clean, green shipping: innovative vessels designs and barges

Clean, green shipping: innovative vessels designs and barges

Ioannis Bakas Technical Manager, HELENGI ENGINEERING Special Projects Manager, NAP ENGINEERING

POSEIDON MED II: setting the scene for LNG as marine fuel in East Med University of Nicosia 18th October 2018

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1. Using LNG as marine fuel

2. Innovative Vessels’ Designs

3. Bunker (Barges) Vessels’ Designs

4. LNG system innovation on board

5. Near Future

Innovative vessels designs & barges

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5. Near Future


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BOTTLENECKS: - No regulatory standards in force

yet - Supply Chain in place but yet to

be stabilized - LNG Small Scale Bunkering

Infrastructure is not yet in place in the Mediterranean

- Uncertainty of the relative price – LNG import countries pushing for LNG index not linked to oil crude prices

ADVANTAGES : - Environmental Benefits: reduction

in air emissions - Through Life Lower

operational/maintenance costs - Strong growth in Natural Gas

supply led by US shale gas and Australian intensive exports

- Compliance with Global Environmental Regulations

- Voyages strong safety record since early 60s

- LNG Terminals have identified the small scale LNG gab and are reverting with new facilities

- Mature technology

Using LNG as marine fuel

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Ship-owners can either opt for dual fuel vessels or for single fuel.

Advantages of using dual fuel vessels: - Reduces overall corporate risk if there is an interruption to supply of LNG

and allows vessels to be interoperable in remote regions. - Provides corporate stability if pricing changes significantly for either

Diesel or LNG. - Allows a “soft start” into LNG operations ensuring companies have

adequate supply, as well as proper training of shipboard teams.

Using LNG as marine fuel

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5. Near Future

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INNOVATIVE VESSELS’ DESIGNS Driving forces towards hull and onboard systems innovation: 1. Maximizing the economy of scale factor still plays a key role in “blue water” marine

segment. However, due to fuel prices pressure, innovation is constantly in need of bringing forth designs that will better balance the function of minimizing fuel by taking the maximum cargo space usage.

2. The “Green Ship” concept is particularly quite attractive in cruise sector, where passengers are critically investigating their ship regarding her environmental footprint and impact.

3. Linked to the above, a “green” cruise ship or ferry will be more suitable for sailing in sensitive waters, like the Artic or northern Canada.

4. Oil is in a transition phase due to emission reduction. Alternative fuels are foreseen, some of them displaying a very promising picture to ship-owners. LNG is one of them and already becomes a more mature alternative fuel. As barriers related to technology and infrastructure are removed, ship owners in all segments are looking to distinguish themselves through more sustainable and cleaner transportation by adopting it as marine fuel.


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INNOVATIVE DESIGNS OF LNG FUELED SHIPS UNDER DEVELOPMENT

2. Bulk Carrier “PROJECT FORWARD” Arista Shipping

OBJECTIVE “To develop a bulk carrier vessel which will comply with all known environmental regulations, current and forthcoming, with a highly competitive capex and opex. Mr. Alexandros Panagopulos, Chairman, Founder, Project Forward

• Forward Ships has applied existing and tested technology to design a cargo ship that emits up to 35% less CO2, 80% less NOx, 99% less Sox, 99% less PM than conventional ships

• Technology convergence, and Forward Ships’ clever approach, has enabled functionality which made our concept financially viable way, for the first time.

• Shell, one of our world-class partners in our project, calls Forward Ships a “Game-Changer” and is ready to accelerate the roll-out of LNG bunkering infrastructure for our launch in 2020.

Mr. Antonis Trakakis Technical Director Arista Shipping

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Blue Star Ferries LNG Ro/Pax Ferry: Innovative design

Innovative elements: • Almost no SOx, NOx emissions due to LNG • Optimized hull form, resulting in 10% less

resistance and 34% less CO₂ • Application of novel on board operating

systems for minimizing the environmental footprint

• Ready for “cold ironing” future installation

Compliance with:

