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- Copyright Bureau Veritas
LNG AS FUEL FOR MARINE SHIPS

LATEST DEVELOPMENTS AND BEST PRACTICES

MALAYSIA LNG FORUM
Kuala Lumpur March 2013

J ose ESTEVE

Agenda

Regulatory & Economic Perspective
IMO & Class Rules for Gas Fuelled Ships
Selected Projects
Key Safety Considerations
Main Challenges
Conclusion
Regulatory & Economic Perspective

4
Malaysia LNG Forum Kuala Lumpur 20 March 2013
IMO and other regulations are becoming more and more stringent:
Progressive reduction of air emissions (SOx, NOx, particulate matters,
greenhouse gases including CO2).
Trend to extend the Emission Control Area (ECA)
Trend of local or regional legislations to reduce SOx emissions at port, e.g. in the
US, in the EU.
GRADUALLY MORE STRINGENT RULES
Existing ECAs: Baltic Sea (May 2006); North Sea & English Channel (Nov 2007), for SOx
Newly designated ECAs: US and Canadian coastal waters, for NOx, SOx and PM (adoption MEPC 59, Jul 2009)
EU ECAs (SOx only)
Future ECAs may include: Mediterranean Sea, Black Sea, port areas with heavy traffic, etc.
5
Regulations for SOx Emissions
IMO and other Regulations engine exhaust emissions become
gradually more stringent.
Regulations for SOx emissions :

Regulations Sulphur Content
2010 2012 2015 2020
IMO - Global 4.5% 3.5% 0.5% (*)
IMO - ECA 1.5% 1.0% (since 01.07.2010) 0.1%
EU ports 0.1%
California (< 24 nm) 1.5% (MGO)
0.5% (MDO)
0.1%
Residual fuels
Distillate fuels
(*) Subject to 2018 feasibility study
6
Regulation for NOx emissions
Applicable to diesel engines with power output 130 kW
Entered into force: 1 July 2010
Engine fitted on a ship
constructed at date D *
Applicable standard
1/1/2000 D < 1/1/2011 Tier I
1/1/2011 D < 1/1/2016 Tier II
1/1/2016 D Tier III in ECA ** Tier II elsewhere
existing engines
1/1/1990 D < 1/1/2000
cylinders 90 l
& output > 5,000 kW
Tier I
Engine rpm N < 130 130 N < 2000 N 2000
Tier I
Current
Reg. 13(3)(a)
17.0 g/kWh
45 N
-0.20

g/kWh
9.8 g/kWh
Tier II
~ 80% Tier I
14.4 g/kWh
44 N
-0.23

g/kWh
7.7 g/kWh
Tier III
~ 20% Tier I
3.4 g/kWh
9 N
-0.20

g/kWh
2.0 g/kWh
* MARPOL: construction
date = keel laying date
** ECA = Emission Control
Area
Regulations for NOx Emissions
7
The regulatory bodies intend to stimulate innovation and new technical developments from the first
stage of the ships design with the main aim to reduce significantly the CO2 (GHG) emissions.
LNG fuelled ships will reduce in 25% approx. the EEDI.
Reference MEPC.203(62) New chapter 4 to MARPOL Annex VI Reg.19,20,21
Entry into force 1 January 2013
Applicable to all new ships 400gt*
MARPOL ENERGY EFFICIENCY REGULATION
Energy Efficiency Design Index (EEDI)
Reference MEPC 203(62) New chapter 4 to MARPOL Annex VI Reg.22
Entry into force 01/01/2013 (new ships) by the first IAPP intermediate or renewal
survey, whichever is first, on or after 01/01/2013 for existing ships
Applicable to all new & existing ships 400gt
Ship Energy Efficiency Management Plan (SEEMP)
8
Energy Efficiency Design Index
Ship Type Size
Phase 0
1 Jan 2013-
31 Dec 2014
Phase 1
1 Jan 2015-
31 Dec 2019
Phase 2
1 Jan 2020-
31 Dec 2024
Phase 3
1 Jan 2025
onwards
Bulk Carrier 20,000 DWT
0% 10% 20% 30%
Gas tanker 10,000 DWT
Tanker 20,000 DWT
Container
ship
15,000 DWT
Combination
carrier
20,000 DWT
General cargo
ships
20,000 DWT
0% 10% 15% 30%
Refrigerated
cargo carrier
5,000 DWT
The use of LNG instead of fuel oil will result in a reduction of approx. 20% of the attained
EEDI.

