Marine Service GmbH GAZTRANSPORT &TECHNIGAZ SAs Converteam SAS

Compact LNG Tanker Design

Gaztransport & Technigaz, Converteamand Marine Service developed a range of different technologies allowing
design improvement of LNG Carriers. When reviewing todays LNGC operation conditions, the application and
incorporation of different newer technologies allow the design of compact LNG tankers keeping the same cargo
capacity but in shorter, more compact vessels (comparatively depicted in the sketch below).
Aspects of Standard LNG Carrier Designs
Todays modern DFDE-type LNG carriers are designed for service speeds of 19.5 kts incl. sea margins of 15-21% requiring
low block coefficients and high installed propulsion powers while most of these LNGCs are sailing at service speeds well
below the design speed and burn their excessive BOG in the gas combustion units (GCU).
Compact Design employing newer Technical Solutions
Matching with real operation conditions of LNGCs the design of a Compact LNGC provides the same cargo capacity as a
standard design - 170.000 cbm - utilising the improvements/developments of:
Compact POD-ed electric drives
Bi-oblique cargo tank shape
Partial Re-liquefaction of BOG
Advantages of Compact Design for LNGCs
The incorporation of these technical solutions provides:
Shorter / compact hull form with optimized speed range and sea margin
Equal cargo capacity due to efficient space utilisation
High efficient electrical propulsion system due to compact POD with transformer-less drive
Reduced ballast draft sailing by compact POD
Excessive BOG recovery as valuable cargo due to Partial Re-liquefaction Plant
279
2.7 2.9 2.9 2.9 2.7
46.8 52.8 32.9 38.8 46.8 46.8
263
1.9 2.7 2.7 2.7 1.9
48.2 46 36.3 24.0 48.2 48.2
Standard 170K: Lbp=279m,B=45m, Cb=0.784.
Compact 170K: Lbp=263m,B=46.4m, Cb=0.784.
Marine Service GmbH GAZTRANSPORT &TECHNIGAZ SAs Converteam SAS
Podded propulsion for LNG Carriers:
an innovative and cost-effective solution
Moving the medium speed induction motor inboard
propulsion inside a pair of azimuth Inovelis
compact pods with a 6.6 KV transformer-less and
gearless power conversion brings major
advantages:
Improved global efficiency
Inovelis pod propulsion provides 5 to 10% fuel savings in
comparison with conventional shaft lines thanks to a high
open water efficiency and low thrust deduction factor due to
a better hull integration. The transformer-less and gearless
solution increases overall efficiency by another 3%.
Compact for less ballast
The Pump Jet Pod allows for a significantly reduced
propeller diameter since the blade loading of the pump jet
rotor is homogeneous. Therefore, the vessel can operate
with a lower draft, reducing ballast volume by 1/3rd,
then resistance and emissions in ballast voyage.
High integration ratio
The pod combines in a very compact design a large panel
of functions: propulsion motor, thrust and radial bearings,
steering gear and stern thrusters. This offers a great hull
design flexibility to Shipyards who can reduce aft part
length by 8 to 10 m and makes installation on board easier.
Excellent manoeuvrability in all operating modes
When the pod is steered, it works as a rudder combined
with an azimuth thrust effect. The control of the ship is
facilitated, especially in manoeuvring mode with lateral
wind, reducing the need for tugs while docking.
High reliability
The pump jet concept limits stresses on the steering system
and the shaft line, as the nozzle acts as a duct for water
flow. Based on the experience of 2 billion of running hours
for podded propulsion and the use of an induction machine
and a sleeve bearing shaft line, Inovelis propulsion has
proven as a simple, robust and reliable solution.
The Inovelis solution is now available on the market and can
clearly be the solution to enhance LNG carrier ship design and
performances.
