LNG

LNG success stories the dawn of a new age Shaping the future

InFocus

Powering the future of shipping

LNG combining clean ships and cost efficiency International regulations current trends, future developments LNG challenges research in action Studies and projects GL at the forefront of R&D

JULY 2012

LNG driving change in shipping

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Contents

Contents
LNG combining clean ships and cost efficiency International regulations current trends, future developments
IGC Code IGF Code ECAs and SECAs GL Guidelines 04 06 06 06 07 07 08 08 09 11

LNG challenges research in action

The LNG supply chain LNG in Type-C Tanks The placement of LNG tanks

Studies and projects GL at the forefront of R&D

BunGas GasPax The GL / MAN study

12 12 12 13 16 16 16 17 19

LNG success stories the dawn of a new age

The "Bit Viking" Official sea trial STREAM the new design for LNG-powered container ships

Shaping the future

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LNG combining clean ships and cost efficiency

Stringent international regulations on emissions are forcing the shipping industry to rethink its fuelling options. The IMOs Marine Environmental Protection Committee has introduced emission controls, which will increasingly affect international shipping over the next decade. The introduction of Emission Control Areas (ECAs) in European, U.S. and Canadian territorial waters means that shipowners must begin to consider alternatives to traditional heavy fuel oil.

make ships more efficient and environmentally friendly. A key topic in this quest is Liquefied Natural Gas (LNG) as an alternative to conventional fuels. Compared to oil, natural gas has an important advantage: it combines efficiency with a lower environmental impact. LNG offers the prospect of up to 25 per cent reduction in CO 2, a significant reduction of sulphur emissions and up to 90 per cent reduction in nitrogen oxides (NOx).

We

at GL are supporting the industry at all levels to

3. Due to the lower carbon content of LNG, a 20% to 25% reduction of carbon dioxide (CO 2) emissions is possible. The actual reduction depends on engine type and possible measures to reduce the partial slip of unused methane. 4. The current LNG price in Europe and the USA suggests that LNG could be offered at a price comparable to heavy fuel oil (HFO). This means that LNG will certainly look commercially attractive as compared to the low-sulphur marine gas oil (MGO) which will be required to be used within the ECAs if no other technical measures are implemented to reduce SOx emissions. GL has been involved in many national and international research projects investigating different aspects of LNG as a propulsion fuel. Our experts are participating in the development of the IMO code for gas as a ship fuel. We act as an advisor to the German Ministry of Transport and we have put our in-depth knowledge to the test: a spectacular example of this is the retrofitting of the Bit Viking (see page 16), the world's first vessel converted to run on LNG while in service. After successful sea trials under GL supervision, the vessel has resumed commercial trading. This shows that the fleet in service can also become greener by using customised technology. The following pages are designed to give you an overview of regulatory developments, trends in research and development, practical implementation, and the environmental and economic advantages of using liquefied natural gas as a ship fuel.

There are four aspects, which, taken together, make LNG as ship fuel one of the most promising new technologies for shipping:
1. Using LNG as ship fuel can reduce to approximately zero sulphur oxide (SOx) emissions compared with using a high sulphur content fuel. This reduction will become mandatory within the so-called Emission Control Areas from 2015 on. A similar reduction will be enforced for worldwide shipping from 2020 on, pending a review at IMO which may move the introduction to 2025. 2. Reduction of nitrogen oxide (NOx) emissions down to IMO Tier III limits, applicable in ECAs from 2016, is possible for four-stroke engines which are typically used onboard ships engaged in short sea and coastal shipping.

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International regulations current trends, future developments

As new environmental regulations force owners to either change the propulsion fuel or invest in exhaust-gas cleaning systems, there will be a growing number of LNG-fuelled vessels over the next years and as of 2015, during the second half of this decade, LNG-powered ships will become even more prevalent. The following Codes and Rules form the regulatory framework within which shipowners must operate.

