and highpressure vaporizer and heater are the pre-erred alternative in order to achieve therequired pressure level. Tanks will usually be equipped with small intank pumps or pressure built-up vaporizers to eed the highpressure system.

saey ye

Saety always results rom the best combi-nation o technical and procedural meas-ures. Thereore crew training is one basic element o saety on the technical side.

There are several saety systems in placethat will allow controlling any situa-

Si & Offsoe | 2011 | N 1 13



tion that might occur during system opera-tion. IMO interim guideline MSC 285(86)as a preliminary version o IGF-Code andthe Rules or LNG uelled ships that havebeen published by all major classicationsocieties, have been derived rom chapter 16 o IGC-Code or using cargo as uel, try-ing to adapt the solutions to the dierent purpose in case o ships that are not gascarriers. Decade-long experience with LNGoperations indicates the main measures toollow to ensure sae handling o LNG.One o these saety measures is a gas de-tection system which can detect even smallamounts o gas escaping rom the closedsystem. The relevant parts o the uel gasplant will be shut down as soon as gas isdetected. Areas where leakages may occur are equipped with ex-proo equipment,so even i the atmosphere contains an ex-plosive mixture o gas and Oxygen, there

will be no spark to ignite it. Gas piping

and LNG piping will be double walled or located inside a ventilated duct in order tohave a secondary barrier in place in case o any leakages. Spill detection and stainlesssteel drip trays are located wherever LNGmight escape and harm the ship structuresby cold brittleness. Piping sections not inuse are inerted with Nitrogen, e. g. bunker-ing line ater bunkering is nished.

Bkeg aeFirst steps towards small scale LNG ship-ping as an element o uel gas supply inra-structure were made by the very small LNGcarriers Pioneer Knutsen in Norway andShinju Maru in Japan as well as by the Coral Methane, the rst combined LNG/Ethylene-Carrier with dual uel LNG/HFO propul-sion. This ship – below shown in gure 6during rst ever loading o a small carrier at a large LNG import terminal – is owned by

Anthony Veder and was designed by TGE.

Dual uel propulsion is based on diesel-electric systems with two diesel and twogas generators. To date, several shipmentsrom Zeebrugge or Huelva to Norway havebeen made. At one point, the ship was

moored some weeks alongside in Norway unloading LNG to trucks, basically acting as a foating storage acility. Ship and gashandling system have proven to be able toperorm all required operations.Furthermore, designs or LNG eeder vesselsand LNG bunker ships are on the drawing board as shown below. Size and capacity o these eeder vessels strongly depend ontravel distances, requirements or multi-cargo capability, expected trade volumesand characteristics o the receiving termi-nals. In any case, the acilities to call at theexisting large scale LNG terminals as well

as ship to ship transer with large carriersseem to be essential at the current stage o development in order to source LNG romthe large scale global supply chain.Figure 9 shows Pioneer Knudsen and Coral Methane during LNG transer. In actualact, this is not a bunkering situation but the rst cooling o Coral Methane but it gives a good impression o how bunkering could look like in the near uture. Based onthe upcoming requirements o high bun-kering rates and growing tank volumes per ship, bunkering will not be possible any more with today’s “truck and hose” solu-tions. Manual handling o large diameter connections including dry break couplings

will be replaced by mechanical or hydraulic solutions that are currently under develop-ment. Further, services like tank inerting,tank warming-up, tank unloading beoredocking, gassing-up and cooling downcould be part o a bunker barge’s tasks.Local bunker supply also requires dedicat-ed storage capacities close to the bunker ar-eas. This can be done by onshore storagesin pressure vessels or fat-bottom tanks but

Fge 6: Coral Methane a Zeebgge eal pitue: Anton Vede

Fge 7: deg exaple a 30,000 b LnG eee veel pitue: TGE

14 Si & Offsoe | 2011 | N 1

ShipBuiLdiNG & EquipmENt | GrEEN ShIp TEchNOLOGy



also by foating storages. One alternativesolution with barges that would be carriedlike very large containers by a barge carrier

is under evaluation, see gure 10.Summing up the mentioned requirementson the bunkering inrastructure, we can seea demand or signicant investment that may possibly not be supported by bun-kering activities only. Sharing the bunker supply chain with local consumers such asindustries or power plants would create anappealing portolio or investments intothis new inrastructure.

cl Technical solutions or the sae operation o LNG uel gas rom the source (large termi-nal) down to the consumer (main engine o the LNG-uelled ships) are currently avail-

able. Emission control and rather low LNGprices should be the main drivers to buildthe required inrastructure. Small scale LNG

shipping has already begun and with therelevant dates or emission legislation ap-proaching, the pressure rises or everybody to nd a solution to meet the upcoming challenges. LNG as a ship’s uel is only onepossible solution but it should play a ma-jor role due to the advantages compared toother solutions. TGE is condent that, over the course o the next years, an increasing number o ships will be equipped and sail-ing with LNG propulsion.

Fge 8: deg exaple a 2,000 b LnG bke veel pitue: TGE

the ah: Jüge Hapehe,sale maage, tGE mae GaEgeeg GbH, B, Geay

Fge 9: Pioneer Knudsen a Coral Methane pitue: Gasno/Anton Vede

Fge 10: LnG bage ae pitue: TGE

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