Therefore for gas-fuelled ships, compliance with the required limits of phase 2 would be
possible without implementing any other specific measure for energy saving.
9
REDUCTION OF EMISSIONS

Technique / Reduction of NO
x
SO
x
PM CO
2
Combinations of internal
engine modifications
30-40%
SCR >90%
Emulsified fuel 10-20%
Humid Air Motors 25-50%
Direct Water Injection ~50%
Exhaust Gas Recycling 35-60% 20-60%
Filters ~95%
Scrubbing 85-100% 70-100% up to 85%
1.5% Sulphur fuel ~40% ~18%
0.5% Sulphur Fuel ~80% ~20%
Natural Gas Fuel 80 to 90% 100% ~100% Up to 25%
Effectiveness of natural gas fuel versus abatement technologies:
IMO Tier 3 standard
is achieved
Reduction
of EEDI
10
From COMMISSION STAFF WORKING DOCUMENT Brussels, 24.1.2013
Actions towards a comprehensive EU framework on LNG for shipping
(The staff working document compliments the Clean Power for Transport Communication regarding the introduction of LNG
as an alternative fuel for shipping)
A recent study
1
looked into the payback time for ship LNG modifications or the acquisition
of new ships for SECAs and concluded that payback times would be between 2-4 years
for all of them
Around 10.000 ships are currently mainly used for European Short Sea Shipping of which
around 5000 are spending more than 50% of their time in SECAs, thus having to use
mainly low sulphur marine gasoil (1% until 2015, 0.1% from 2015)
Many shipowners and ship operators have stated their interest in switching to LNG fuel,
but withhold their investment and conversion plans due to missing LNG supply at their
preferred ports of call
A further concern for ship operators is the lack of harmonised bunkering procedures,
requiring compliance with different procedures and technical requirements in every port of
call.
While conditions for ships and bunkering procedures are just emerging, stakeholders are
faced with a number of existing rules and procedures for land based LNG installations [..]
focus mainly on large storage of hazardous materials.
1: North European LNG infrastructure project; final report May 2012. Co-financed by the Trans-European Transport Network (TEN-T)
11
Expected milestones in European development of LNG Bunkering
Final Report European Maritime Safety Agency (EMSA) - Study on Standards
and Rules for bunkering of gas-fuelled Ships (Report No. 2012.005) available.
1Q2013: The Commission will set-up and chair a European Sustainable
Shipping Forum (ESSF) with Member States and EU industry
2013/2014: The Commission continues co-financing a number of TEN-T studies
which are analysing and refining LNG bunkering networks on a regional basis
Mid 2014: ISO will finalise a global ISO guideline on LNG storage and bunkering
(ISO TC67/WG10)
2014: IMO will finalise the International Code on Safety for Gas-Fuelled Ships
(IGF-Code) covering all aspects of ship design and on-board use of LNG;
End 2014: The Commission, in cooperation with EMSA will propose a
comprehensive set of rules, standards and guidelines for LNG provision,
bunkering and use in shipping;
1: North European LNG infrastructure project; final report May 2012. Co-financed by the Trans-European Transport Network (TEN-T)
IMO & Class Rules for Gas Fuelled Ships

13
Dual Fuel Operating Principle
The engine can be run
alternately:
with liquid fuel (MDO) according
to the Diesel cycle
or with gas according to the Otto
cycle (used in gasoline engines)
In case of failure in the gas
supply system, the switch-over
from gas to liquid fuel is
automatic.

