ABSTRACT

The Moss LNG carrier with spherical aluminium tanks has through a service period of
almost 30 years built up an almost unparalleled record regarding safety, reliability and
availability. All the vessels of this type ever built are still in service when this is written.
Several vessels have already been certified for an extended operating period of 20 years.
No doubt a life span of 40 to 50 years will be the rule rather than the exception for this
containment system.

The authors believe that the most important reason for this success is the integrity and
robustness inherent in the spherical shell design. Nevertheless, the design and
construction methods of the spherical shell/skirt concept have over the years been refined
by the licensed building yards and by Moss Maritime as the proprietary owner. At
regular intervals, the concept has been re-examined with respect to new design tools and
construction methods as part of a continuous quest for enhanced safety and overall cost
efficiency. A number of tank shapes and tank/hull configurations based on the single
containment shell have been examined and evaluated. Recently, efforts have also been
made in other areas, such as reliquefaction of boil-off, diesel propulsion, manoeuvrability
and general vessel refinement. This work has been undertaken in extensive co-operation
with the shipyards that are building LNG carriers with Moss spherical tanks.

The authors also feel that it is important to utilise the potential of the continuous
developments in data technology for the next generation of LNG carriers. In this paper
we will therefore outline the possibilities and advantages of fully integrated systems as
proposed by one of the principal players in this field (Kongsberg Simrad).

By incorporating the positive results of recent development work into the standard 137k
carrier hull frame, the result is a more cost effective LNG carrier. The improvements are
in our opinion of such significance that we feel justified in presenting it to the LNG
industry as A New Generation Moss LNG Carrier .

The concept retains the proven overall safety and robustness of the single barrier
spherical containment system and we believe that the significant reduction in
transportation cost which this concept represents, will be of interest to owners and
operators of LNG carriers.

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INTRODUCTION
The main objective of making the Moss design more attractive and more versatile both
technically and economically has been manifested by a number of new features
incorporated into the 137k carrier size. The most important of these are itemised here:

Increased cargo capacity within the same hull frame

The idea of the stretched tank concept, which was mentioned in a paper by Kvaerner
Masa Yards at Gastech 98, has been optimised in relation to the 137k hull frame. This
results in a net cargo volume increase of 5%.

Improved manoeuvrability performance

This has been achieved by introduction of a shilling type rudder. Results are illustrated by
means of diagrams.

Reduced boil-off rate

The thickness of the spherical tank insulation can be adjusted without influencing the hull
dimensions. This is an important advantage of this type of tank, which allows
optimisation of the boil-off rate with respect to intended trade and type of propulsion
plant.

Reliquefaction of boil-off
The Moss Reliquefaction System (Moss RS) was introduced in 1995 and has been
further refined. The state of the art of this system is outlined in the paper.

Diesel propulsion (slow speed, medium speed or diesel electric)

The simplicity and low cost of the Moss RS have made diesel type propulsion available
as an alternative to the traditional steam turbine plants which are now used only on LNG
carriers.

Combined high duty heater/vaporiser

The arrangement of the traditional cargo handling machinery within the confined space
available has not always been easy and solutions have not always been successful. Use of
the patented Moss combined heater/vaporiser will reduce the space requirements and
allow simplified overall arrangement.

State of the art integrated monitoring and control systems

For a number of reasons, owners and operators have shown little interest in specifying
state of the art equipment in this area for newbuilding projects. However, we feel that this
may soon change, since at least one major software/hardware supplier is now vigorously
marketing the most updated software and hardware in an integrated system.

Optional location of wheel-house and accommodation

Kv rner Masa Yards in their paper at Gastech 98 proposed forward location of the
wheelhouse. We think it is appropriate here with a reminder, since application of the
Moss RS and diesel propulsion today makes this option available for newbuildings.

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 The features itemised above which are summarised in Figure 1 will all be described and
dealt with in some detail and technical as well as economical aspects and benefits to
owners and operators will be outlined.