8 m
Ballasted
Ballasted
Marine Service GmbH GAZTRANSPORT &TECHNIGAZ SAs Converteam SAS
Bi-oblique Tank
Classic LNGCs are usually fitted with a
trapezoidal shape tank #1 at the front of the
vessel in order to maximize the cargo capacity
while fitting in the hull bodylines. The bi-oblique
tank shape has been developed so as to
optimize the capacity of the tank and to respond
to space constraints.
Optimized geometry
This innovative geometry consists in an oblique lower
chamfer with dimension increasing linearly in the forward
direction. It offers an optimized containment system
arrangement with a fully cylindrical upper part and
numerous symmetries in the lower part. Compared to the
trapezoidal shape the capacity is increased by 20% with
equivalent dimensions. Consequently the daily Boil-Off
Rate is reduced thanks to a lower wetted surface / volume
ratio.
Structural continuity
Since the aft bulkhead of the bi-oblique tank is the same as
the other tanks, the structural continuity of the ship is
enhanced over her whole length. Membrane LNGCs have
a complete double hull from bottom to trunk deck which
offers a high security level.
Detailed design
Detailed design engineering has been performed to
optimize the arrangement of Mark III panels and determine
the material breakdown of the Cargo Containment System.
Dedicated hull structural arrangement have already been
developed for this kind of tank.
Scaffolding studies concluded in an optimized design
making use of standard elements and minimizing time and
cost of erection.
Depending on the level of optimization of the project, it can
also be beneficial to adopt specific hull bodylines
developed by GTT and validated in a model test basin.
Bi-oblique tank is an innovative solution to
maximize the cargo capacity while improving the
structural and thermal efficiency. Today it is
ready for implemention on LNG Carriers.
Marine Service GmbH GAZTRANSPORT &TECHNIGAZ SAs Converteam SAS
Partial Re-liquefaction Plant (ParRel)
Matching with the todays economic and
environmental requirements to save
excessive BOG not used for the propulsion
plant Marine Service has developed a simple
Partial Re-liquefaction Plant (patented).
Standard Treatment of BOG
LNGCs are designed today with more efficient
propulsion systems (e.g. DFDE-systems). The
BOG made available for propulsion and electric
power generation comprise of natural BOG and
process BOG. Any excessive BOG not used is to
be burned in the GCUs.
Function of ParRel
ParRel plant compresses, inter-cools and
expands the BOG in a combined 4-stage
compressor & expander unit. The re-liquefied part
of the BOG is sent back to the cargo tanks and
the gas part is led to the DF-engines of the
propulsion and electric power generation. The use
of fuel gas pumps is minimized by the progress.
Efficiency of ParRel
ParRel is using the reversed Brayton cycle to
partially re-liquefiy only the hydro-carbons of the
BOG, therefore the power demand of the system
is limited, whilst the contended Nitrogen is kept in
the process.
Enrichment of Nitrogen in the cycle is controlled
by sending N2-enriched gas to the DF-engines.
No Nitrogen Cycles used
The re-liquefaction process is free of any Nitrogen
cooling cycles reducing the complexity of the
process and installations.
Installation of ParRel
ParRel is a compact system having only few pipe
connections to a standard cargo plant, easy to
integrate in the fuel gas/cargo system of an LNG
carrier and easy to operate witjh limited rotating
machinery.
Contacts:
Marine Service GMBH
Mattentwiete 1,
20457 Hamburg, Germany
Tel: +49-40-369030
E-Mail: jr@ms-de.eu
Converteam SAS
24 avenue du Marchal Juin
90008 Belfort, France
Tel: +33-3 84 98 11 86
lionel.julliand@converteam.com
GAZTRANSPORT & TECHNIGAZ SAs
1, route de Versailles,
78470 Saint-Rmy-ls-Chevreuse, France
Tel: +33-130 234 789
E-Mail: mfiere@gtt.fr
LNG
cargo
tank
Marine Service ParRel Plant
Dual Fuel
Diesel Engines
GCU
LD
Comp
Comp Comp Comp Comp Exp
Flash
drum
M
Main
heat
Ex-
Chan
ger
ParRel process diagram
ParRel plant arrangement