IGC Code
The purpose of the IGC Code (International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk) is to provide an international standard for the safe transport by sea in bulk of liquefied gases and certain other substances. It prescribes the design and construction standards of ships involved in such transport and the equipment they should carry so as to minimise the risk to the ship, its crew and the environment. According to the IGC Code only LNG carriers are allowed to utilise LNG boil-off gas as fuel in the machinery space. Since 2000 a few LNG-fuelled vessels, which are not covered by the IGC Code, have come into service with the permission of their national administration. This means that these vessels are only allowed to sail in national waters or need permission from each port state where the ship wants to berth and operate. fuelled machinery to achieve a level of integrity in terms of safety, reliability and dependability equivalent to conventional oil-fuelled machinery.

At present, the IMO subcommittee Bulk and Liquid Gases (BLG) is working on the IGF Code which will supersede the interim guidelines and is planned to come into force in the medium term. The IGF Code will:
provide safety measures for ships using gases as ship fuel including liquefied gas tankers address also other fuels with low flashpoints such as methanol, ethanol, butane, hydrogen and propane cover the energy conversion systems of relevance (low and high pressure ICE, gas turbines, boilers, fuel cells) address issues not already covered by SOLAS and therefore serve as an addition to SOLAS supersede the interim guidelines and Chapter 16 of the IGC Code address requirements for bunker stations However, there are many open technical issues which need to be resolved by BLG until an agreed draft IGF Code can be delivered to the Maritime Safety Committee (MSC) of IMO in

IGF Code
Due to the lack of international safety requirements for gas as fuel for non-LNG tankers, the development of an International Code for Gas as Ship Fuel (IGF Code) was proposed to the Marine Safety Committee (MSC) of IMO in 2004. The goal of the guideline is to provide an international standard for ships with natural gas-fuelled engine installations. The Interim Guideline MSC.285(86) was adopted in 2009 and specifies criteria for the arrangement and installation of LNG-

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the next few years. Open items include the necessary distance of an LNG tank to the outer hull of the ship, which is relevant in cases of collision, and the question of whether the LNG tank may be placed below the accommodation, which is particularly relevant for passenger ships. Parallel to this, work has started on ISO TC 67 on standards for LNG bunkering. Subject to further requirements, ships built according to the Interim Guideline MSC.285(86) will be allowed to operate after the IGF Code comes into effect. There is, therefore, no reason to hesitate building a gas-fuelled ship out of concern that the interim guidelines may be completely overruled. The only factor to consider is that the interim guidelines require owners to obtain permission from flag states and port states to operate their vessels. This can cause complications for operators calling at different ports or port states. The IGF Code, which is expected to come into force in the medium term, will eliminate this issue and play a major role in the large-scale use of LNG as ship fuel.

ship fuel quality, which are equivalent to those in Northern Europe, take effect along Canadian and U.S. coastlines in August 2012. In addition, a number of other sea areas are expected to introduce similar restrictions on emissions before 2020, the effective date of global sulphur limits on heavy fuel oil.

GL Guidelines
GL has been extensively involved in the development of technology for the next generation of gas-fuelled ships and developed its own set of Guidelines in April 2010: GL Guideline for the use of Gas as Fuel for Ships (VI-3-1).

This guideline incorporates:

the text of MSC.285(86) in full guidance and recommendations on natural gas-fuelled

ECAs and SECAs

A step-by-step introduction of restrictions will limit emissions of nitrogen and sulphur oxides (NOx and SOx), unburnt hydrocarbons, particulate matter, as well as greenhouse gases. Regional Sulphur Emission Control Areas (SECAs) such as the North Sea and the Baltic, or Emission Control Areas (ECAs) already have stricter requirements regarding emissions. From 2015 the maximum sulphur content of fuel oil will be limited to 0.1% for all vessels operating in SECAs / ECAs, and from 2016 NOx emissions for newbuildings operating in ECAs will also be limited. Oceangoing vessels typically spend 5-6% of their operating time in ECAs. But this figure could grow considerably on a number of shipping routes once the new requirements for

engines criteria for the design arrangements and installation of propulsion and auxiliary machinery powered by natural gas The GL Guideline has been in force since May 1, 2010.

Further GL rules and Guidelines for LNG carriers:

GL Rules I-1-6 Liquefied Gas Tankers GL Rules IV-6-5 Design Requirements for LNG Valves, Safety Valves, QC/DC Couplings GL Rules VI-7-8 Type Approvals

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LNG challenges research in action

The supply chain for LNG as a ship fuel, bunkering, and the placement of LNG tanks all remain issues that need to be thoroughly researched and documented. As yet, LNG suppliers are not convinced that this technology will take off, and LNG users are not convinced that LNG will be made available at an attractive price and at convenient locations. However, regulatory changes are driving the need to find solutions quickly.