NEW GENERATION
MOSS
LNG CARRIER

CARGO TANKS HULL CARGO PROPULSION INSTR. &

HANDLING CONTROL
MossReliquefa Slow speed diesel
Stretched tank Hull lines Medium speed Integrated
ction
design
Manouevrability Combined heat disesel IAS
Stretched tank
construction
Air draft exchangers Diesel electric

IMPROVED
TRANSPORTATION
ECONOMY

FIGURE 1

FEATURES OF NEW GENERATION MOSS CARRIER

MOSS 144 GENERAL ARRANGEMENT

From 1975, until about 1992, 125 000 m3 was the preferred size of LNG carrier. A total of 36
Moss 125k vessels was delivered and is in operation today. From 1994 onwards, 137 000 m3
seems to be the preferred size. At the time of writing this paper a total of 23 Moss 137k carriers
have been commissioned and 10 more are on order. As a consequence of serious development
work and model testing, the 4-tank version is now established as a benchmark regarding
performance and regularity. The building yards have standardised on hull size, propulsion

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machinery, tank size and production equipment as a means of lowering the building cost. With
this important factor in mind, we have looked at ways of increasing the cargo capacity without
altering the basic vessel parameters or the construction methods. This is made possible by means
of the Moss stretched tank concept. This concept results in a 5% increase in cargo capacity
without altering the hull dimensions and tank diameter. The stretched tank design is described in
a separate section below.

One important fact regarding the Moss design worth mentioning here is the flexibility regarding
insulation thickness and resulting boil-off rate (BOR). It has been common to specify a maximum
BOR at design conditions of 0.15% per 24 hours. One vessel has in the past been delivered with a
BOR of 0.10%. Both the 137k and the 144k can at a relatively small additional investment be
dimensioned for BOR values down to 0.10% and even lower. This is an option that should not be
overlooked when considering the parameters for new long-term contracts. For a 144k
newbuilding equipped with reliquefaction system, the most economical combination would be
with a BOR between 0.10 and 0.12 %

We have called the new development the Moss 144k, and the general arrangement is shown
simplified in Figure 3.

Tank no.1 is a conventional true sphere with internal diameter 40,44 m while tank nos. 2, 3 and 4
are of the stretched type, also with internal diameter 40,44 m but with a cylindrical section of
height 2.0-m between the equatorial ring and the Northern Hemisphere. In order to retain forward
visibility tank no. 1 will remain a true sphere. The total cargo volume is 144 000 m3. This tank
configuration makes it possible to meet the intact and damage stability criteria. The vessel
can be fitted either with standard boiler/turbine propulsion machinery or with a Moss
Reliquefaction System and direct diesel or diesel-electric machinery. A comparison of the main
particulars for a conventional 137k vessel and the 144k development is shown in Table 1.

PARAMETER MOSS 137k MOSS 144k

Cargo volume 137 000 cbm 144 600 cbm
Cargo weight 63 400 mt 67 000 mt
Length overall 276.00 m 276.00 m
Length betw. PP 259.00 m 259.00 m
Breadth mld. 48.10 m 48.10 m
Depth mld. 27.00 m 27.00 m
Draught loaded 11.30 m 11.70 m
Deadweight 68 000 mt 71 650 mt
Propulsion power 26.5 MW 26.5 MW
Service speed 19.5 knots 19.3 knots

TABLE 1
PARAMETER COMPARISON

The table shows that the added cargo volume is achieved at a minimum of modifications to the
standard 137k vessel parameters. The cost-and construction aspects of the 144k are outlined in a
separate section later in the paper.

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By adding a reliquefaction system to the 144k the net LNG delivery is further increased as shown
by the figures in Table 2.

SAILING DISTANCE INCREASED LNG

n.miles DELIVERY
%
2000 6.5
4000 7.2
6000 7.7

TABLE 2
TRANSPORTATION VOLUME COMPARISON
MOSS 144k RS vs. MOSS 137K

Air Draught and Visibility

It has been our aim to design the MOSS 144k for access at all relevant LNG terminals. One of the
serious challenges has been to comply with an air draught restriction of 135 ft and at the same
time provide adequate visibility from the navigation bridge.
We have designed the ballast system for a hull draught of 11.7 m in both laden and ballast
conditions and reduced the level of the bridge deck to a minimum. Together with a self-supported
tank cover of spherical shape for tank no. 1 and a special design for temporary dismantling or
levelling of top rails, and signal masts, this results in a configuration which complies with the 135
ft air draught restriction. This configuration results in a forward blind sector as shown in Figure 2
and which is inside the SOLAS requirement.