14
DIFFERENT TECHNOLOGIES AVAILABLE

MAIN CONTAINMENT SYSTEMS:
Cryogenic IGC compliant type C tanks in container
IGC tank type C (cylindrical or semi-lobular)

PROPULSION:
Direct driven conventional
propeller(s)
Diesel electric with conventional
propeller(s) or azimuth/pod

GAS ENGINES:
Lean Burn Engine
Dual Fuel Engine
4/2 strokes

15
Experience with Dual Fuel Engines
Type approval for :
Wartsila dual fuel engines
MAN dual fuel engines
Rolls-Royce Bergen engines
Anglo Belgian Corporation (ABC) dual fuel
medium speed engines
BV Rules :
NR 481 Design and installation of dual fuel
engines using low pressure gas
NR 529 Safety Rules for Gas-fuelled Engine
installations in Ships
BV Rules Pt D Ch9 Service notation for LNG
carriers

16
IMO Regulations & BV Rules

The IMO has addressed the use of natural gas as fuel in
their Interim guidelines on safety for natural gas fuelled
engine installations in ships (IMO Res. MSC.285(86)
adopted in June 2009)
The IMO has started the development of the International
Code for Gas Fuelled Ships (IGF code) in 2009
Historically the IMO gas codes were the first regulation
authorizing and ruling the use of boil off gas as fuel (on
LNG carriers).
17
Progress & Scope of IGF Code Development
Submission at the BLG sub-committee in Feb 2013 in order
to implement the code within the 2015 SOLAS amendments

The future IMO IGF code will not be limited to natural gas
fuel but will address several more options, in particular:
Natural gas
Other gases (LPG)
Low flash point fuels (FP < 60C):
Methanol ethanol hydrogen synthetic fuels
Storage: liquid or compressed
All energy converters types:
Low and high pressure internal combustion engines,
gas turbines, boilers, fuel cells
18
IMO Regulations & BV Rules
Objective: Set acceptable basic prescriptions and criteria to
achieve an equivalent degree of safety and reliability for
ships with gas propulsion as compared to conventional ships
using fuel oil
Safe and reliable gas combustion in the engines
LNG storage (including re-fuelling facilities) and
distribution systems should not create any substantial risk
of gas leakage or spillage leading to brittle fracture, fire
and/or explosion
Machinery spaces should be designed and arranged for
gas burning engines
Gas fuelled propulsion systems should have the same
level of reliability as conventional fuel propulsion systems
Depending on the ship type, and hence the nature of their
operations, these objectives may imply slightly different
technical responses
19
LNG Carrier E.R. Arrangement
Arrangement of machinery space
Efficient ventilation (no dead space,
effective in way of electrical,
equipment, avoid recycling, )
Ventilation exhaust location
Gas Safe E.R. / Gas detection

Gas supply to the engine room
Preferably Double wall piping
Passage of gas duct to engine room
ESD system
20
Applicable Rules / Regulations / Requirements
Mandatory Codes
International Convention for the Prevention of Pollution from Ships (MARPOL)
International Convention for the Safety of Life at Sea (SOLAS)
International Convention on Load Lines (ICLL)
International Convention on Tonnage Measurement of Ships (ITC)
International Code for the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk (IGC Code)
Technical Code on Control of Emission of Nitrogen Oxides from Marine Diesel
Engines (NOx Technical Code)
International Code for the Application of Fire Test Procedures (FTP Code)
International Life-Saving Appliance (LSA) Code (LSA Code)
International Code for Fire Safety Systems (FSS Code)
International Management Code for the Safe Operation of Ships and for
Pollution Prevention (ISM Code)
International Convention for the Control and Management of Ships Ballast
Water and Sediments
Convention on the International Regulations for Peventing Collisions at Sea
21
Additional Requirements for Consideration
Specific flag state requirements
ILO conventions
USCG requirements
Society of International Gas Terminal & Tanker
Operators (SIGTTO) Guidelines
Oil Companies International Marine Forum
(OCIMF) Guidelines
Terminal requirements
Owner / operator requirements
Applicable Rules / Regulations / Requirements
Selected Projects