- SOLAS 2009 - Safe Return to Port – SOLAS 2010 - Stockholm Agreement - IGF Code

INNOVATIVE COMPACT RO/PAX VESSEL 135 m

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Blue Star Ferries LNG Ro/Pax Ferry: Innovative elements The very first COMPACT RO/PAX design in Greece adopting IGF (LNG as fuel) & “SAFE RETURN to PORT” SOLAS 2010 Rules Scope: to deliver the Detailed Design of a new breed of compact Ro/Pax ferry in such order so as to receive “Approval in Principle” by Lloyd’s Register. Scope of work has been initiated through the POSEIDON MED II Inputs, Optimization of ship's hull form, Final Design o Specific Owner’s (Blue Star Ferries) capacity requirements o Drag reduction: Resistance prediction and hull form improvements, especially in the stern area by

taking into account inputs from CP Manufacturer. o ADVM (Analytical Distributed Volume Method) applied at this design stage, resulting a 10%

resistance reduction o Operating profiles: Running on LNG as main fuel, including a special SRtP scenario. Main study route

selected is the Piraeus – Kastellorizo route via Dodekanissa. o CO₂ production: Due to dual-fueled engines and hull optimization, a total of 34% reduction of CO₂

emissions is expected compared to similar sized vessel with conventional engines.

o Two TCS are foreseen.

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LNG RETROFIT DESIGN – CASE OF “APILIOTIS” RO/RO TANKER - APILIOTIS

Innovation: Capability to trade 2 different cargoes: Oil products and LNG

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South East Asia’s 1st LNG Tug “KST LIBERTY”

• Designed by KEPPEL O&M • Dual fuel • The LNG is carried in containerized, type C tanks on the main deck • Refueling done by truck to ship operations or replacing the empty tanks with replenished

ones • The fitted LNG tanks allow for extended harbour operations without the need for re-fuelling,

enhancing operational efficiency • Enhanced maneuverability • SHELL to supply the LNG fuel & FueLNG to provide the LNG bunkering services.

Source: https://worldmaritimenews.com/

https://www.lngworldnews.com/

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LNG-fuelled fishing vessels

Application to fishing vessels with LNG propulsion: Fishing vessels are responsible for the largest portion of the energy consumed in and emissions resulting from the seafood product value chain. The use of LNG on energy-demanding vessels with high catch and regular coastal routes, such as coastal trawlers in Norway, appears more environmentally and economically attractive because: - Natural gas and bunkering stations are available in Norway - It is easier to predict fuel consumption for vessels with specific routes - Coastal vessels require smaller LNG tanks and can allocate more space to fish holds. - Demersal trawlers consuming a considerable amount of energy and produce considerable pollution. - The Norwegian NOx tax and fund system promotes switching to LNG propulsion - Extreme cold from the LNG regasification process can be recovered for cargo cooling, and thus, fuel

consumption and associated emissions can be reduced in this manner.

The 86m long “Libas” vessel to be the first fishing trawler to be powdered by LNG

Hindrances:

- Space required for installation - Bunkering opportunities - Technology transfer of LNG-fuelled propulsion from other types of vessels to fishing vessels requires re-innovation, adapted to new use.

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Innovative Container Vessel “Isla Bella”

• US container operator TOTE Maritime built two -2 - LNG-powered ships of “Marlin Class” serving USA-Puerto Rico trade.

• To comply with the US and Caribbean Sea ECAs by applying the most environmentally friendly compliance strategy.

• She is the first Container Ship world-wide sailing on LNG. • An excellent operational history in the last two years on the particular trade route. “This ship is a great American story of vision, innovation, hard work, and determination. Indeed, the Isla Bella is the most environmentally friendly containership in the world today. With over 90 percent of all trade moving on the water, our involvement with this project will help to shape standards and regulations globally that advance the balance among commerce, security, and environmental sustainability. I congratulate everyone who played a part on this historic project.” Capt. Jonathan S. Spaner, Commander USCG, Sector San Diego

Delivering innovation in LNG-fuelled container ships

Source: https://www.totemaritime.com/

TOTE’s LNG-fuelled “Isla Bella”



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5. Near Future

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Semi-ballastable barge transporter Venice LNG bunker vessel proposal

• Dual function: barge and tug vessel, in Venice Lagoon • Engineering design by SENER • Dual-fuel vessel: space for 1000 m³ marine diesel oil & 4000 m³ of LNG • Type C tanks • Approval-in-principle from DNV GL • Co-funded by the European Union, within the framework of POSEIDON MED II • LNG will be loaded initially from the Adriatic LNG Terminal. View to create new

facility on Porto Marghera’s Southern Industrial Channel.