If the sea draught is reduced to 10.7 m (Everett requirement) the 135 ft air draught can be met
with an increase in the blind sector which we consider as marginal.

FIGURE 2

BLINDSECTOR AT 135 FT AIR DRAUGHT

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FIGURE 3

GENERAL ARRANGEMENT
MOSS 144 LNGC

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CARGO CONTAINMENT STRETCHED TANK DESIGN

The so-called Stretched Tank concept is implemented in the 144k design. This particular
concept consists of a traditional Moss type spherical tank, IMO type B, with a vertical cylindrical
section of a certain height inserted just above the equatorial ring. The overall intention is that the
tank concept shall still comply with all the requirements of a type B tank and be classified as such
with all relevant criteria fulfilled.

This tank concept is of particular interest in case it is desirable to increase the cargo tank volume
of an existing ship size with say 5-7%. As long as the existing design has stability margins and
the forward visibility from the bridge is acceptable, the construction of the vessel proper can be
carried out and completed using existing plans, drawings, construction equipment etc. In other
words, the same vessel is built and delivered with an increased cargo volume.

In the subject project the three aft tanks (no s 2, 3 and 4) are modified with a cylindrical section
of a height of 2.0 metres inserted, while the forward tank (no. 1) is kept spherical without
modifications. The reason is to retain satisfactory forward visibility from the bridge.

Due to the novel aspects incorporated in the modified containment system, extensive stress
analysis and buckling strength calculations are necessary for concept verification. Therefore, we
have carried out and completed the initial design verification of one typical tank. The strength
verification has been completed by means of a finite element stress analysis. In particular, the
stresses and buckling performance of the tank shell and supporting skirt have been checked and
analysed. Supplementary calculations for demonstration of life extension, potential leak rates etc.,
necessary for complete verification are not critical to the design and have consequently not been
carried out at this stage.

The stress analysis has been carried out by means of a well-known, commercially available finite
element program. The element model which is shown in Figure 4 comprises a complete tank
including supporting skirt and internal pipe tower. The model makes use of shell elements all
over with mesh fineness that gives fair results in all areas except in the equatorial profile.
However the stiffness of the element is represented correctly, and since the equatorial design is
well known, detailed evaluation is not found necessary at this stage.
The buckling performance has been analysed by means of specially developed supplementary
finite element programs.

All relevant static and dynamic load components have been considered and combined as design
inputs. The resulting representative stresses have been summarised according to the rules for
simultaneous occurrence effect of the various loads.

The results of this design and dimensioning work are in accordance with our expectations and all
yield and buckling criteria have been fulfilled with reasonable scantling dimensions. The
preliminary scantlings of the stretched sphere with diameter 40.44 m are shown in Figure 5.

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 FIGURE 4

MESH MODEL FOR FEM ANALYSIS

OF MOSS STRETCHED TANK

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 FIGURE 5

MOSS STRETCHED TANK

PRELIMINARY SCANTLINGS

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STRETCHED TANK CONSTRUCTION
The stretched tank is characterised by a cylindrical ring inserted between upper
hemisphere and equator ring of Moss spherical tank. In the construction of the spherical
tanks, the tank is generally divided into three parts, the upper hemisphere, the lower
hemisphere and the equator ring between the two hemispheres. The equator ring consists
of equator and upper and lower rings connected to both ends of the equator. As the new
stretched part is inserted between upper ring and equator of the equator ring, it gives no
impact on the construction of the upper and lower hemispheres.

The stretched part is formed by 2-dimensional forming from aluminium plate of 2m

width, the same procedure as the equator. Therefore the forming can be carried out with
proven method and generally no additional investment will be required. The formed
stretched part is welded together to form the new equator ring. It will then be assembled
with the upper hemisphere and the lower hemisphere, to be a complete stretched tank.
The flow of stretched tank construction is illustrated in Figure 6.

As mentioned above, the stretched tank is constructed using the well proven method of
the conventional spherical tanks, with the minimum impact to the construction schedule.

