the engines, particularly low frequencies which can boom across the water as the vessel
sails through the thousands of
islands that are on the approaches to both Stockholm and Turku. T e LNGPac comprises onboard LNG
bunkering, two storage tanks which will be located at the rear of the vessel, and handling equipment with related safety and automation systems. T e contract also includes a cold recovery system, which utilises the latent heat of LNG for the air conditioning systems. T is has the eff ect of reducing electrical consumption from the cooling compressors and thus bringing signifi cant operational savings. One of
the biggest worries that ship
owners and operators keen to switch to LNG have had has been over the issues around both finding adequate supply of the fuel, and the diffi culties of bunkering operations themselves, given that it has to be stored at such low temperatures, below 150°C. However, Viking Line appears to have
solved these problems with an agreement in February with Swedish gas supplier AGA Gas AB, to supply the vessel from its LNG terminal in Nynäshamn, which launched operations last year. It estimated that Viking Grace will consume 22,500tonnes of LNG per year. AGA Gas said that the project planning was
underway and the application for permission to bunker the vessel at Stadsgarden in Stockholm had already been made, and Viking Line CEO Mikael Backman added that the project would lay down best practice models for other LNG vessel operators in the region to follow. “The cooperation between AGA and
Viking Line means that the guidelines for the management of a new fuel will be developed. T is paves the way for a new infrastructure for Swedish shipping where LNG is of great future importance,” he said. In fact, Sweden’s largest oil company,
Preem, recently said that it intends to build an LNG terminal on the country’s west coast. It has brought LNG into the spotlight in a
region which has always been at the cutting edge of ship design. Towards the end of March Norway’s Color Line announced that it too had decided to order an LNG-powered ferry to replace the ageing, 40-year old Bohus, which operates the company’s service between the Norwegian
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port of Sandef ord and the Swedish port of Stromstad, in conjunction with the relatively younger Color Viking. An order for two vessels has not yet been
placed with a yard, although the vessels are expected to be around 160m in length, with a capacity of 2000 passengers and 500 cars, with the intention for the fi rst one to enter service by 2014. That would place Color Line slightly
behind its fi erce rival Fjord Line, although the construction of the fi rst in a series of two dual-fuel ferries, with type C LNG tanks
installed, ordered from Bergen Group is behind the original schedule. When the pair were fi rst ordered in early 2010 the expected delivery dates were Spring and Autumn of this year, but that appears to have slipped somewhat and the new dates for launch are set to be Autumn this year and Spring of next. T e hulls are being fabricated at the Polish shipyard of Stocznia Gdansk, and will be outfi tted at the Bergen Group’s yard at Fosen, in Norway. Dubbed the Stavangerfjord and Bergensfjord, the sister ships will have an
Headquarters: Via Marenco, 44
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