2_LNG Experiences2009 – Design offer for a LNG-fuelled power plant – inquired by MANRef. MAN2009/10 – Investigation to convert aconventional Ship Design to a gas fuelled one.Partners: MAN/GL2012 – R&D Project – Power Generation Concept for a LNG-Storage and Production Offshore PlatformRef. Siemens2011/13 – Design for a Gas Fuelled Feeder Container Vessel.Approval in Principle by DNV Partner: Hansa ShippingToday All new designs with different levels of pre-outfitting for LNG
3_LNG cleanest option to fulfil MARPOL Annex VI Ref.
4LNG ECA MARPOL Main Engine Gas System _LNG cloud or another Loop in Ship DesignRulesNorth AmericaIGF codeTIER IIIMSC.285(86)ECAClassMARPOLNorth SeaBaltic SeaTIER IILNG4 strokeBoil off2 strokeLow PressureCylindricalPrismaticHigh PressureGas tankGas prepareMain EngineVacuumGas SystemBlow offGas mode optimizedLiquid fuel as second or as back-upSafetyGas transferInertizing2nd barrierAftertreatmentBursting discsBunkeringSCREGR
5Best Transport Efficiency (TE) for Intended Service _LNG how to start?Main Design CriteriaBest Transport Efficiency (TE) for Intended ServiceFGCTE = ____________TEUhom x nmService – Transportation Task defined by Owners according real needs
6_Decision for Main Engine Otto cycle against Diesel cycleLow pressure <10 bar High pressure up to 300 bar4 stroke and 2 stroke strokePilot/ Liquid fuel1% %Amount of liquid fuel constant Amount of liquid fuel increase with lower loadsOperating at all loads in gas mode At 15-20% load switch to % liquid fuelMaximum outputOptimized for gas operation Diesel engine operating on liquid fuel and gasOperating with liquid fuel is lessefficient, just back-up onlyLower maximum output Same maximum output like conven tional oneAftertreatmentTier III in gas mode Tier III in gas mode by EGRTier III in liquid fuel mode by SCR Tier III in liquid fuel mode by EGRNo aftertreatment in gas mode Aftertreatment in all modesMethan slip2-4% of SFOC % of SFOCGas qualityMin. Methan Number of 80, No limits for methan numberwhich is near half of global supply
7_Decision for Main Engine There still remains the question for the decision maker:Trust, Experiences, Better Marketing, Needs, Advantages?
9Challenge of Compromise _LNG Tank ArrangementTargetRiskFactsSubstitute of liquid fuel bunker without any lossesLoss of space, dead-weight, stability3.5-fold space requirement against liquid fuel for C-Tanks and 2.5 for B-TanksChallenge of Compromise
10_LNG Tank Arrangement proposals Advantage:No loss of cargo spaceFits for later installationDisadvantage:Weight distribution aftHigh COG
11_LNG Tank Arrangement proposals Advantage:No loss of cargo spaceLower COG than proposal beforeDisadvantage:Partially suitable for later installation
12_LNG Tank Arrangement proposals Advantage:Best regarding COG and weight distributionNearest to Engine roomDisadvantage:Loss of cargo spaceNo later installation
13_Development project for Hansa Shipping LNG READY
14_Basic Design Requirements Owners Requirements: technical specification, description of the vesseloperational profileClass Requirements: construction rulesLR, DNV, GL, BV …Statutory Rule Requirements: IMO, SOLAS, MARPOLto consider:emission control areasheat recovery systemsEEDI - indexballast water treatmentEconomic Requirements: minimized service costfuel oil efficiencyminimized constructioncost (Light ship weight),effective design processLoops of Ship Design Process14
15_AddressThe managing partners are: Mr. Gerald Hadaschik Mr. Helge Sell Mr. Stephan Merkel Mr. Roland Gräber Neptun Ship Design GmbH Kurt-Dunkelmann-Str. 4, Geb Rostock, Germany Phone: +49 (0) Fax: i+49 (0)