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 FIGURE 6
STRETCHED TANK CONSTRUCTION FLOW

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HULL & MANOUEVRABILITY

As mentioned above, the Moss 144k concept outlined in this paper is based on a short and
compact hull, which nevertheless exhibits good propulsion characteristics. These characteristics
have been confirmed by extensive model basin tests and are reflected in the speed/power data
given earlier in this paper. In this section, we will put manoeuvrability in focus and outline our
proposals for improvement in this area.

Manoeuvrability
The underwater hull of the MOSS LNGC is in principle equal to other types of vessels. The
parameter ratios as well as hydrostatic and hydrodynamic characteristics are within conventional
values. The hydrodynamic effect on the manoeuvrability is therefore equal to other types of
vessels.

Obviously the MOSS LNG carrier has a larger projected area above the water line than the
competing designs. However, the drag coefficients and therefore the specific air resistance for a
"spherical wall" is less than a for a vertical plane section of the same projected area. This means
that the total wind forces are not proportional to the total projected area.

In order to improve the manoeuvrability of the MOSS design to the utmost, model tests with
various appendixes have been carried out. The most promising alternative experienced in the
tests is the alternative with patented high lift rudder fitted.

The final turning ability, initial turning ability and yaw check as well as course keeping ability
have been studied through turning circle, zigzag test and reversed spiral tests respectively. The
tests are carried out in full load condition and calm water without wind. No tests or computational
predictions have been carried out for assessing adequate characteristics in actual environmental
conditions, however, it is concluded that the improvements recorded in the calm water also will
govern the characteristics in sea and wind conditions.

In Tables 3 and 4 below, extracts of the most important result for vessel with conventional rudder
as well as high lift rudder are recorded. IMO guideline numbers are shown in brackets.

Turning Circle Test

Item Conventional design High lift rudder

Initial speed (knots) 20 20
Rudder angle (degr.) 35 45
759 / 753 623 / 616
Advance stb/port (m)
(1165) (1165)
840 / 708 638 / 541
Tactical diametre stb/port (m)
(1295) (1295)
Steady turning radius
(m) 364 / 273 221 / 164
stb/port

TABLE 3
TURNING CIRCLE TEST RESULTS

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 Zigzag Test

Item Conventional design High lift rudder

Initial speed (knots) 20 20
Helm angle (degr.) 10 20 10 20
1,60 / 2,19 1,38 / 1,85
Initial turning time stb/port (non dim)
(2,5) (2,5)
11,0 / 11,0 8,9 / 10,7 6,6 / 7,7 10,1 / 11,1
First overshoot angle stb/port (degr.)
(17,7) (25) (17,7) (25)
Second overshoot angle N.A / N.A 16,8 / 9,7 11,6 / 8,8 11,7 / 9,6
(degr.)
stb/port (32,7) (32,7)

TABLE 4

ZIGZAG TEST RESULTS

Spiral test

The resulting yaw rate as function of rudder angle shows that the vessel is course-stable (no
hysteresis loop) with the high lift rudder fitted, while the conventional rudder design shows
results bordering on unstable performance.

Summary
All the results of the high lift rudder tests satisfy IMO guidelines with ample margins. Compared
with the results with the conventional rudder design, the vessel displays better turning circle
characteristics, better response in zigzag manoeuvres and improved directional stability in the
spiral test when equipped with the high lift rudder.

RELIQUEFACTION OF BOIL-OFF
History:
Reliquefaction systems have been proposed and considered at regular intervals ever since
building of LNG carriers started in earnest around 1970. The systems proposed in the past were
rejected due to high cost, complexity and large space requirement. However, during the last 30
years, the efficiency of diesel-based propulsion plants has increased dramatically in comparison
with the steam turbine plants used on LNG carriers. Some years ago, therefore, Moss Maritime
decided to develop a reliquefaction system of their own which they could offer to their licensing
yards. The Moss RS concept was first presented in 1995. Since then, further development work
has been carried out and the system has been refined and simplified.

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Moss RS Concept:
The concept is a based on a closed nitrogen expansion cycle extracting heat from the boil-off gas.
Several novel features such as partial liquefaction and separation of incondensibles has resulted in
a compact system with reasonable power consumption.

