Schulte Group, in partnership with naval architect company Technolog, recently brought to market a new design concept for an LNG bunker vessel.

Johan Lillieskold, Gas Solutions Specialist, LNG Competence Centre, at Schulte Group, said: “We examined the market’s current requirements and recognised the need for a straightforward LNG fuelling ‘work horse’, that reduces the cost of last-mile delivery for vessel operators. We have gone back to the drawing board and defined the operational specifications of what the ideal LNG bunker vessel should offer, doing away with any additional or unnecessary gear and cumbersome operations.”

The LBV has been designed to maximise operational compatibility, including: vessels with protruding structures from the hull, such as those typically found on cruise liners with protruding lifeboats, deck structure and balconies; vessels with short bodies such as high-speed, slender container vessels; and those with high freeboards including large crude oil and bulk carriers.

The firm said some of the LNG bunkers are currently delivered from shore-based trucks to ships berthed alongside, and whilst these activities will still be available going forward, LNG sea-based deliveries will eventually dominate supply to merchant and cruise LNG-fuelled vessels.

Lillieskold, said: “The number of LNG-fuelled vessels planned to enter into operation in the next few years is significant, as operators increasingly turn to LNG to reduce environmentally and climate-harmful emissions.”

Lillieskold admitted that typically cheaper than fuel oil, LNG prices are high right now, but when the LNG versus fuel oil market returns to normal, demand for LNG to fuel merchant vessels and the required infrastructure will follow.

“The current arrangements for LNG bunkers, both land-based and sea-based, will not be sufficient or suitable for the increasing volume of LNG-fuelled tonnage planned for future years. This new flexible vessel design will serve both today’s tonnage and future new builds.”

Schulte Group’s LBV has been developed in accordance with the International Code of Safety for Ships Using Gases or Other Low-flashpoint Fuels (IGC) and other IMO regulations. It also complies with and is prepared for new and future decarbonising rules and regulations like the IMO’s Carbon Intensity Index (CII) and the EU’s Fit for 55 programmes.

Measures built into the design and available as option or for future upgrade include:

• The battery hybrid solution which saves energy and reduces carbon emissions delivering an initial good EEDI and CII rating.
• The battery hybrid solution allowing normal LNG fuelling operations (bunkering) to be undertaken using battery power only with zero carbon emissions. Moreover, it reduces noise-pollution – important where noise can impact bunker permit applications.
• The hull has been designed to increase tonnage mile efficiency. Even if an LBV is normally not required for extensive sea voyages, the vessel has been built with a slender and efficient hull for good EEDI and CII ratings.
• The vessel has capabilities to be connected to shore power. In combination with the battery hybrid solution and “green” shore power, depending on the operation profile, the vessel could operate largely carbon-emissions free.
• The basic design has even taken in consideration future retrofit for hydrogen power. Operation range will be limited if all operations are undertaken using hydrogen, but two to three days’ operation is feasible between H2 bunkering.

Overall, the next-generation LBV design brings together safety, compatibility, eco sustainability, operational flexibility and cost efficiency.

Photo credit: Technalog
Published: 12 May, 2023