The LNG supply chain

At the end of 2011 there was, as yet, no supply chain for LNG as a ship fuel with the exception of Norwegian coastal waters. However, the infrastructure that Norway has in place today will become more and more commonly available especially as of 2015 when more LNG vessels, which depend on the availability of adequate refuelling stations in ports, will enter service. In 2011 a new LNG terminal was commissioned by Linde at Nynshamn, south of Stockholm. This will offer LNG ship refuelling very soon. Recently Gasnor announced they will make LNG available at the German port of Brunsbttel. Initially, the company plans to supply the LNG by truck and possibly build a small terminal in the future, provided that demand develops accordingly. GL is currently working with the Hamburg Port Authority to explore options for offering LNG ship fuel in Hamburg.

Current developments show that access to LNG bunkering is developing. A number of LNG ports offer or plan to offer LNG facilities, particularly in Northern Europe:
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LNG challenges research in action

The Netherlands is implementing four different projects along the Rhine to provide LNG refuelling stations for inland vessels. Further, a re-export from existing large-scale LNG terminals is an option to feed the supply chain for LNG fuel. Small-scale LNG carriers (~10,000 m3), built for regional supply, will be the link between these liquefaction plants or re-export terminals and dedicated bunkering locations. A number of small LNG carriers like NORGAS Innovation owned by I.M. Skaugen SE, Coral Methane and Pioneer Knudsen are already in service, and further newbuildings are under construction. But these small-scale LNG carriers are designed for transfer operations at dedicated locations and not for bunkering gas-fuelled ships directly. The last step of supplying LNG to the end-user will require LNG bunker vessels, which are still to be built. This involves the direct bunkering of gas-fuelled ships, using gas carriers or special barges for refuelling, provided they are properly equipped and are able to carry enough gas for large ships. At the moment, bunkering takes place at specially equipped gas terminals during dedicated refuelling timeslots for the limited number of vessels operating on LNG as fuel, and the vessels are taken out of service for bunkering. However, several bunker vessel designs for LNG feeder carriers have been published and it is assumed that these could be built today. The next generation of LNG bunker requirements for a larger container vessel operating between Asia and Europe could be up to 10,000 m3 per round trip, which would necessitate another bunkering strategy. Eventually, there will be a LNG bunkering procedure that follows the same pattern as that of heavy fuel oil customers will expect a similarly convenient bunkering, including an acceptable time frame and guarantees for the safety of crew and passengers. Today the process of preparing for LNG bunkering involves cooling down and inerting the systems and potentially the tank itself before beginning the actual refuelling process.

But there are efforts underway to reduce the required preparation time. For example, it is possible to begin cooling down the hoses before making the actual connection. Similarly, the ship's crew could start cooling down the board-side system before connecting. There are a number of options still to be explored, says Dr. Pierre C. Sames, Senior Vice President, Strategic Research and Development at GL. As commercial interest builds we will see the rapid development of new technology to facilitate LNG bunkering that is not established today, and it is one of the reasons why short-sea shipping is at the forefront of LNG adoption. You might say, it serves as an experimental laboratory for deep-sea vessels. It is the upcoming challenge to develop a LNG bunkering system that covers all organisational, safety and technical aspects and requirements.

LNG in Type-C Tanks

As LNG moves into focus, the existing LNG distribution and transport infrastructure needs to be upgraded and adapted. In particular, there is a growing need for short-distance waterway transport of smaller quantities of LNG, and therefore a growing demand for smaller-sized LNG carriers. A GL study investigates whether proven LPG tank designs could be used for new small-scale carrier ships. Understandably, shipowners have an interest in using proven designs for independent cargo tanks on board LPG carriers for the new small-scale LNG carriers they wish to build.

