LNG as fuel innovation 220618

© 2018 Bureau Veritas Marine & Offshore 1
LNG as Fuel and Bunkering
Disruptive innovations
Martial CLAUDEPIERRE
Bureau Veritas – Marine & Offshore

01 03 04 05
Introduction
- Why LNG as fuel ?
Innovative breakthrough
ULCS LNG fuel 22kTEU
Technologies updates
- LNG fuel tanks
- Propulsion systems
LNG bunkering
challenges
Agenda
02
Economical advantage
of LNG as fuel

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© - Copyright Bureau Veritas 3
Why LNG as
marine fuel ?01

Global environmental regulation fosters clean fuels
ChinaGlobal
To comply with the new requirements,
vessels use fuel oil with a sulphur content
of no more than 0.5% m/m, or other
equivalent measures to reduce emissions
including exhaust gas scrubbing,
alternative clean fuels and shore power
(cold ironing).
Main 2020 Sulphur cap perceived by many as a
major hurdle for emissions compliance.

No more chicken and egg discussion…
Feasibility
Europe Area
Middle-East Area
North Asia Area
South Area
Many Large-Scale LNG
sources with potential future
development (Oman, Suez,
Jebel Ali, Fujairah). Total &
Shell bunkering hubs.
LNG Bunker in
Singapore soon
LNG offers under
development with
Yokohama intended
to be an LNG
bunkering hub
• Gas4Sea (Engie, NYK,
Mitsubishi)
• Feb 2017
• 5,100 m3
• Homeport: Zeebruges
• Shell - Cardissa,
• June 2017
• 6,500 m3 brut
• Homeport: Rotterdam
• Anthony Veder
• End 2017
• 5,800 m3 brut
• Homeport: Rotterdam
• Stolt Nielsen,
• 2019 TBC
• 7,500 m3 brut
• Homeport: Oristano
• Bomin Linde,
• End 2018
• 7,500 m3 brut
• Homeport: Baltic
• Shell, Anthony Veder Coral Methane
• Conversion 2018 (2009 built)
• 7550 m3
• Rotterdam based (TBC)
• Ozmendi, Gaz Natural, Spain
• Conversion 2017 vessel.
• 600 m3 of LNG
• Fuel oil bunker barge as well
75 % of LNG bunkerships in service or
to be delivered are classed by BV
• Shell, CFT owner
• 2019.
• 3000 m3 of LNG - Rotterdam based
• Total, owner MOL
• 2019.
• 18600 m3 of LNG
• Rotterdam based

LNG as fuel market in 2018
The uptake
CMA CGM News, 7th November 2017STX France, 14th June 2018
World Innovation: CMA CGM is the first
shipping company to choose liquefied natural
gas for its biggest ships
On the occasion of the COP23 in Bonn (Germany),
the CMA CGM Group, a world leader in maritime
transport, is pleased to announce its decision to
equip its 9 future ships of 22,000 TEUs (Twenty-foot
Equivalent Unit), delivered in 2020, with engines
using liquefied natural gas.
CMA CGM is becoming the first shipping company
in the world to equip giant containerships with this
type of motorization, thus pursuing its firm
commitment to the protection of the environment
and to ocean conservation.
MSC cruise has announced firm order of
2 World Class LNG fuel and 1 Meraviglia
+ LNG fuel, with 2 options for World
Class LNG fuel, total 5 new cruise liners
LNG fuel.

Breakthrough innovative projectsA diverse fleet
Some of the gas fueled ships under BV class
29 LNG fuel ships in operations BV class amongst 121 24% market share
38 confirmed new orders BV class amongst 127 27% market share

8LNG as fuel Training – BV Antwerp – June 2017

Which way is the best for the future ?
Different options Feasibility
LNG as
fuel
CAPEX
OPEX
HFO +
scrubber
CAPEX
OPEX
MGO or
LSHFO
OPEX
Feasibility of LNG as fuel is made
credible thanks to recent global
development in LNG fuel
bunkering logistic

LNG fuel is the preferred solution
Cheaper fuel supply and full environmental compliance
 Use of low sulfur fuels
 Use LNG
 Install scrubbers
 Operating cost of scrubber is
about 45 USD/t of bunker
scrubbed, including additional
bunkers, sludge disposal, caustic
soda used in closed loop mode as
well added repair and
maintenance and insurance
Scrubbers
 Air pollution: needs continuous
measurement of effluents sulphur content.
Does not eliminate PM.
 Water pollution (washwater discharge) .
Could be considered as a transfert of
pollution.
 Caustic soda used in closed loop systems -
Corrosion of nozzles
 Up to 7 % of increased fuel consumption).
Possible solutions

Low sulphur fuels – « Hybrid » fuels – 2020 sulphur cap
Where we pose the concern of low sulphur fuel availability & costs
• According to the oil reffinery industry there is no affordable technical
solution to produce reasonably heavy fuel with low sulphur content below
1% since intensive hydrodesulfurization of residues is a costly,
• Only blends will be proposed (IFO with residues + distillates) ; they pose
problem of homogeneous contents, stability during storage,
• Considering use of blends or MDO, it is not foreseen shortage of offer of
low sulphur fuels below 0.5 % sulphur content, however the issue is
more economical, technical (or both).
(Bâton Rouge)