The flow diagram Figure 7 shows all equipment located in the cargo machinery deck house and
Figure 8 shows a model of cargo machinery deck house with reliquefaction -and cargo handling
equipment. The cargo machinery consists of the following:

One reliquefaction unit with cargo boil-off cycle and nitrogen refrigeration cycle. Design
capacity is equal to the maximum boil-off rate.
Two high duty (vapour return) compressors
One combined high duty heater/vaporiser

This equipment ensures that all the required cargo handling operations can be carried out. The
HD compressors and HD heater/vaporiser will be used for the same operations as in conventional
LNG carriers.

Boil-off gas cycle

BOG is removed from the cargo tanks by means of two conventional LD compressors operating
in series. The compressor discharge pressure is 4,5 bar and the BOG is cooled and condensed to
LNG at this pressure in a 3-stream plate-fin cryogenic heat exchanger (cold box). Non-
condensibles, mainly nitrogen, are removed in a separator vessel maintained at 4,5 bar and exited
to a flare or to a vent stack. From the separator, the LNG is forced or pumped back to the cargo
tanks.

Nitrogen cycle
The cryogenic temperature inside the cold box is produced by means of a nitrogen compression-
expansion cycle. Low temperature nitrogen gas (14 bar) is compressed in a 3-stage centrifugal
compressor and the booster part of the centrifugal booster/expander. Exit pressure from the
booster is 58 bar. Inter-and aftercooling is provided by means of 4 seawater coolers. From here,
the gas is pre-cooled by passing through the warm part of the cold box. Then it is cooled to
cryogenic temperature (-165C) by expansion back to 14 bar in the expander part of the
booster/expander. The cooled nitrogen is then led to the cold part of the cold box where it cools
and condenses the BOG. The exit gas is returned to the nitrogen compressor, which completes the
cycle.

Technical Merits:

The total quantity of Btu s loaded can now be delivered to the customer.
The LNG nitrogen content is reduced during the voyage.
The system uses only proven components with extensive references from air-separation
and peak-shaving plants world-wide.
The system is prefabricated in skid modules for installation and hook-up on board.
No increase of cargo machinery spaces is necessary.
The system has automatic capacity control from 100% to 50%.
The system can be stopped when the cargo pumps are in operation. This will reduce the
need for extra generator capacity.
The system must be installed with 100% redundancy, which is offered in 2 alternatives
No extra personnel are required for operation and maintenance.

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Economical merits:

Increased cargo quantity delivered.

Reduced heel required on ballast voyage
Large savings in total fuel consumption
Improved propulsion redundancy
More flexibility in contract negotiations

Redundancy
The system can be offered in two alternatives, both in compliance with the IGC requirements for
redundancy. One alternative has oversize cryogenic exchanger and two nitrogen cycles, each of
100% capacity. The other alternative uses an enclosed flare (thermal oxidiser) as stand-by for
burning of boil-off gas.

Operation and control

The reliquefaction unit is equipped for automatic capacity control with a turn down to 40%
capacity. The LD compressor capacity is adjusted automatically in accordance with the BOR.
Increasing and decreasing the nitrogen filling controls the nitrogen cycle capacity in
combination with inlet guide vane control on the nitrogen compressor. Sensors and transmitters
provide the required input signals to a programmable logic controller (part of the main vessel
control system). Conditioned output signals are led to control valves and inlet guide vane
actuators. Start/stop is manual, but with automatic turndown ratio 100 to 50%. Start-up time from
warm condition is 6 hours after pre-cooling with BOG circulation. Start-up from cold condition
will vary from 1 to 6 hours.

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FIGURE 7
MOSS RELIQUEFACTION SYSTEM
SIMPLIFIED SCHEMATIC

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 FIGURE 8

MOSS RELIQUEFACTION SYSTEM

MODEL OF CARGO MACHINERY DECK HOUSE

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Dynamic Simulation
A comprehensive dynamic simulation exercise is presently being carried out. The main purpose is to
confirm the stability and convergence of the proposed control system and to check system response to
transients such as load changes, warm start, cold start and emergency shut down. Two examples of
parameter response to a typical load change are shown in Figure 9. The load change consists of a decrease
in flow rate from 3200 kg/h to 2600 kg/h over a time period of 10 minutes. The figure shows how the
temperature at exit from the cryogenic heat exchanger is first reduced, but then as the control system
responds, is brought back to the initial value.
At the time of writing, the proposed control system configuration has been verified by these simulation
exercises.