Source: https://www.lngworldnews.com/


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AMALTHEIA 1 LNG Bunker / Feeder vessels

MAIN PARTICULARS • Length overall: appr. 74.5 m

• Breadth moulded: appr. 15.6 m

• Normal speed: appr. 14 kn • Delivered Cargo capacity: between 1000 –

1300 m³

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AMALTHEIA 3 MAIN PARTICULARS

• Length overall: 102.2 m

• Breadth moulded: 18.5 m

• Normal speed: 13.5 kn • Delivered Cargo capacity: 3000 - 3300m³

LNG Bunker / Feeder vessels

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AMALTHEIA 7 MAIN PARTICULARS

• Length overall: appr. 121.8 m

• Breadth moulded: appr. 18.5 m

• Normal speed: appr. 12 kn

• Delivered Cargo capacity: 7000 - 7500 m³

• Corinth Canal transit capability

TWO TANK OPTIONS

• With membrane tanks @ 7000 m³

• With Type C Bilobe Tanks @ 5000 m³


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The design of both “AMALTHEIA 1” & AMALTHEIA 7” is part of POSEIDON MED II Deliverables and has been examined by Lloyds Register. The design of “AMALTHEIA 3” is initiated by market response and is not part of POSEIDON MED II.

All “AMALTHEIA” class of vessels have the following characteristics/ performance requirements: - Equipped with an effective transfer (crane or robotic arm) system able to reach any type of LNG fuel

vessels (open deck or enclosed bunker station)

- High maneuverability & turn around capability for operation in ports

- Able to load cargo from any LNG Terminal with a small scale LNG pier

- Efficient BOG handling system for onboard fuel use or for keeping cargo physical characteristics

- Able to deliver nitrogen to client vessel and to manage her BOG via vapor return line

- Unrestricted sailing capability for offering maximum supply flexibility

- Building costs have been verified by European and Asian Shipyards

- CAPEX is getting attractive to potential Ship-Owners, following equipment cost reduction

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5. Near Future

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LNG System innovation on board

Process Design and System Dimensioning

- Project Input

- Engine Consumption

- Vessel Bunkering Profile

- Available Space for Tanks

- Project Output

- Detailed system design and dimensioning

- System Redundancy design approach

- Accurate Control and Safety System

- Dynamic Process Simulation

- Operators Training & Documentation

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Bunkering Simulation Set Up

Bunker Station

LNG TANK

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Modeling and Controlling LNG physical conditions in Tank

PBU – Tank Pressure control system optimization

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LNG Type-C Tank Innovative Design

- IMO/IGF Design Compliance

- Self supporting pressure vessel

- Perlite + vacuum insulation design

- No secondary barrier required

- No restriction on partial filling

- No bog losses

- Volume ranges from 100m³-2500m³

- Storage period extended

- Pressurization of the tank allows continuous fueling operation and eliminates rotating

equipment use

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5. Near Future

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Greece:

1. Revithoussa LNG Terminal to incorporate Small Scale LNG Infrastructure

2. LNG Bunker Vessels Designs are already mature

3. Retrofit LNG Designs of existing vessels are already available, ready for procurement

4. Experience is now gained in new built LNG ferry designs

Global (https://worldmaritimenews.com):

“Major shipping companies, who previously did not show great interest in LNG, are now starting to review their position. With the recent LNG bunker supply contracts we signed with Brittany Ferries and CMA CGM, we proved that we were both strongly supporting the use of LNG as a marine fuel and that we were able to provide dedicated logistics and tailor-made solutions to our customers.”

Olivier Jouny, Managing Director, Total Marine Fuels Global Solutions “In February 2018, 122 LNG-fuelled marine ships were being built or sailing and 143 vessels were on order. That represents a very rapid growth considering that four years ago, in 2014, there were 56 LNG vessels, that’s less than 50 percent of actual numbers”.

Dr. Marc Perrin, Independent Consultant for ENGIE Lab CRIGEN

Near Future

https://worldmaritimenews.com/

Ioannis Bakas Technical Manager, HELENGI Engineering Special Projects Manager, NAP Engineering

clean, green shipping: innovative vessels designs and barges

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