Distribution of temperature
LNG is transported at 162 C, Ethylene at 104 C. As a consequence, the steel structures supporting LNG tanks are exposed to much lower temperatures than those used for LPG tanks. Furthermore, the increased thermal contraction of the tanks subjects the tank support structures to higher stresses. Nevertheless, there may be ways to reuse proven LPG designs for LNG under certain circumstances. A detailed analysis

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LNG challenges research in action

should be performed to determine the temperature distribution in the tank supports and to verify fulfilment of IGC Code requirements with respect to the selected steel grades and plate thicknesses. In a recent study, GL carried out such analyses for type-C bilobe tanks. Temperature distribution in the tank supports was determined for the tank filled with LNG versus the same tank filled with LPG. A 3-D model of the cargo hold, the tank itself including the insulation, the wooden bearing and the tank support structures was created, and the appropriate boundary conditions were applied (i.e. temperature of the tank contents, ambient air and water temperatures). In addition, thermal conduction and convection had to be accounted for. The prevailing temperatures inside the cargo hold as well as heat transfer coefficients had to be chosen carefully, since both parameters will influence the analysis results significantly. GL can draw on solid data for these important input parameters, obtained in long-term temperature measurements on tank supports and in cargo hold spaces of LPG and LNG vessels. In the GL study, the temperature distribution in the fixed support structure of the LNG-filled tank showed a minimum temperature at the upper support flange of roughly 10 C below that determined for LPG. The lower temperatures of LNG affect the tank and its supports. To evaluate the stresses, the temperature field combined with the design loads as stipulated by the IGC Code were applied to the 3-D finite element model. When filled with LNG, the tank was shown to contract much more than with LPG. This means that the contact surfaces between the tank and its supports are smaller, and the resulting stresses greater. The more pronounced contraction in the longitudinal direction aggravates the eccentricity of the wooden bearing on the sliding support, which further increases the stresses. In total, the investigation revealed a 35% higher maximum stress for LNG than for LPG. The GL study demonstrates the need for detailed analyses of tanks and their support structures designed for new smallscale LNG carriers, even when adopting an existing LPG carrier design for LNG. Such detailed analyses should be performed by recognised experts to ensure appropriate approval in compliance with the requirements of the IGC Code. GL has begun analysing different LNG carriers and commercial vessels that use gas as ship fuel. The aim of the first computations is to estimate which collision resistance can be encountered in a standard container ship of similar size to a typical LNG tanker. The procedure for the calculation of collision energy is described in GL Rules I-1-33. This procedure considers different drafts of the striking vessel as well as different bow shapes (bow without bulb and bulbous bow). As GL is actively involved in the technical process of IGF Code development, the results of the collision analysis will be used to define feasible and safe requirements. Legislative needs for gas storage on board commercial vessels will be identified and presented at the legislative authority after completing computation and evaluation of further calculations. According to MSC.285(86) the gas storage tanks should be placed at a minimum of the lesser of B/5 and 11.5 m from the ship side and not less than 760 mm from the shell plating, with B representing ship breadth. A further LNG challenge that GL has been analysing is the placement of LNG tanks. The Interim Guideline stipulates collision resistance for gas-fuelled vessels based on the minimum required distance between the tank and the outer ship shell.

The placement of LNG tanks

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Studies and projects GL at the forefront of R&D

To address the challenges posed by LNG, GL has initiated and worked in cooperation on a number of important research and development projects involving gas as ship fuel, and is participating in the development of the IMO Rules on behalf of the German government. As partners in the joint projects GASPAX, BunGas and Helios, we have developed safe and innovative solutions for gasfuelled passenger vessels, refuelling requirements and dual-fuel solutions for two-stroke engines. In 2009 we prepared a conceptual study for a 900 TEU container vessel together with MAN and TGE Marine Engineering.

