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LNG - Design
An artist’s impression of the ballast-free bulk carrier
GTT launches LNG Optim
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France’s GTT has launched LNG Optim, a new digital ‘Smart Shipping’ solution. This tool helps LNG operators, and LNG tankers or LNG-fuelled vessels, to prepare the voyages of their vessels in order to reduce the overall fuel consumption and to manage Boil-off gas in the tanks.
For several years, GTT Group has been extending its range of services to support the maritime industry in its digital and energy transformation, with the launch of Smart Shipping solutions to optimize the energy performance of ships.
The LNG Optim solution, based on GTT’s unique expertise in studying boil-off gas management and developed in collaboration with the Group’s subsidiaries, Ascenz, Marorka and OSE Engineering, has already been adopted by major players in LNG shipping.
The studies performed by GTT to design this solution took into account the modelling of complex phenomena such as LNG ageing, the influence of sea states on Boil-off gas generation, as well as the impact of active systems like reliquefaction plants and subcoolers.
Philippe Berterottière, Chairman and CEO of GTT, said, “This new technological innovation from GTT, which is the result of joint work between the different teams of the Group, marks our ambition in the very promising field of “Smart Shipping”. Our Digital offer aims to support ship-owners, charterers and operators in the energy transition, by optimising the operational and environmental performance of their LNG-fuelled vessels.”
Meanwhile, GTT has announced various orders for LNG tanks for LNG tankers building in various shipyards: • With South Korea’s Hyundai Heavy Industries (HHI) for the tank design of three new LNG tankers on behalf of an Asian ship-owner. As part of this order, GTT will provide the design and associated engineering services for the tanks of the vessels which will each offer a capacity of 174,000 m3. The LNG tanks will be fitted with the GTT Mark III Flex membrane containment system. Deliveries of the vessels are scheduled for the second and third quarters of 2024. • With South Korea’s Samsung Heavy Industries (SHI) for the tank design of three new LNG tankers on behalf of a shipowner whose name remains confidential at this stage. GTT will design the tanks of the vessels which will offer a cargo capacity 180,000 m3 and will be fitted with the Mark III Flex membrane containment system, a technology developed by GTT. The vessels will be delivered between the second quarter of 2023 and the first quarter of 2024. • With China’s Jiangnan Shipyard (Group) for the cargo handling system and tank design of a LNG tanker on behalf of the Chinese shipowner JOVO. This is GTT’s first order for a membrane LNG tanker from Jiangnan, making the shipyard the second Chinese LNG tanker yard to construct a vessel with GTT technology. GTT will design the tanks of the vessel with a cargo capacity 79,800 m3. The vessel will be fitted with the GTT’s Mark III Flex membrane containment system and will be the first LNG tanker built in China to be fitted with the Mark III technology family. The vessel will be delivered in the fourth quarter of 2023. • With South Korea’s Hyundai Samho Heavy Industries (HSHI) for the tank design of two new LNG tankers on behalf of an European shipowner. GTT will design the tanks of the vessels, which will offer a cargo capacity 174,000 m3 and will be fitted with the Mark III Flex membrane containment system, a technology developed by GTT. The vessels will be delivered in the first quarter of 2024.
GTT has also combined with China’s Hudong Zhonghua Shipbuilding Group (HZ), for a double Approval in Principle (AiP), from China
Classification Society (CCS) and DNV, for the ‘Ballast-Water-Free’ LNG Bunker & Feeder vessel concept. The received AiPs recognise the compliance of this ‘Ballast-Water-Free’ vessel design with the rules and codes relating to ocean-going vessels, their construction and equipment. The design fitted with GTT’s membrane system enables the construction of more economical and environmentally friendly vessels.
The majority of merchant vessels worldwide uses ballast water when the bunkers are empty or partially loaded in order to maintain seaworthy conditions. Therefore, a considerable quantity of ballast water is carried by ships every day. Even when ballast water is treated, there is a risk of transferring harmful aquatic organisms and pathogens from one area to another. The solution developed by GTT eliminates this risk completely. In addition, removing the ballast water treatment system also reduces the energy consumption and CO2 footprint of the vessels.
A ballast-free vessel also offers advantages in terms of investment and operational cost, simplification of vessel operation, reduction of corrosion and prolongation of lifetime. An extensive test campaign in the hull test tank has demonstrated the good sailing and seakeeping capabilities of the design.
Philippe Berterottière, Chairman and CEO of GTT, said, “This major technological innovation to improve both the environmental and economic performance of LNG Bunker & Feeder vessel has been made possible thanks to the support of our partner Hudong Zhonghua. We welcome the approvals of CCS and DNV, which allow us to offer our ship-owners and charterers customers a high-value technology solution. GTT once again demonstrates its ability to innovate in order to make vessels ever more environmentally friendly and in line with the environmental guidelines of the maritime industry.”