23
SELECTED EXPERIENCE: GAS FUELLED LNGc
Since 2001 in partnership with GdFSuez , Wartsila and Chantiers de
lAtlantique (now STX Europe) for the LNG carriers GdFSuez Global Energy,
Provalys and Gazelys (1
st
DFDE LNG carrier delivered in 2004)
Castillo de Santisteban 173.000m3 LNG C built by STX Korea with dual fuel gas
generator sets MAN 51/60 DF delivered 2010 to Empresa Naviera Elcano S.A.
In 2012 Coral Energy delivered at Meyer Werft to Anthony Veder
Since 2004 we have classed a total of 26 LNG carriers equipped with gas
fuelled engines (diesel fuel diesel electric propulsion).
24
In 2007 Isabella Kosan delivered first of a series
of ethylene carriers with gas fuelled generator
sets built in Korea for Lauritzen Kosan
Coral Methane delivered in 2009 by
Remontowa in Poland to Anthony Veder
Two 4.700 m3 LPG/LEG carriers currently under
construction in Avic Dingheng with Wartsila
dual fuel engines
Management of project team within IACS
Machinery Panel addressing the safety of gas
engines supplied with low pressure gas, such
as duplication of the storage tanks and gas
supply lines, safety of the engine crankcase
and availability of single gas-only engines
SELECTED EXPERIENCE: GAS FUELLED LPGc
25
ENGINE TYPE APPROVAL :
Wartsila dual fuel engines (e.g. 34DF, 32DF, 20DF & 50DF)
MAN dual fuel engines (51/60 DF)
Rolls-Royce Bergen gas engines (KVGB-12G4)
Anglo Belgian Corporation (ABC) dual fuel engines (e.g. DZD / (V)DZD) (on-going)
SELECTED EXPERIENCE: GAS FUELLED ENGINES
26
Ultra large container ship (14.000 teu)
2-stroke dual fuel propulsion engine supplied with high pressure gas
Auxiliary engines supplied with low pressure gas
LNG storage in aluminium type B tanks below the accommodation
Innovative gas supply system patented

SELECTED EXPERIENCE: GAS FUELLED SHIPS
Courtesy DSME
27
Inland navigation oil tanker (approx. 2600 DWT)

Dual fuel engines
LNG cryogenic tanks
Two separate systems and two engine rooms (ESD protected)
1,000 teu container feeder for the Baltic sea
Propulsion and auxiliary engines supplied with low pressure gas
LNG storage in containerized cryogenic tanks
28
Hybrid Coastal Ro/Ro Passenger Ferry
Project Partners: BECKER MARINE, INGO SCHLUTER, SDC and BUREAU VERITAS

Gas fuelled main engine
Hybrid battery pack
Two fully independent systems supplying two engine rooms
(ESD protected)
LNG trailer storage tanks (x2) located on sheltered deck
which will be exchanged overnight

Courtesy Becker Marine Systems
29
Oil / Chemical Tanker (JiP LNG-CONV)
Project Partners: Furetank, Oresund, Preem, FKAB, Pon Power, Caterpillar, SSPA and
BUREAU VERITAS

Convert existing 18,000 dwt oil/chemical tanker Fure West
Dual fuel main engine MAK 7M46DF of 6300 kW
Consideration given to converting Caterpillar 3508
auxiliary engines
Type C LNG storage tanks on deck
(approx. 600 m
3
capacity)

30

LNG-Powered Electric Supply Barge
Project Partners: SCHRAMM group GmbH & Co. KG, Ingo Schlter GmbH & Co. KG,
EON Hanse Wrme GmbH, Gasnor AS, Becker Marine Systems, Aida Cruises and
BUREAU VERITAS
Five gas fuelled generator sets to produce electricity in Hamburg port to supply
cruise vessels and municipal grid
LNG ISO tank containers