Reliability:
Critical components for maintenance are the rotating machinery and the plate-fin cold box. The rotating
machinery is of the same type as the LD compressors used on existing LNG carriers.

Size range:
The MRS can be delivered to vessels of any size. The most cost-effective solutions will be obtained with
low BOR values (0.10-0.12 % per day).

FIGURE 9
CONTROL SYSTEM RESPONSE TO
RAMPED REDUCTION IN BOIL-OFF RATE

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PROPULSION

Historical Background
With one or two exceptions, all LNG carriers built to date have been equipped with steam propulsion of
conventional type. Introduction of reheat cycle to improve efficiency has been contemplated, but never
implemented. In any case, there is a universal opinion that steam machinery as used in LNG carriers has an
impressive record of reliability and availability. Therefore, together with the dual fuel boilers which easily
handles boil-off , steam propulsion have so far been the only real option for LNG carriers.

Nevertheless, there are different opinions regarding the choice of propulsion plant for future LNG carriers.
Two of the reasons for this are fuel consumption on one hand and the increasing cost of training and
maintaining operator capability on the other hand. The high fuel consumption is an important factor in
disfavor of steam. As a reference, nominal values of fuel consumption and relative efficiency of some
machinery options are shown in Table 5.

PROPULSION TYPE FUEL CONS. REL.

g/kWh EFFICIENCY
%
Conventional Steam Plant 290 100
Combined Cycle Gas Turbine 200 145
Slow Speed Diesel 170 170
Medium Speed Diesel 180 160
Diesel Electric 200 145

TABLE 5
PROPULSION MACHINERY EFFICIENCIES
(nominal values)

It should be noted that the above values do not reflect secondary effects such as the high lubrication oil
consumption of diesel options. However, it shows that significant reductions in fuel consumption are
possible by changing from steam to diesel. Matters are; however, much more complicated than a mere
efficiency comparison. Issues such as trade contract, apparent value of BOG, machinery arrangement and
el. power generating concept complicates matters. In any case, the main reasons why ship owners and
operators have not converted to modern machinery seems to be:

The reliability record for steam machinery is good

Boil-off is handled with little extra effort

For the last few years ship designers and shipyards have advocated a fresh look at more efficient machinery
options. A number of reasons for this have been listed. Most of these are well known and will not be
repeated here. However, as part of our development work with the Moss RS we have looked at different
diesel options. We also think that it is particularly important to look ahead when evaluating machinery
options for newbuildings and not only consider the past and presence. After all LNG carriers built today
will serve for 40 years and more. In a later section on economy in this paper, we are presenting cost figures,
which support our contention that serious consideration of diesel type propulsion is now very appropriate.

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Propulsion Machinery Options for the Moss 144 LNGC
This ship concept can be built with conventional steam machinery and will even then give owners reduced
transportation cost when compared with any type 137k vessel. However, the full cost reduction potential of
the 144k will only be realised with machinery having high thermal efficiency. Various combinations of
engines and drives have been investigated in the past and the relative merits and demerits have been
outlined. A critical evaluation of the available options is beyond the scope of this paper. It should be
mentioned that the hull lines and engine room length of the steam version would be retained also for the
diesel options. Only internal support, platform -and access arrangements will be modified.

For our cost comparisons, we have used the two simple configurations shown below, both using heavy fuel
oil and direct propeller drive:

1) One 2-stroke diesel using heavy fuel oil and directly coupled to a fixed pitch propeller.
Propulsion power 25.0 MW.

2) Two 2-stroke diesels using heavy fuel oil. Each directly coupled to a fixed pitch propeller.
Propulsion power 2x 13.25 MW.

Figure 10 shows longitudinal and transverse views of a simplified engine room arrangement covering
option 1) above.