BunGas
The BunGas project was initiated by GL in conjunction with project partners: Meyer Shipyard, MAN Diesel, TGE Marine Gas Engineering, DNV, AIDA Cruises, Linde and B. Schulte. The general objective of the research project "BunGas" is to develop a bunkering system for the refuelling of commercial vessels with natural gas-fuelled engine installations. This includes the development of technical and organisational solutions with a focus on bunkering from ship to ship. The development of technical solutions includes the evaluation of bunker requirements of LNG-fuelled ships based on existing and new regulations which are currently under development MSC.285(86), IGF Code 2014. So far, standards for the bunkering and the interface between land-based LNG supply and consumers at different locations have not been developed. "BunGas" is aiming to develop technical systems, which can compete with fuel oil bunkering regarding time, location and procedure. The project will furnish the baseline for safe and competitive gas refuelling in European ports in such a way that it can be applied to all types of gas-fuelled ships. On the basis of these requirements, the basic design of a bunker vessel with a suitable transfer system will be developed. 12 The three-year project assesses the potential of gas as ship fuel for three ship types, a mega yacht, a cruise ship and a RoRo pax vessel, as it was found that MSC.285(86) does not include the economic use of LNG in passenger ships. The BunGas project is designed to provide the overall technical basis for the design and operation of safe bunker stations on board gas-fuelled commercial vessels and of the related bunker supply vessels. The project will use the results gained to build a prototype fuelling station as part of a follow-on project to verify the feasibility of the technical solution and perform a reality check. One major challenge of bunker system design is safe LNG transfer within normal port limits and during normal harbour operation. Up till now, liquefied gas transfer has been limited to gas terminals for gas carriers or to special locations and dedicated refuelling time slots for the limited number of vessels operating with LNG as fuel.

GasPax
The Gas Pax project was initiated by Meyer Shipyard, Lrssen Shipyard, TGE Marine Gas Engineering and GL in 2010, and is funded by the German government.

Studies and projects GL at the forefront of R&D

In all three of the ships, LNG is used as fuel for dual-fuel engines. These engines can be used with LNG or Diesel, to afford greater flexibility and redundancy. The gas systems for the ships were developed in conjunction with TGE Marine Gas Engineering. GL collaborated to develop Hazard Identification Studies (HAZID), which are used to test the concepts developed for viability and safety. Project teams are currently identifying failure and risk factors via Failure Mode and Effects Analyses (FMEA), and evaluating the hazards associated with larger vessels using LNG as a propulsion fuel. Results are assessed in view of their compliancy with current guidelines.

benefits in comparison to a reference vessel. The reference vessel uses marine fuel oil as required by existing and upcoming regulations depending on the time and location of its operation i.e. the reference vessel uses MGO when inside an ECA by 2015 or within EU ports. Outside an ECA, HFO is used and a low-sulphur heavy fuel oil (LSHFO) with max. 0.5% sulphur content by 2020. Costs for implementing the technologies are compared with expected benefits which are driven by fuel cost differences. The model assumes that the fuel with the lowest cost is always used if a choice is possible. Space required by the technologies is taken into account by reducing the benefit.

The GL / MAN study

In 2009, GL published the first study on an LNG-fuelled feeder container vessel and demonstrated technical feasibility as well as commercial attractiveness when operating inside an ECA. In 2011, GL and MAN carried out a more systematic joint study to assess the costs and benefits of LNG as ship fuel for container vessels. As LNG has gained more attention not only in Europe, but also in Asia and the USA, shipowners interested in LNG as ship fuel are currently facing a number of questions regarding the costs and the possible benefits of using such technology. And they wish to learn whether exhaust gas treatment systems could be the preferred technical solution. At the same time, increasing ship efficiency with advanced waste heat recovery systems becomes feasible. This suite of technologies is the focus of the GL and MAN joint study on container vessel power generation systems.

Four technology variants were investigated in the study:

1. Exhaust gas cleaning by "scrubber" 2. Scrubber plus Waste Heat Recovery (WHR) 3. LNG system (bunker station, tank, gas preparation, gas line, dual-fuel engines) 4. LNG system plus WHR For each technology variant, costs and space requirements were estimated and specific fuel oil consumption was based on current knowledge. Estimates were independently made for each selected container vessel size. The same measures to reduce NOx emissions to IMO Tier III-levels were assumed for the reference vessel and each technology variant and, therefore, these have no effect on the cost differences between the reference vessel and the variants.

