JANUARY 8, 2015 — Zwijndrecht, Belgium, headquartered dredging and hydraulic engineering specialist DEME reports the start of construction of its latest newbuild, the dual fueled multipurpose vessel Living Stone. The vessel is
DECEMBER 14, 2014 — Helgoland, Germany’s first newbuild LNG fueled seagoing vessel was christened and made its maiden voyage December 11. Built by the Fr. Fassmer shipyard, the 83 m x 12.6
The project involved retrofitting two MAN B&W S70ME-C HFO-burning engines in the chartered Q-Max vessel Rasheeda with gas-burning M-Type Electronically Controlled – Gas Injection (ME-GI) Systems, which have now been successfully commissioned.
The retrofit modification meets all current and foreseen global emissions regulations.
Nakilat-Keppel Offshore & Marine (N-KOM) carried out the conversion at its Erhama bin Jaber Al Jalahma Shipyard facilities in the major Qatari port of Ras Laffan Industrial City.
The project collaborators, including MAN PrimeServ, installed the ME-GI system on the vessel at the shipyard in June 2015. The partner for the ME-GI fuel supply system is TGE Marine Gas Engineering GmbH,
Christian Ludwig, Head of Retrofit and Upgrades, MAN PrimeServ, said: “This is a fantastic milestone in our company’s history. It is a lighthouse project, and there has been a remarkable partnership and cooperation through this historic conversion. Our ME-GI order book now stands at 140 orders – for different vessel sizes and applications, which we see as a compelling case for our technology to be designated the industry standard.”
Nakilat Managing Director Eng. Abdullah Al-Sulaiti, said, “The success of the ME-GI project is the culmination of years of cooperation with Qatargas, RasGas and MAN Diesel & Turbo as turnkey project manager. In late 2013, Nakilat worked with our charterers to implement a pilot conversion on Q-Max Rasheeda, the first retrofit ME-GI project ever to be implemented in the marine industry. This is a milestone moment for all involved parties.”
MAN Diesel & Turbo reports that the vessel’s ME-GI units have displayed a seamless change between fuel-oil and gas operation – a key characteristic of the ME-GI technology.
The Qatar fleet comprises 14 Q-Max and 31 Q-Flex LNG carriers, all using dual MAN Diesel Turbo’s S70-ME low-speed diesel engines for propulsion.
THE ME-GI ENGINE
The ME-GI engine gives shipowners and operators the option of utilizing oil or gas fuel depending on relative price and availability, as well as environmental considerations.
The ME-GI uses high-pressure gas injection, allowing it to maintain the attributes of MAN B&W low speed engines that have made them the default choice of the maritime community.
The ME-GI is not affected by the derating, fuel-quality adjustment or methane-slip issues that have been seen with other dual-fuel solutions.
MAN Diesel & Turbo sees significant opportunities for gas-fueled tonnage as fuel prices rise and exhaust-emission limits tighten. Research indicates that the ME-GI engine delivers significant reductions in CO2, NOx and SOx emissions, with its negligible methane slip makes it the most environmentally friendly technology available.
An ME-LGI counterpart that uses LPG, methanol and other liquid gases is also available and has already been ordered.
Called “Project Forward,” it aims to to develop a commercially feasible LNG-fueled dry bulk carrier design capable of complying with IMO’s Energy Efficiency Design Index 2025 standards, NOx Tier III and Marpol Annex VI SOx emission levels.
The project, which is led by Athens-based bulk carrier owner Arista Shipping, began officially in May this year.
“Project Forward aims to become a milestone for the shipping industry and in particular for owners and operators of cargo ships,” says Arista Shipping Principal Alexander P. Panagopulos. “Owners must decide within the next 5-10 years whether gas as fuel is a practical means of compliance with lower emissions standards and this project will enable all of us to understand its feasibility.”
The concept design will be based on the highly-optimized Deltamarin B.Delta design suitable for ships between 82,000 and 210,000 dwt. It will employ GTT’s membrane-type LNG tanks for fuel containment.
“Compliance with stricter environmental regulations has led owners to consider the potential of using LNG as fuel for cargo vessel newbuildings,” states Deltamarin Managing Director Mika Laurilehto. “There is a clear need to turn this potential into a proven solution for the dry bulk carriers that make up such a large proportion of the world fleet.”
The project will also address the existing dry bulk fleet by developing a modularized LNG fuel retrofit solution for bulk carriers of various sizes.
ABS will conduct concept and detail design approvals according to its rules for bulk carriers and gas-powered ships.
“ABS has gained valuable insights from real-world experience classing the world’s first deepsea ships powered by LNG,” says ABS Vice President of Global Gas Solutions Patrick Janssens. “Our work with owners, designers and shipyards on LNG as fuel and LNG-ready projects brings unique value to Project Forward in enabling the safe adoption of this new fuel type.”
Project Forward will include a number of stages, with a first time horizon of two years’ applied research and development work.
Initial research indicates that the expected emission reductions from Project Forward could be 40% for CO2, 80% for NOx and 98% for SOx.
“It is time for the shipping industry to move forward and embrace the potential of gas-fueled merchant ships,” says GTT Vice President LNG as Fuel division Jacques Danton. “At this time, we can recognize market leaders launching LNG projects now in order to be the first on the learning curve. During the ramp up phase of LNG as fuel, autonomy will be a key feature for integrated solutions as provided by membrane technology.”