Emissions advantages
Gas and Dual Fuel Engines
However some topics need to be addressed :
 methane slip which aggregate unburned methane specifically in Otto cycle and possible limited gas vent after engine stop should be taken into
account as it might reduce significantly the CO2 reduction advantage.
 NOx Tier III compliance with high-pressure gas engines (needs EGR)
 Knocking & misfiring
LNG as fuel reduces all air emissions
(SOx, NOx, CO2, PM)

EEDI advantage of LNG fuel
• EEDI is reduced by about 20% thanks to use of LNG, bringing attained value
well below required value from 2025 (EEDI phase 3)
• From operational phase, the ships runs on LNG fuel 99% of the time thanks to
low LNG fuel prices and broader range of running in LNG (except during
manoeuvring)
(g CO2/T.nm)
(DWT)

Economical
advantage of
LNG as fuel
and
Profitability
02

LNG economics – business case – recent figures
• Henri Hub gas = 3$US /mmBTu,
• liquefaction -> + 2 to 3.5 US$/mmBTu -> LNG price from 5 to 6.5 US$/mmBTu
• +1 $ to 2 $ for transportation from the US to Europe or Asia,
• European TTF market very interesting for LNG fuel, Asian JKM market higher prices
indexed on Brent,
• From 6 $ for the molecule in TTF, 10 $ for the JKM (as per 16 April 2018),
• All prices dont include logistic costs and are subject to variation related to long term
engagement contract

LNG fueled
innovative
ULCS project
03

ULCS Tank and fuel gas preparation system design
Engineering for optimized Fuel Gas
Handling System and Bunker Station
► Compact System thanks to hull-fitted Fuel
Gas Tank
► 18 600 m3 LNG
Fuel Gas Handling System and Bunker Station
Fully Integrated and Compact LNG Fuel Tank

BV paved the way for LNG fueled ULCS
Progress made – lessons learntSeveral JIP with CMA CGM
 Venting and gas purging system (in particular
optimised vent mast location)
 DF Otto cycle and HP Gas Diesel for Main Engine
comparison
 Fuel gas systems
 LNG fuel tank arrangement
 Machinery arrangement
 2012/2013 – 16000 TEU MARIC &
Shanghai Jiangnan Changxing Heavy
Industry
 2010 – DSME BV JIP with type B tanks and
MEGI main engine

Main parameters for design
• For LNG mode (with MDO as pilot fuel):
• When running on LNG mode only, cruising
range shall give ability to perform one
round trip. The reason behind this
requirement is that bunkering facilities will
most probably be available only in Europe
at first. In other words, the vessel should
be able to leave Europe, go to Asia, and
come back to Europe while burning LNG
only (expect MDO as pilot fuel).
• LNG will not be limited to ECA areas only.
• LNG should be bunkered during
commercial operations, to keep
bunkering time as blank.
• Minimize cargo capacity loss due to
smart arrangement (less than 400).

Membrane GTT Mark III LNG fuel tank
Tank location under
accommodations,
Within one tank,
Limited impact on cargo bays
next to accommodations

Sloshing
where BV experience makes a difference
1. Seakeeping analysis - to calculate the motions of the ship and, consequently, tank motions,
2. Sloshing model tests (carried out by the designer) and computational fluid dynamics (CFD)
calculations (both using calculated tank motions) are carried out in order to determine sloshing loads,
3. Sloshing loads applied to entire containment system.
3-step sloshing assessment and calculation process

a) LNG fuel
tank
technologies
04

LNG Containment Systems

Containment: type B tanks – IHI SPB system
Walkwa
y

Other type B technologies
Type B tanks
ACT-IB
• Aluminum Cargo Tank – IMO type B
• Independent LNG tank
• PUF(Poly-Urethane Foam) panel type insulation

Multi lobe type C fuel tanks & volume ratio
Tank type Membrane Type B Type C single
cylinders (x3)
Type C multi
lobe (up to 5)
Volume useful for the
LNG for a volume
available of 2000 m3 in
the tank hold space
1620 m3 1335 m3 970 m3 1230 m3
Volume ratio 75% 63% 45% 62%

GTT Mark III Flex containment system
Mark III is a proven technology

b) LNG
propulsion
designs
04

Emissions advantages / Gas Only and Dual Fuel Engines
LNG as fuel reduces significantly air emissions (SOx, NOx, CO2, PM)
However some topics need to be addressed :
 methane slip which aggregate unburned methane specifically in Otto cycle and possible limited gas vent after engine stop should be taken into
account as it might reduce significantly the CO2 reduction advantage.
 NOx Tier III compliance with high-pressure gas engines (needs EGR)
 Knocking & misfiring

2 stroke DF engines – High pressure and Low pressure
concepts
• Operation according to the standard
Diesel cycle, in gas mode and FO
mode.
• Gas is injected in the cylinder at high
pressure (300 bar) close to TDC
• Pilot injection necessary to start the
combustion process
• Operation in gas mode according to the
Otto cycle, with premixed lean burn
technology
• Gas admission in the cylinder at low
pressure (<16 bar) at mid-stroke
• Ignition by pilot injection in pre-chamber,
to ensure the ignition of gas
WinGDMEGI

