Economic Design Concept for

S G C Small LNG Carriers

Klaus Dieter Gerdsmeyer
TGE Gas Engineering TGE Gas Engineering
Trends in LNG shipping
Larger LNG carriers for classicalLNG Larger LNG carriers for classical LNG
transportation market (up to 270,000 m)
S ll LNG i f LNG t t ti Smaller LNG carriers for new LNG transportation
market
Clean f el po er plants for remote ind strial areas or Clean fuel power plants for remote industrial areas or
islands
Regions without pipeline grid (e g Norwegian coast) Regions without pipeline grid (e. g. Norwegian coast)
Short sailing times in relation to LNG consumption
Design requirement for partial filling Design requirement for partial filling
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Trends in LNG shipping
Smaller LNG carriers
A J apanese yard is building a 19 000 m vessel with 3 A J apanese yard is building a 19,000 m vessel with 3
spherical tanks (delivery: 2007).
An Australian company is developing projects of up to An Australian company is developing projects of up to
30,000 m transport capacity.
Standard designs for LNG ships (spherical aluminium Standard designs for LNG ships (spherical aluminium
tanks or membrane tanks) are expensive economics
for such niche markets have to be improved.
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Trends in LNG shipping
Very Small LNG carriers (for coastal trade)
First very small ship (1,000 m) for Norwegian coast First very small ship (1,000 m) for Norwegian coast
delivered in 2004 (stainless steel tanks, electric
propulsion)
Two LNG ships of 2,500 m delivered in 2003/5 for
J apanese coast (cylindrical aluminium tanks)
Anthony Veder (NL) is building a 7,500 m
LNG/Ethylene carrier for coastal transport in Norway
(vessel design and gas plant supplied by TGE)
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TGEs design approach to small LNG carriers
Objective: minimize the CAPEX Objective: minimize the CAPEX
Utilize the know-how from design of Ethylene carriers
Eth l hi TGE k t h f d li f Ethylene ships: TGEs market share for delivery of gas
handling systems and cargo tanks is more than 80%
Actual order book: 32 ethylene carriers Actual order book: 32 ethylene carriers
Maximize operation flexibility for a combined
LNG/Eth l /LPG i LNG/Ethylene/LPG-carrier
Main questions:
Cargo tank design
Boil-off gas handling / propulsion system
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Types of cargo tanks for gas carriers
(Internal insulation tanks)
(Integral tanks) ( g )
(Semi-membrane tanks: very few applications)
M b t k Membrane tanks
Independent tanks
(Type A)
Type B Type B
Type C
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TGEs design approach: independent Type C tanks
self supporting pressure self-supporting pressure
vessel
cylindrical or bilobe with y
outside insulation
no secondary barrier
i d required
no restriction concerning
partial filling partial filling
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Cargo tanks for 22,000 m Ethylene-carrier
5 700 m (4 tanks) 5,700 m (4 tanks)
4.7 bar g
480 t 480 t
5% Nickel steel
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Type C tanks for LNG
Ship capacity below 15,000 m
Cylindrical tank design Cylindrical tank design
o 2 tank design up to abt. 10,000 m
3 tank design upto abt 15 000 m o 3 tank design up to abt. 15,000 m
Ship capacity above 15,000 m
Bilobe tank design
o 3 tank design up to 25,000 m
o 4 tank design up to 35,000 m (or even 40,000 m)
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Type C tanks for LNG
Tank design temperature: -163C
Tank material: Tank material:
(Aluminium)
(9% Ni-steel)
SS AISI 304L
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Type C tanks for LNG
Ship design example: 30,000 m capacity:
4 Bilobe tanks each abt 7 500 m capacity 4 Bilobe tanks each abt. 7,500 m capacity
Min. design pressure @ density 500 kg/m:
AISI 304L 2 74 b o AISI 304L: 2.74 bar g
Tank weights:
o AISI 304L: abt. 530 tons
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30,000 m LNG-Carrier
lbp = 175.2 m
b = 27.6 m
d = 8.8 m
speed = 17.5 kn
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Type C tanks for LNG
Design constraints for LNG compared to Ethylene:
Higher material shrinkage due to: Higher material shrinkage due to:
o Larger delta T during cooling down
Higher material shrinkage factor for AISI 304L o Higher material shrinkage factor for AISI 304L
Problem especially for bi-lobe tanks:
for 15 mdiameter tanks the shrinkage is 35 mm(304L) for 15 m diameter tanks the shrinkage is 35 mm (304L)
Detailed design review and complete re-design of
supports necessary (displacement and stress analysis supports necessary (displacement and stress analysis,
temperature profiles)!
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Type C tanks for LNG
D i i l b l ifi ti i t Design appraisal by a classification society
FEM analysis of tank shell, supports and shipside
steel structure for different loading cases steel structure for different loading cases
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Tank insulation for LNG
Tank insulation for Ethylene: Tank insulation for Ethylene:
Typical Polystyrene panels glued to tank surface with
abt 230 mmthickness abt. 230 mm thickness
Tank insulation for LNG application
Same insulation type may be applied (spherical LNG
tanks use same technology)
I l ti thi k f 300 (b il ff t bt 0 35 Insulation thickness of 300 mm (boil-off rate abt. 0.35
0.45 %/day)
Design details modified (shrinkage stress) Design details modified (shrinkage, stress)
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Type C tanks for LNG new design
Concept approval certificate already issued by Class
Patent pending Patent pending
30 35,000 m designs have been discussed for a
ifi j t ith th hi d th b i f specific project with three shipyards on the basis of
confidentiality agreements concerning design details
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Boil-off gas handling / propulsion system
Alternatives for boil-off gas handling considering
typically short voyages and small BOG quantities: yp y y g q
a) Burn the BOG in a thermal oxidiser (combustor) ) ( )
b) Accept a pressure increase during voyage, provided
that receiving terminal can accept it g p
c) Utilize BOG for propulsion (electric power production)
d) Reliquefaction d) Reliquefaction
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Boil-off gas handling g g
b) Pressure increase
3,5
4
9% Ni
2,5
3
b
a
r