The U.S. Coast Guard recently issued a notice in the Federal Register that it would review a proposal by Washington State Ferries (WSF) to modify its marine terminal operations to handle Liquefied Natural Gas (LNG). The LNG would be used to fuel its six Issaquah Class ferries. Last year on June 27, the Coast Guard Sector Puget Sound had received a Letter of Intent (LOI) and a Waterway Suitability Assessment (WSA) from Washington State Ferries to modify their marine terminals to handle LNG.
In accordance with regulation and policy guidance, the Captain of the Port (COTP), Coast Guard Puget Sound Sector, in cooperation with key stakeholders, will review and validate the information in the WSA. Once the COTP reviews the WSA, he will issue a Letter of Recommendation to the Washington Department of Transportation recommending the suitability of the Puget Sound waterways that will be used for LNG marine traffic as it relates to safety and security. Public comments received last November regarding WSF’s proposal will be considered in the development of the COTP’s Letter of Recommendation. Some of the comments received expressed concern about the exposed location of the LNG tanks on the top deck of the converted ferries and how they could potentially pose a security threat. Other comments thought that LNG poses a pollution threat to the environment. The Coast Guard will examine WSF’s Emergency and Operations Manuals covering the LNG transfer system and transfer procedures.
Proposed conversion
Once WSF receives the Letter of Recommendation from the Coast Guard, it will be able to move forward with the retrofit of the first Issaquah Class ferry, which will serve as a proof of concept for the remaining vessels in the class. The diesel-powered ferries carry about 1,200 passengers and 124 vehicles.The state’s ferries, says WSF, are the largest single source of marine carbon emissions in the state. It expects to cut CO2, particulate matter, SOx, and NOx emissions significantly with the use of LNG s a marine fuel. The WSDOT also expects to reap some cost savings, although the picture is not as compelling as it was last year when oil was at $100 per barrel.
During testimony this past January before a State Senate Energy, Environment and Telecommunication Subcommittee, Lynne Griffith, Assistant Secretary of Transportation, Ferries Division, said there would be a $1 per gallon savings when burning LNG as compared with burning Ultra Low Sulfur Diesel. WSF burns about 18 million gallons of fuel annually. The cost of fuel now represents about 23 percent of the Fiscal Year 2013-2015 operating budget as compared with 11 percent in Fiscal Year 2000-2001. Any ferries that would burn LNG would have to be refueled by tanker truck every seven to 10 days.
Last year on June 27, the Coast Guard Sector Puget Sound had received a Letter of Intent (LOI) and a Waterway Suitability Assessment (WSA) from Washington State Ferries to modify their marine terminals to handle LNG. In accordance with regulation and policy guidance, the Captain of the Port (COTP), Coast Guard Puget Sound Sector, in cooperation with key stakeholders, will review and validate the information in the WSA. Once the COTP reviews the WSA, he will issue a Letter of Recommendation to the Washington Department of Transportation recommending the suitability of the Puget Sound waterways the will be used for LNG marine traffic as it relates to safety and security.
Public comments received last November regarding WSF’s proposal will be considered in the development of the COTP’s Letter of Recommendation. Some of the comments received expressed concern about the exposed location of the LNG tanks on the top deck of the converted ferries posed a security threat. Other comments thought that LNG poses a pollution threat to the environment. The Coast Guard will examine WSF’s Emergency and Operations Manuals covering the LNG transfer system and transfer procedures.
Proposed conversion
Once WSF receives the Letter of Recommendation from the Coast Guard, it will be able to move forward with the retrofit of the first Issaquah Class ferry, which will serve as a proof of concept for the remaining vessels in the class. The diesel-powered ferries carry about 1,200 passengers and 124 vehicles.
The state’s ferries, says WSF, are the largest single source of marine carbon emissions in the state. It expects to cut CO2, particulate matter, SOx, and NOx emissions significantly with the use of LNG s a marine fuel.
The WSDOT also expects to reap some cost savings, although the picture is not as compelling as it was last year when oil was at $100 per barrel. During testimony this past January before a State Senate Energy, Environment and Telecommunication Subcommittee, Lynne Griffith, Assistant Secretary of Transportation, Ferries Division, said there would be a $1 per gallon savings when burning LNG as compared with burning Ultra Low Sulfur Diesel. WSF burns about 18 million gallons of fuel annually. The cost of fuel now represents about 23 percent of the Fiscal Year 2013-2015 operting budget as compared with 11 percent in Fiscal Year 2000-2001. Any ferries that would burn LNG would have to be refueled by tanker truck every seven to 10 days.
JULY 1, 2015 — MAN Diesel & Turbo licensee Mitsui Engineering & Shipbuilding Co., Ltd. (MES) recently tested the very first ME-LGI engine to ever be commercially produced at its Tamano, Japan,
JUNE 15, 2015 —The European Innovation Project LeanShips will get underway this week at a two day kick off at the Gorinchem, Netherlands, of Damen Shipyards Group. LeanShips – Low Energy And
JUNE 4, 2015 — In a ceremony at Nor-Shipping today, DNV GL presented Japan’s Oshima Shipbuilding Company with an Approval in Principle (AIP) certificate for an LNG-fueled Kamsarmax bulk carrier. The innovative
MARCH 20, 2015 — Rolls-Royce has secured a contract with Keppel Shipyard in Singapore to supply two Bergen B35:40V20AG all-gas engines for power generation on-board a Floating Liquefaction Vessel (FLNGV) owned by