FIGURE 10

MOSS K144 SINGLE DIESEL INSTALLATION

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MONITORING AND CONTROL SYSTEMS
The automation -and alarm systems on LNG carriers cannot be compared to large process plants in
complexity and size. However, when considering propulsion and auxiliary machinery as well as cargo
handling and general ship management, there are a fair number of inputs/outputs and control loops.
It is therefor important to consider this area light of the general developments taking place in computer
hardware and software.
With newly developed hardware and software it is now possible to extract more relevant information from
the local sensors and transmitters than with presently used equipment. In other words, there is a potential for
recovering more operational data and to condition, display and record it in a way that can help optimizing
the operating procedures. The display graphics has also improved considerably and there is now a potential
here for display of information, which will stimulate the operator to enhanced interest and performance.

For various reasons, the monitoring and control systems today largely consists of stand-alone components
with separate controllers and panels of various denomination and origin. The authors believe that there is
room for integration and simplification in this area and this can be achieved by taking full advantage of a
completely integrated system. Such a system will result in overall cost savings as well as improved
operability and reliability.

Kongsberg Simrad has recently launched a Total IAS for LNG carriers. This consists of hardware and
software modules, which can be configured in accordance with the owner s philosophy and requirements
for system architecture and layout. The module system facilitates implementation of new equipment, which
may be realised in the near future, such as reliquefaction, direct diesel- or diesel-electric propulsion.

The standard configuration is as follows:

Control and Monitoring

Cargo and ballast
Power management
Engine room auxiliaries
Integrated load and stability calculations
Bow Thruster Control
Integrated bridge - BridgeLine
Boiler
Propulsion - steam turbines HP and LP
Custody Transfer System - CTS

Safety Management System, SMS

Emergency Shut Down , ESD
Process Shutdown in integration with IAS, PSD
Fire & Gas, F&G

Simulator System
Complete operating manuals
Computer based training
Voyage planning, i.e. BOGSim and TankSim

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Advantages
A complete IAS offers some distinct advantages both to builder and operator. Key words regarding reduced
costs are:
Reduced cable requirements and reduced interfacing
On-line systems configuration which reduces dead time during installation
Reduced variety in spare parts inventory
One-source for system service
Remote service possibility via satellite communication (Inmarsat)

Potential for better functionality and flexibility through:

Integration of all sub-systems
All info displayed on all operator stations
Interaction between all systems on the IAS highway network

Increased reliability and safety can be realized through:

Complete redundancy of all systems
Distributed control stations
Modular, fail-safe hardware
On-line diagnostic functions of all system components
On-board operator training facility
Simple expansion of existing system
Full data export system to ship management on board and onshore

Figure 11 shows a layout of the main twin operator stations of a completely integrated system as outlined
above. An optional bulkhead display of the monitor graphics is also shown.

FIGURE 11
IAS CONTROL ROOM WITH OPTIONAL BULKHEAD DISPLAY

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ECONCOMY OF MOSS 144 LNGC
The principal reasons for developing the Moss Reliquefaction System and the Moss 144k has been to
enhance the competitiveness of the spherical tank concept by contributing to improved LNG chain
flexibility and overall cost reduction. A comprehensive cost analysis has been carried out with inputs from
building yards, engine manufacturers and ship operators and the results will be outlined in this section.

Premises
The ship options included in our cost and revenue comparison have been the standard size 137k as well as
the proposed 144k. Both ship sizes have been evaluated with Moss Reliquefaction System and different
propulsion options. As base case we have used a conventional 137k with steam propulsion and without
reliquefaction. The following options have then been considered and compared:

0. Moss 137k with conventional steam plant and without reliquefaction base case
I. Moss 137k with reliquefaction and twin slow speed diesels
II. Moss 137k with reliquefaction and single slow speed diesel
III. Moss 144k with conventional steam plant and without reliquefaction
IV. Moss 144k with reliquefaction and twin slow speed diesels
V. Moss 144k with reliquefaction and single slow speed diesel

The result presented here are based on the following premises:

1 mton (tonne) LNG = 52 MMBtu

Sailing distance = 6000 nmiles
Number of deliveries per year =12.4
Heavy fuel oil cost = 100 USD/tonne
Sales value of LNG = 179 USD/tonne = 3.50 USD/MMBtu
Heavy fuel oil-parity value of LNG = 100 USD/tonne = 1.95 USD/MMBtu
Project economic life = 25 years
Interest rate = 6.0 %
No difference in annual offhire, harbour dues, taxes and other charterers costs

Results
Selected results from the economy study are shown in Figures 12, 13 and 14.