Ship size variants and route profiles

Five representative vessel sizes were selected for the study. Assumed design speeds account for the current trend towards lower speeds. Round trips were selected for three trades: intra-European, Europe-Latin America and Europe-Asia. The ECA exposure was used as primary input parameter. 13

Approach
The study assumes costs for key technologies when applied to five differently sized container vessels and predicts their

Studies and projects GL at the forefront of R&D

Source: NSD Neptun Ship Design

Conclusions of the study

Using LNG as ship fuel promises less emissions and, given the right circumstances, less fuel costs. The attractiveness of LNG as ship fuel compared to scrubber systems is dominated by three parameters: 1. Share of operation inside ECA 2. Price difference between LNG and HFO 3. Investment costs for LNG tank system With 65% ECA exposure, a LNG-system payback time under two years is predicted for the smaller vessel sizes (using the standard fuel price scenario). Small-scale LNG distribution is just starting to become available For the 2,500 TEU vessel, a comparison of payback times for the scrubber and for the LNG system, and varying LNG prices, shows that the LNG system is attractive as long as LNG (delivered to the ship) is as expensive as or cheaper than HFO when the fuels are compared on their energy content. in Europe (outside Norway) and it remains to be seen which LNG-fuel price levels will be established. For larger vessels typically operating at smaller ECA shares e.g. the 14,000 TEU vessel, the LNG system has the shortest payback time (when the standard fuel price scenario is used), and the use of a WHR system further reduces the payback time. The price of LNG delivered to the ship is difficult to predict. Base LNG prices vary from the USA to Japan by a factor of four. European base LNG prices appear attractive at around 10 $/mmBTU even with small-scale distribution costs added. An LNG price of up to 15 $/mmBTU could give LNG systems a competitive advantage against scrubbers in terms of payback for the smaller vessels considered in this study.

For a more detailed report on the GL / MAN study please see:

"Costs and benefits of LNG as ship fuel for container vessels. Key results from a GL and MAN joint study" at www.gl-group.com/lng

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The drivers LNG tank cost and LNG price

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LNG success stories the dawn of a new age

As GL experts continue their scientific research into LNG as a ship fuel, the first successful GL-supported conversions and designs are opening a new chapter in shipping. DSME and GL have proved the feasibility of running large container vessels on LNG in a joint project. GL has recently finished Approval in Principle of a 14,000 TEU LNG-fuelled container vessel for DSME. New technology is needed as cleaner transport is increasingly demanded and maritime environmental regulations are becoming ever stricter, says Mr Frederick Ebers, Vice President and Area Manager for North East Asia, GL. DSME and GL have acknowledged this challenge and agreed to jointly start exploring technology options and safety concepts for large LNG-fuelled container vessels. Other successful GL projects include Approval in Principle for a 4200 TEU container ship designed by TECHNOLOG and the conversion of the "Bit Viking", the world's first vessel converted to run on LNG while in service.

The "Bit Viking"

The "Bit Viking" is the result of GLs participation in the conversion of an existing oil-burning engine into a dual-fuel one that can burn either fuel oil or gas. The project has put the GL Group centre stage in the development of LNGfuelled vessels.

the components, such as piping, valves, safety equipment and LNG tanks, and ensuring safe construction, use of suitable materials and application of appropriate welding methods.

Official sea trial

The two main engines were converted from Wrtsil type 46 D to type 50 DF. Westerman says:
Virtually everything was replaced except the crankshafts and frames. The "Bit Viking" was then taken to Risavika / Stavanger for completion of the pipe installation, and testing and calibration of the newly installed equipment. The vessel was then ready for its first bunkering of LNG. The first time we prepared for bunkering we had to cool down the LNG storage tanks on the foredeck using liquid nitrogen at 192 C, explains Westerman. The "Bit Viking" then successfully bunkered LNG, which has a temperature of 162 C, for a main engine test run at the pier. At the end of October, the "Bit Viking" was finally ready for its official sea trial. She performed as expected and no major discrepancies were noted. GL had two surveyors on board during the sea trial.