NOx emissions
340 400Crank angle (deg.)
Cylindertemp.(K)
100025000
Otto cycle
Diesel cycle
Gas mode
HP - Diesel cycle
Gas mode
LP - Otto cycle
HFO
: E3 cycle emission level
 NOx formation depends on the maximum flame temperature during the combustion
process.
 Due to different air / gas mixing conditions, burning conditions, and pilot oil amount,
the LP engine has lower NOx emissions.
 LP engine can fulfill Tier III emission level in gas mode. However, the limits may be
exceeded during starting, stopping and transient conditions.
 HP engine needs an EGR or SCR to fulfill Tier III in gas mode. Obviously it also
allows Tier III operation in FO mode.

DF internal combustion engines
Knocking and misfiring challenges
The way combustion should work in a gas engine is for the ignited flame to
propagate through the unburned fuel mixture until combustion is complete.
However, if the thermal load and combustion pressure in the cylinder increase for
example due to an increase in load, the unburned fuel mixture may ignite
spontaneously prior to being reached by the propagating flame. If spontaneous
ignition sets off a chain reaction, this can result in serious damage to the engine
due to severe pressure or temperature increases. This type of combustion is known
as knocking, and it is something absolutely to be avoided in gas engines

The challenge of methane slip
• The sources of methane releases in
the atmosphere are:
• Slip during gas combustion – poor
combustion process
• Poor combustion chamber design
• Release when stopping gas
operation
• Tanks designs and operation
Methane slip & GWP for a 2-stroke ME-GI
engine:
0.2 g/kWh (E3 cycle)
25-100% load
For a WinGD XDF : 2g/kWh.

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LNG
bunkering05

LNG Bunker vessels classed by BV

LNG bunkering
BV checks safe and efficient operations
The main risk assessment is to be developed for
the LNG operation with SIMOPS (commercial
operation during bunkering).
General principle of safety zone SIMOPS
USCG policy Letter & field
notice on SIMOPS
LFL contour
Full bore release, Jet -X, Wind -Y

Importance of design of the transfer system
• According to IACS and SGMF
guidelines, BV NR620
• The use of double wall flexible
may be considered as a
mitigation measure
Design Operation
► Beware of issues generated by a
poor supporting system of the
transfer line and connector.
► Can generate minor leaks at
connection end.

LNG bunker location in container terminals
An LNG-bunker location should be:
• on an available location;
• a safe nautical location;
• Preferable in a port basin, protected
location or outside main traffic waters
• Not in a outer corner, places where ships
maneuver or places with crossing courses
• easy accessible (road – water);
• on enough safety distance to populated
areas or vulnerable objects;
• taking into account the supply route by
tank, truck or LNG tank ship; complying
with the applicable controlled zones;

Bunkering permit - check list - IAPH
• Safety management
• Responsibilities (PIC) • Pre operational arrangements (compatibility) • SIMOPS
• Communication, operational agreements • Equipment • Risk mitigation •
Education and training of crew • Mooring procedures and equipment • LNG
bunker locations; (LNG bunkering map).
Delivered by Port Authority to LNG bunker operator

Training
STCW.7/Circ.23 INTERIM GUIDANCE ON TRAINING FOR SEAFARERS ON SHIPS USING
GASES OR OTHER LOW-FLASHPOINT FUELS, has to be taken into account. Any seafarers
with immediate responsibility for the care of LNG Bunkering operation and any seafarers that
in accordance with the ship's Muster List will have safety duties in emergency operations
related to LNG Bunkering shall have to attend to the advanced training course.

Other LNG fuel ISO standards under preparation
►Arrangement: Presentation flange
arrangement, end flange,
connection.
►Requirements for nozzle and
receptacle: Venting
depressurization, internal check
valve, protective cap, storage,
handle or hand-wheel.
►Marking: Manufacturer and
International Standard information.
►Testing: General requirements,
prototype testing, production
testing
Accurate quantity measurement of
LNG bunker fuels delivered to
ships around the world has
historically been difficult and no
any guidelines and standards, with
many ships relying on outdated
methods of verification, such as
before-and-after manual
measurement of LNG fuel tank
levels. The potential for
inaccuracies is significant, and can
result in disputes between the fuel
supplier and the ship.
ISO/WD 21593
Marine LNG Fuel
Bunkering QCDC
ISO/TC8/23448
LNG bunker fuel
mass flow meters
ISO/TC 28/SC
4/WG17
Marine LNG fuel
specification
LNG tranfer there is a small quantity of
LNG which is taken and vaporised (few
grammes) and te composition of the
gas is analysed in a chromatograph.
The average value is sent to the data
center (which received also the
volumetric values). On the basis of the
average value of the transferred LNG,
the calorific value of the LNG is
calculated and the BDN, with the
quantity of enrgy transferred is
immediately generated and transmitted
to the PIC of the receiving ship.

Thank you!

LNG as fuel innovation 220618

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