Figure 12 shows a comparison of the total ship investment cost given as percentages with the 137k base
case as 100 %. It should be kept in mind that the diesel options all cases include a Moss Reliquefaction
System.

Figure 13 shows relative annual LNG delivery for the various options (including boil-off). Note the
increased delivery for the options equipped with reliquefaction.

Figure 14 shows the net annual increase in revenue based on a sales value of LNG delivered of 3.5
USD/MMBtu. It should be kept in mind here that the value of BOG for the based case is set to HFO parity
(i.e. 1.95 USD/MMBtu).

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 103 %

102 %
M OSS 1 4 4
T URB I NE
101 %
ST E A M

M OSS 1 44
100 % DI E SE LS
M OSS 1 37 T WI N
99 % T URBI NE
ST EA M

98 % M OSS 1 37
DIE SE LS
T WI N
M OSS 1 44
97 %
DI ESE L
SI NGLE
96 %

95 % MOSS 1 37
DI E SE L
SINGLE
94 %

93 %

92 %

FIGURE 12
RELATIVE TOTAL SHIP INVESTMENT COST

14.0
9.0 %

8.0 % 12.0
M OSS 14 4
M OSS 14 4 M OSS 14 4
DI E SE L
7.0 % DI E SE LS D I E SE L
M OSS 14 4 SI NGLE
SI NGLE
T WI N
10.0 DI E SE LS
T WI N
6.0 %
M OSS 14 4 8.0
5.0 % T URB I NE
ST E A M
M OSS 14 4
4.0 % 6.0 T URB I NE
ST E A M

3.0 %
4.0 M OSS 13 7
M OSS 13 7 DI E SE L
DI E SE LS SI NGLE
2.0 %
M OSS 13 7 T WI N
M OSS 13 7 M OSS 13 7 M OSS 13 7
T URB I NE
DI ESE LS
DI E SE L 2.0 T URB I NE
1.0 % ST E A M
T WI N
SI NGLE ST E A M

0.0 % 0.0

FIGURE 13 FIGURE 14

RELATIVE ANNUAL LNG DELIVERY NET ANNUAL SAVINGS MILL. USD

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The sensitivities for factors such as sailing distance, BOR, HFO price, LNG value have been investigated
and variations in these factors lead to slightly different end-results. It should also be mentioned that the
comparisons have been made with the same ship regularity (availability) for all options, an assumption,
which might be questioned by some. However, the general trend is as indicated for the typical case
reported here and savings will be significant even for short sailing distances.

The annual savings will be considerable for all options. It is interesting that the 144k with conventional
steam propulsion show a marked improvement over the standard 137k. The reason for this is that the same
hull is used for both options. The most dramatic improvements are, however, realised for the 144k equipped
with reliquefaction system and diesel propulsion.

SUMMARY
In this paper we have attempted to give an outline of technical and economical aspects of recent
development work carried out to make the Moss LNG carrier more competitive and more desirable for LNG
buyers and ship operators. We have particularly emphasised the Moss Stretched Tank concept and the
Moss Reliquefaction System . We are convinced that the implementation of these concepts in
newbuildings will result in significant economic benefits both for long time charter contracts and for
operation in a future spot market..

We hope that despite the conservatism that has always been part of the LNG transportation industry, the
Moss 144 will be interesting to owners and operators and we hope that the latter in the future will be more
open to accept improvements. Small scale individual improvements, if they are many will lead to significant
overall cost saving and long term benefits

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REFERENCES

1. Alternative Propulsion Plants for LNG Carriers.

B. Borgaas, Kvaerner Maritime a.s, 1994

2. Diesel-Eectric Propulsion for LNG Carriers

R. Courtay, GEC Alsthom Technical Review No. 16, 1995

3. LNG Reliquefaction System Development Report.

C.J. Rummelhoff, Kvaerner Maritime a.s 1996

4. Continued Development of LNG Carriers Toward Enhanced Productivity.

A. Sipila, Kvaerner,Masa Yards, Gastech 1998.

5. Comparative Study of Propulsion Alternatives for LNG Carriers.

AESA Technology Centre/Manises Diesel Co. 1999

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