Ronnie-Torsten Westerman, Business Development Manager at Germanischer Lloyd, recalls the beginnings:
The project started with a kick-off meeting of representatives from Wrtsil, the owner of Tarbit Shipping, and GL in April 2010. Because of its broad LNG expertise, GL was chosen for the classification part of the conversion. Manufacturing of various new components began in early 2011. The components were then transported to the shipyard in Landskrona, Sweden. The Bit Viking arrived at the yard on time and the conversion commenced in August, reports Westerman. The new equipment necessary for LNG operation was installed in the vessel. Germanischer Lloyd staff played a critical role in this process, monitoring the manufacture and installation of

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LNG success stories the dawn of a new age

The technical challenge in steering the conversion process was immense, says Westerman. Key concerns in this world premiere were the proper interpretation of class rules for safe construction, ensuring that the equipment manufacturers clearly understood the class rules, and anticipating how the flag administration would understand and accept the required risk analysis. Particular focus was on bunkering and how it should be performed, since this is a somewhat critical operation that requires special knowledge and equipment.

STREAM the new design for LNG-powered container ships

A new GL-approved design from IPP Ingenieur Partner Pool is now ready for the market. With this design we are showing that it is no longer just a dream to build environment-friendly vessels for economic ship operation that fulfil governmentdefined green commitments, says Hans-Jrgen Voigt, Managing Director of IPP and TECHNOLOG. The concept, which has been assessed by GL and given an approval in principle, is for a range of liner or feeder vessels from 3,000 TEU to 4,200 TEU for worldwide service. From this range, TECHNOLOG, as responsible marketing partner of IPP, has presented an LNG-powered, fully cellular open-op container vessel the STREAM 4200 LNG. Its 32.25-metre beam allows passage through the existing Panama Canal locks. A draft of 10.50m to 12.00m means the vessel can operate worldwide, including through the Kiel Canal (future dimensions) between the Baltic and North Sea. The layout can be configured to suit multiple shipping routes, with optimal flexibility as it is based on existing technology, says Mr Voigt.

The conversion of the "Bit Viking" provided a good opportunity to put the GL rules for gas as ship fuel to the test. Following the successful conversion, Westerman is optimistic:
The existing rules are sufficient for a conversion such as that of the Bit Viking. However, some modifications will be made in the future as regulations such as Marpol are updated to reflect the option of gas as a ship fuel.

Environmental footprint
Within the short period of operation since her conversion, the Bit Viking has already achieved considerable benefits for the environment, says Westermann. Greenhouse gases have been reduced by 20-25%. NOx gases by 90%, sulphur output has been cut entirely, and particle emissions have been brought down by 99%. An official emissions measurement has been conducted, but the final results have not yet been publicised. However, these estimates should be pretty close to the actual outcome. The owner, Swedens Tarbit Shipping, is very pleased with the environmental footprint of their newly converted vessel. The "Bit Viking" resumed commercial trading on 25 October, 2011. Ever since, she has been performing as expected and the crew has successfully refuelled her from the shoreside facility at Risavika south of Stavanger. "Bit Viking" is now trading the extreme length of the Norwegian coast between Oslo and Kirkenes on behalf of oil major Statoil.

Cargo loading
We have optimised the design of the vessel so it will be able to handle the full range of container sizes in use today, says Hans-Jrgen Voigt. Apart from this adaptability in sizing, the container stacks on the deck of the vessel are laid out to achieve higher stack weights and enable individual storage patterns and loading operations for each individual cell.

Bunkering system
The LNG fuel systems for the STREAM were developed jointly with TGE Marine Gas Engineering and include a fixed bunker tank inside the vessel and a novel portable deck-mounted LNG tank system which can be used to provide extra capacity.

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 For fuel supply, the LNG containers will be connected to a newly developed docking station. One of the most important factors of new LNG-fuelled vessels is the safety and reliability of LNG bunkering systems. There must be no spillage, and the STREAM illustrates that these systems are now being implemented. The entire vessel design concept is focused around saving energy. A single screw is directly driven by a dual-fuel, two-stroke, 22.9 MW engine developed specifically for LNG applications by MAN. The same gas fuel supply system is used for the auxiliary power generators and boilers. Exhaust gas boilers and waste heat recovery equipment are installed. Beyond merely saving fuel, the efficiency of the propulsion system means that a STREAM ship can operate in a wide variety of ways. When loaded to medium draft, the main engine can provide all of the vessels required electric and propulsive power. When needed, the auxiliary engines can generate additional power for added speed or to boost power in poor weather conditions. As a whole, the design and operational features result in a significant reduction in fuel consumption compared to any designs running on standard fuel.

