Feature 1 | NORWAY
Tor Svensen says that the oceangoing fleet can benefit from LNG power.
The main maritime engine
manufacturers are already introducing more new LNG fuelled engine models than bunker oil engines. Technically they are focusing on eliminating methane slip, where a small trace of gas fuel passes non-combusted through the engine and is emitted with the exhaust gas. This problem is expected to be solved in the near future. An
LNG-fuelled ship requires
purpose-built or modified engines plus a sophisticated system of special fuel tanks, a vaporiser and double insulated piping. Available space for cylindrical LNG fuel tanks on board ships has been a key challenge, but new hull-integrated tanks are expected to simplify this issue. Te engine and systems re-building combined with the tank requirements is the main reason why it is difficult to see a large number of conversions to LNG coming in the near future. Another obstacle to the implementation
of LNG as a fuel for shipping is the present lack of LNG bunkering infrastructure. Tis is currently being addressed by local governments as well as LNG suppliers and a significant increase in the number of bunkering terminals is expected by 2020, especially within ECAs. Large scale LNG plants are located throughout the world so potential supply bottlenecks can be overcome. A prerequisite for the widespread use of LNG in shipping is a functional and
GA of the Bergensfjord LNG ferry.
effective bunkering infrastructure. This involves risk analysis, standardisation and the
establishment of common
practices and in January 2011 DNV proposed the launch of a working group within ISO to develop an internationally agreed guideline for LNG bunkering infrastructure. The interest has been overwhelming and a work group was established in June, headed by DNV, and
involving more than 20 representatives from a total of 13 countries including China, Germany, Japan, the UK and the US. Most of the attention and interest for
LNG fuelled ships so far has focused on short sea shipping, but as both the economics and the environmental considerations are in favour of LNG there is no reason why the international oceangoing fleet cannot follow this lead. To this end, DNV has demonstrated the feasibility of LNG fuelled large ships through concept studies: Quantum, a 9000 TEU container ship, Triality, a VLCC sized oil tanker, a fishing vessel and two different sized bulk carriers. We at DNV believe that hydrocarbons
will dominate the future energy mix and I am convinced that with designs like Quantum and Triality pioneering the way, LNG can take a rapidly increasing share of the market as fuel for merchant ships. By 2020, a significant share of the newbuilding orders will be LNG fuelled ships. The drivers will be twofold: further tightening of the sulphur limits as already agreed by the IMO and the requirement for shipping to take its share in the global reduction of CO2
emissions. Remembering that achieving a
low-carbon future is not just about technology, it is also about people and their organisations, and DNV continues to build the technical knowledge and industry partnerships
required to
support the next generation of ships and ship owners. NA
Overall length: 130m 24
Service speed: 21knots
LNG storage: 2x125m3
LNG The Naval Architect January 2012
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