An LNG-fuelled Kamsarmax bulk carrier designed by Oshima Shipbuilding Company has received an Approval in Principle (AiP) certificate from DNV GL last week at Nor-Shipping in Oslo. With the new design, Oshima found ways to comply with DNV GL class rules as well as current and upcoming regulations, which include the new emission control regulations and the draft IGF Code for fuel with a low flashpoint.
Shipowners and operators are increasingly looking to alternative fuels to ensure compliance ship emissions reducing emissions of SOx, NOx, CO2 and particulate matter for their fleets.
“LNG is emerging in a number of ship sectors and has great potential. We were very pleased to work on this innovative design with Oshima. It offers customers a flexible, safe, future-proof solution and the opportunity to almost eliminate SOx emissions and particulate matter, cut NOx by 80% with EGR [Exhaust Gas Recirculating] and reduce CO2,” says Morten Løvstad, DNV GL Bulk Carrier Business Director.
As space on deck is limited on a bulk carrier, the design features an innovative solution – changing the ship’s superstructure to a U-shape that can accommodate the LNG tank in its centre. This approach allows the accommodation deck house to be completely separated from the LNG storage tank and scalability in terms of the amount of LNG storage onboard. Meanwhile, a tank cover adds an additional safety barrier and ensures compliance with the draft IGF Code. The bunkering stations for LNG, heavy fuel oil (HFO) and marine diesel oil are located at the side of the accommodation deck house.
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Tatsurou Iwashita, director and general manager of the Design Department at Oshima, points out, “One of the main factors for shipowners and operators considering the use of LNG as ship fuel is the space required to store LNG on board. But as a result of our changes to the superstructure, our design does not reduce the vessel’s cargo capacity. Combined with its dual fuel capabilities, this should make the design very attractive for charterers, especially for trade routes where the LNG fuel price is competitive to HFO and substantially cheaper than marine gas oil (MGO).”
The Kamsarmax is designed for dual fuel, both LNG and HFO, to the main engine, the generators and the boiler. The LNG handling system (used for receiving the AiP) was supported by Mitsubishi Heavy Industries. The basis for the vessel’s shape is Oshima’s latest Panamax/Kamsarmax hull design. This been a successful hull type and its fuel performance is well documented, which provided experts with important operational data for adapting the design to LNG operation.
“Taking all relevant factors into account, we found that a LNG-fuelled Kamsarmax bulk carrier, which only uses LNG in Emission Control Areas, would require 500-700 m³ of LNG and one bunkering operation for a round trip between Europe and North America,” says Løvstad. If it were powered with LNG for the entire voyage, it would require 2,000-2,500m³ of LNG.
This post was sourced from IHS Maritime 360: View the original article here.