g
]
SS 304L
1,5
2
P
r
e
s
s
u
r
e

[
b
Basic LNG
Composition
N2:2%
CO2:0%
0,5
1
C1:89%
C2:5,5%
C3:2,5%
C4:1%
Tank Volume: 30.000 m
Insulation: 300 mm
Polystyrene
Initial pressure: 140 mbar g
0
0 10 20 30 40 50 60
Sailing Time [days]
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Boil-off gas handling g g
c) Utilize BOG for propulsion
Owner: Anthony Veder, NL (design and gas plant supplied by TGE)
Project: Coastal transport in Norway
LNG to be used as fuel
HFO to be used as fuel for transportation of other cargoes
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Boil-off gas handling g g
c) Utilize BOG for propulsion
GAS
HFO
GAS HFO
7,500 m LNG/LEG/LPG carrier for Anthony Veder
Electric propulsion (Gas, HFO):
HFO generator sets: 2 x 3,685 kW
Gas generator sets: 2 x 2 280 kW Gas generator sets: 2 x 2,280 kW
thrusters for optimum manoeuvrability
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Boil-off gas handling g g
d) Reliquefaction
Electric propulsion (utilize LNG and HFO as fuel) Electric propulsion (utilize LNG and HFO as fuel)
high CAPEX
Conventional slow speed diesel-mechanic (HFO)
BOG reliquefaction needed (CAPEX !), if pressure
increase is not an option increase is not an option
Alternative concepts based on mature technology:
pure LNG carriers: nitrogen system (Brayton cycle)
combined LNG/LEG carrier: utilize cascade technology
from Ethylene ships (under development)
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Combined LNG/Ethylene/LPG Carrier
Ch i d f LNG t Eth l LPG Changing grade from LNG to Ethylene or LPG
requires tank warming up
Changing grade is time consuming (especially from
LNG to LPG)
Cargo contamination may be an issue (for some
cargoes visual inspection may be required) g y )
Frequent grade changes are not economic
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Combined LNG/Ethylene/LPG Carrier
S ll LNG hi ith t C t k il b Small LNG ships with type C cargo tanks can easily be
upgraded to combined gas carriers (installation of
BOG reliquefaction for Ethylene) BOG reliquefaction for Ethylene)
LNG transportation in smaller quantities is not a mature
market market
Combined LNG/Ethylene/LPG carriers like 7,500 m
vessel meet the demands of a developing market vessel meet the demands of a developing market
increase operating flexibility
seasonal LNG transportation demands
up to 35,000 m
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Economics of small LNG carriers
CAPEX:
Little changes for ships hull construction (steel Little changes for ships hull construction (steel
grade of tank supports)
Tanks and cargo handling systemmore Tanks and cargo handling system more
expensive than for Ethylene carriers
TGE estimation shows an overall CAPEX abt TGE estimation shows an overall CAPEX abt.
10 15 % above the corresponding Ethylene-
carrier price, depending BOG handling concept
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Conclusion
Target market: small gas consumers without access to a Target market: small gas consumers without access to a
pipeline grid
TGEs design approach with type C tanks is based in vast g pp yp
experience with Ethylene carriers
The combined 7,500 m LNG/Ethylene/LPG carrier
d t t th t TGE h t th i t f demonstrates that TGEs approach meets the requirements of
this developing market
Small LNG carriers can be economical with type C cargo tanks Small LNG carriers can be economical with type C cargo tanks
up to 35,000 m capacity
TGE has received a Concept Approvalof a modified tank TGE has received a Concept Approval of a modified tank
design with a classification society
A patent is pending for the new tank design
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Thank you for your attention!
For any questions please contact TGE:
email: sales@tge-marine com email: sales@tge marine.com
phone: +49-228-60448-160