Courtesy Becker Marine Systems
SELECTED EXPERIENCE
Key Safety Considerations

33
Safe Machinery Space
The engine should be so controlled as to avoid detonation or misfiring
Operation of gas engines to be monitored through a number of safety
parameters
Engine exhaust duct to be protected against overpressure in case of
accidental gas explosion
Efficient ventilation in machinery space, ventilation exhaust
location to be considered and effective gas detection required
Gas supply to the engine room fitted with double wall piping,
passage of gas duct to engine room, ESD system and gas
supply safety system requirements to be considered
Safety of the crankcase
Presence of gas in normal operations.
Issue to be clarified with engine makers.
Operation of dual fuel engines at low loads
Inability of dual fuel engines to run at
low load (< 15% of the nominal load)
with gas is to be taken into account.
34
Key Safety Considerations - Reliable Gas Propulsion Systems
Risk analyses (FMEA / HAZOP) are to be conducted to cover the following points:
Gas operation of the engine
Boil-off management
Possible presence of gas in the piping systems connected to the engine (e.g. lubricating
oil, water cooling systems, )
Possible presence of gas in the machinery spaces
In order to substantiate the adequate safety and dependability levels of the propulsion
system of the vessel
The HAZOP addresses in a formal manner the processes of the propulsion system with the
objective of demonstrating that its overall design is adequate for all possible scenarios
including normal, abnormal and emergency operating conditions
35
Design Principles to be Fulfilled
A gas leakage originating anywhere in the spaces should not result in all engines
being disabled. Propulsion and electrical production should be maintained.
Arrangements are to be made to dispose of the boil-off gas when the engines are
Stopped or operate at low load.
Gas combustion unit are not required to be duplicated.
The design and the installation of the DF engines and gas combustion units are to
be substantiated by a risk analysis.
37
Other Considerations
Piping stress analysis (weight of pipes, acceleration loads, internal pressure,
thermal contraction, loads induced by hog & sag) required when temp < -110
o
C
(IGC 5.2.5)

Boil-off gas management

Location and segregation of spaces (storage compartments, machinery
spaces, compressor room, etc.)

Safety equipment (gas / fire detection)

Passive and active fire protection

Definition of hazardous area and selection of certified electrical equipment

Emergency Shut Down (ESD) arrangements

Bunkering systems & arrangements
Main Challenges

39
The main challenges :

Find sufficient space for the LNG storage
Provide the necessary heating / cooling
arrangements
Location and segregation of spaces
Provide protection against spillages/leakages
Bunkering arrangements
Main Challenges
40
Storage above or under deck
Pressurized tanks (type C) with suitable design pressure (for
short sea shipping)
Allow gas to be supplied to the engines at the required
pressure (approx. 5 bar) without pumps
Allow the accumulation of boil-off gas by accepting
pressure build up
Vacuum insulation with outer shell acting as secondary
barrier
Type B tanks
Partial secondary barrier fitted
Membrane tanks
The partial filling capability is to be demonstrated and
consequences of sloshing are to be investigated
Arrangements are to be made to deal with boil-off gas in
excess
Portable tanks
Marine classification, qualification & inspection
Resistance to ship accelerations and shocks
Compatibility between tank and shipboard equipment
Protective distances against risks of collision and grounding
Sufficient Space for LNG Storage
43
Gas-dangerous spaces are to be arranged with Ex-certified electrical equipment, gas
detection equipment and a separate ventilation system
Storage tank room is not to be adjacent to machinery spaces of category A
Access between gas-safe spaces and gas-dangerous spaces are to be arranged with air
locks
Minimum distances are to be observed between:
ventilation outlets from gas-dangerous spaces and openings
ventilation inlets / outlets to gas-safe spaces and hazardous areas
A vent mast is to be arranged for the discharge of the LNG storage tank relief valves
Gas storage tank room and machinery space where gas may be released are to be
arranged and located so that, in case of explosion in either, essential equipment in other
compartment should remain operable (IGF Code draft)
An explosion in any space where gas may be released should not:
cause damage to other spaces
damage the ship in such a way that flooding of water below the main deck or any
progressive flooding occur
cause damage to work areas or accommodation likely to injure people staying in such
areas (Interim Guidelines)
A detailed analysis in order to demonstrate that explosion is not likely to happen could be
considered as an alternative
Location & Segregation of Spaces
44
Bureau Veritas & Propulsion Systems
Bureau Veritas Experience with All Propulsion System Alternatives
Conclusion

46
Conclusion
Technical solutions to install gas fuelled engines in various types of vessels are in place,
demonstrating the feasibility of this alternative to liquid fuels
Safety and dependability aspects of NG as fuel have been studied by engine designers,
design / engineering offices and shipbuilders, while IMO and class societies have developed
rules and regulations to address NG propulsion of ships
Crew members operating gas-fuelled installations should be suitably trained in accordance
with flag administration requirements
Standardised operational guidelines and bunkering procedures should be put in place
47
Malaysia LNG Forum Kuala Lumpur 20 March 2013 IGC June 17, 2010
Thank you !

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LNG AS FUEL FOR MARINE SHIPS

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