With some extra initial investment, the vessel can take advantage of a waste heat recovery system (WHRS) for even greater fuel efficiency. An exhaust gas boiler system can be installed that feeds a MAN Diesel & Turbo turbogenerator set for electric power generation. An optional "minimumfuel-controlled" power management system from Siemens can further reduce fuel consumption, thereby cutting overall energy costs. Estimates suggest that the slightly higher initial costs of installing such a system will pay off in approximately four to six years depending on ECA zone application and fuel price development.

Future-proofed
As currently configured, the STREAM already meets all of the coming regulations to control air emissions from shipping. In addition, STREAM ships boast an EEDI, based on preliminary calculations, that is significantly beneath the required baseline for 2025. Hans-Jrgen Voigt is convinced: Looking ahead to 2020, our projections suggest that when we compare the operation of the STREAM against a conventional vessel in an Emissions Control Area (ECA), we arrive at a conservative estimate of fuel cost savings in the region of 30 per cent.

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Source: Tarbit Shipping AB

Shaping the future

GL is firmly committed to research and development in the field of LNG technology. We believe that LNG will be the fuel of choice for shipping in a world where environmentally sound solutions are becoming more and more important.

However, moving ahead on LNG technology requires not just the support of the shipping industry but also the support of political decision-makers:
to establish a roadmap at European level initiated by the European Commission with an indication of the necessary steps to be taken within a clear time frame the roadmap should include amongst other things: - development of regulatory measures especially with regard to safety measures - identifying in detail financial means to support the sector such as implementation projects, studies and pilot actions introducing new technologies, innovative infrastructure and facilities supporting the deployment of LNG - creating a one-stop shop for industry, addressing financial support - identifying whether there is a need for further R&D work and / or pilot projects

A number of funded research projects currently focus on LNG as ship fuel. These are:
HELIOS High-pressure Electronically Controlled Gas Injection for Marine Two-Stroke Diesel Engines, EU-Commission funded joint industry project CNSS Clean North Sea Shipping, working a LNG bunker showcase, EU-Commission funded joint project TEN-T LNG Infrastructure coordinated by the Danish Maritime Authority BUNGAS LNG bunkering with a focus on technical aspects, German and Norwegian funded joint industry project GASPAX ship design for using LNG as ship fuel, German funded joint industry project

GL has taken a strong stance in support of LNG technology. We believe we can be a driving force in this area, and have become involved in a number of activities, such as research, the development of rules and design concepts, and some initial commercial applications, says Dr Pierre C. Sames, Senior Vice President, Strategic Research and Development. It is very satisfying for us to contribute to this development, to truly inspire people to use the technology and to engage with us to implement it.

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Region Americas
1155 Dairy Ashford, Suite 315 Houston, TX 77079 United States of America Phone: +1 713 543-4337 Fax: +1 713-543-4370 gl-americas@gl-group.com

Region Europe / Middle East / Africa

Brooktorkai 18 20457 Hamburg Germany Phone: +49 40 36149-8786 Fax: +49 40 36149-4051 gl-ema@gl-group.com

Region Asia / Pacific

381, Huaihai M. Road Room 3209-3220, Shanghai Central Plaza 200020 Shanghai, People's Republic of China Phone: +86 21 6141 6700 Fax: +86 21 6391 5822 gl-asia@gl-group.com

Hamburg

Houston

Shanghai

Germanischer Lloyd SE
Gas Technology Henning Pewe Phone: +49 40 36149-653 Fax: +49 40 36149-917 ptp-gastechnology@gl-group.com

www.gl-group.com

0E120 2012-07-01

This brochure was produced with consideration for the environment. It is printed on paper that is 100% recycled and has an FSC accreditation.
The GL Group does not warrant or assume any kind of liability for the accuracy, completeness or quality of the information provided. Liability claims against any member of the GL Group in relation to any loss or damage arising out of or in connection with the use or non-use of information provided, including the use of incorrect or incomplete information, are excluded to the fullest extent permissible by law. All presentations of services and products may be subject to alteration and are non-binding. Each GL Group member expressly reserves the right without notice to change, supplement or delete parts of the pages or the entire presentation of services and products or to stop the publication temporarily or definitively.