DNV award AiP to SHI
DNV has awarded an Approval in Principle (AiP) to South Korea’s Samsung Heavy Industries (SHI) for a ‘Fuel Ready’ (ammonia, D, S, Ti) class notation for its 300,000 dwt LNGfuelled VLCC design.
SHI has developed a fuel ready concept for a VLCC with dual fuel diesel/ammonia as a potential fuel combination after conversion from dual fuel diesel/LNG. The AiP award confirms the general feasibility of the design. It was found that there are no showstoppers in realising the DNV class notation ‘Fuel Ready’ after examining the shipyard’s drawings. The newly released ‘Gas Fuelled Ammonia’ notation has also been applied in the process.
“The global maritime industry is at a critical juncture in terms of being ready to respond with low-carbon ship design. Through DNV’s AiP for ammonia ‘Fuel Ready’ design, SHI is making an effort for commercialisation of alternative fuel solutions for global shipowners considering newbuildings or converting ammonia-fuelled ships in the future,” said Ho-hyun Jeong, EVP and Head of SHI’s Engineering Operations.
“We are very happy to work with SHI in this innovative ‘Fuel Ready’ VLCC concept,” said Knut Ørbeck-Nilssen, CEO of DNV Maritime. “DNV has been pioneering the research and
Approved BWTS solution ready for installation
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development of viable future marine fuels, including ammonia. As a trusted voice to tackle global transformations, our role is to support the industry in bringing new low-carbon ship designs to life in a safe and sustainable manner.” The AiP incorporates the attributes S (structure) and Ti (tank installed). A high-level verification of ammonia applicability for the C-tanks installed on-board the VLCC was also performed. At the time of newbuild, the vessel will still be subject to a full review of documentation requirements pertaining to the applied rules.
In addition to ‘Fuel Ready’, DNV also offers a dedicated ‘Gas Fuelled Ammonia’ class notation, aimed at shipowners looking to build ammonia fuelled vessels now. The new notations were launched on July 1st, 2021 and will enter into force January 1st, 2022.
BV award AiP to MHI
France’s Bureau Veritas (BV) has delivered an AiP to Mitsubishi Shipbuilding – part of Mitsubishi Heavy Industries (MHI) Group – for a cargo tank system to be mounted in a liquefied CO2 (LCO2) tanker.
LCO2 tankers transport liquefied CO2 in a low temperature, high-pressure state. They play a pivotal role in the carbon dioxide capture, utilisation, and storage (CCUS) process, by transporting CO2 from its emission sources to storage sites or facilities for utilisation. Demand for these vessels is expected to increase in the future, as CCUS is attracting attention worldwide as an effective means to achieve decarbonisation. BV reviewed the design of the LCO2 cargo tank system and confirmed that it meets the technical and regulatory requirements and standards for safety. The inspection of this system was conducted based on the International Gas Carrier (IGC) code, which applies to marine vessels carrying liquefied gas in bulk, as well as BV’s ship classification regulations.
Alex Gregg-Smith, Senior Vice President & Chief Executive, North Asia and China at BV commented, “This AiP recognises that Mitsubishi Shipbuilding’s new LCO2 technology meets our class rules and standards. I would like to thank Mitsubishi’s team for their trust, and BV is proud to help advance innovation and new technology that is much needed to achieve a low-carbon future.”
Finland’s Deltamarin has signed design contracts with China Merchants Jinling shipyard (Weihai) for the complete basic and detail design packages of three ro/pax vessels. These are the 10th, 11th, and 12th Stena E-Flexer vessels for two different end clients.
Stena’s E-Flexer class has been developed with a basic concept, but is flexible and adapted to customer needs, both commercially and technically. The concept combines cargo and passenger capabilities, and the vessels are substantially larger than today’s standard ferries. The Stena E-Flexer class is at the forefront in terms of sustainability, and sets a new standard for emissions, costs and energy efficiency, as well as performance.
Vessel No. 10 will be chartered by a Canadian federal Crown corporation, Marine Atlantic, from Stena RoRo. The vessel will have a capacity of 1,100 persons and approximately 2,600 lane meters. It has LNG dual fuel engines and a battery hybrid solution to minimise emissions. The ship will enter service in eastern Canada between Newfoundland and Nova Scotia in 2024.
The vessels Nos. 11 and 12 will be chartered by Brittany Ferries from Stena RoRo. Both ships will have a capacity of 1,400 passengers. Cargo capacities have been tailored for the planned services and differ in terms of total lane meters and lane meters intended for cars. Both ships will be equipped for LNG operation, meaning that they can run on LNG, biogas or other new fuels such as ammonia. In addition, the ships will have a large battery hybrid solution of 10 MWhr for propulsion and manoeuvring in port and an 8 MW electric shore connection for charging the batteries.
An artist’s impression of the MHI LCO2 tanker
SORJ
An artist’s impression of the Canadian E-Flexer
