A design from
Hyundai Mipo Dockyard (HMD) for a 6,600-cubic-metre (cbm) liquefied natural gas (LNG) bunker vessel has received approval in principle (AIP) from Lloyd's Register (LR). The design will be capable of supplying both small-scale requirements and the current maximum expected requirements for large ships trading worldwide.
Compliant with the requirements of the revised International Code of the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code), the design incorporates two cylindrical type 'C' tanks, a reliquefaction plant, a new and sophisticated loading arm and high manoeuvrability for safe operations. The design is available in both single and twin screw with different propeller options.
Chang-hyun Yoon, EVP of HMD Initial Planning Division said: "We have steadfastly invested in developing a wide variety of gas ship designs not only to respond quickly to the market demand, but also to lead the market. For this reason, we have prepared three prototypes of 6,600-cbm (single or twin screw) and 15,000-cbm dual-fuelled LNG bunkering vessels targeting to operate in Zeebrugge's small LNG terminal for LNG fuel in order to develop a global market for the LNG bunkering business."
The 6,600-cbm bunkering vessel is designed to have two cylindrical tanks and a no-bulbous bow shape, while the 15,000-cbm vessel has three bi-lobe tanks and a bulbous bow.
Both 6,600-cbm and 15,000-cbm bunkering vessels are said to be fully compliant with NOx Tier III in gas mode, and equipped with a re-liquefaction plant (1,000 kg/h), a gas combustion unit, a different combination of thrusters and a flap rudder for better seakeeping ability at rough sea.
Leo Karistios, Gas Technology Manager, LR, commented: "This HMD design is another significant step in the requirements for safe, efficient gas bunkering worldwide. We are at the start of the LNG bunkering era. The industry is developing technical solutions to support commercial and regulatory requirements. No-one knows at what speed the commercial take-up of gas-fuelled shipping will now proceed but concrete technical progress is being made."
Chang-hyun Yoon, EVP of HMD Initial Planning Division, added: "We have developed small-scale LNG carriers ranging from 10,000 cbm to 30,000 cbm. Because large scale LNG carriers are not appropriate for short voyages and small LNG terminals, small-scale carriers could be considered as an alternative. This vessel carries LNG mainly, and also other liquefied gases such as ethylene, ethane, LPG and chemical cargoes could be transported when there is little demand for LNG cargo."
Luis Benito, LR's Innovation Director, Marine & Offshore, said: "As LNG-fuelled shipping develops, we need to make sure that the risks are being addressed from the very start. The scale of these requirements and need to understand the risks are being supported by our rigorous approaches to identifying and managing risk. Our stakeholders - shipbuilders, shipowners, ports, terminals and regulators - and society - need assurance that those risks are being properly addressed as LNG infrastructure now moves into the big time. This involves meeting international standards, and LR has been leading the way in the internationalisation of LNG fuelled infrastructure."
About the IGC Code
The International Code of the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code), adopted by resolution MSC.5(48), has been mandatory under SOLAS chapter VII since July 1, 1986. The IGC Code applies to ships regardless of their size, including those of less than 500 gross tonnage, engaged in carriage of liquefied gases having a vapour pressure exceeding 2.8 bar absolute at a temperature of 37.8 degrees centigrade, and certain other substances listed in chapter 19 of the Code. The aim of the Code is to provide an international standard for the safe carriage by sea in bulk of liquefied gases and the substances listed in chapter 19, by prescribing the design and construction standards of ships involved in such carriage and the equipment they should carry so as to minimise the risk to the ship, to its crew and to the environment, having regard to the nature of the products involved.
The basic philosophy is one of ship types related to the hazards of the products covered by these codes, each of which may have one or more hazard properties. A further possible hazard may arise owing to the products being transported under cryogenic (refrigerated) or pressure conditions.
Severe collisions or strandings could lead to cargo tank damage and uncontrolled release of the product. Such release could result in evaporation and dispersion of the product and, in some cases, could cause brittle fracture of the ship's hull. The requirements in the codes are intended to minimise these risks as far as is practicable, based upon present knowledge and technology.
Throughout the development of the Code it was recognised that it must be based upon sound naval architectural and engineering principles and the best understanding available as to the hazards of the various products covered; furthermore that gas carrier design technology is not only a complex technology but is rapidly evolving and that the Code should not remain static. Therefore, IGC Code is kept under review, taking into account experience and technological development. The latest comprehensive amendments of the IGC Code were adopted by resolution MSC.370 (93), to enter into force on July 1, 2016.
Source: Lloyd's Register
