LNG Shipping Introduction PDF

LNG Ships: Technical and Operational Intro This report and/or presentation is based on our knowledge of relevant market conditions. Our estimates are made on the basis of this knowledge, but other circumstances, or new circumstances, as well as general uncertainty could cause the market to develop...

LNG Ships: Technical and Operational Intro This report and/or presentation is based on our knowledge of relevant market conditions. Our estimates are made on the basis of this knowledge, but other circumstances, or new circumstances, as well as general uncertainty could cause the market to develop differently. We take general reservation for misprints. MB Shipbrokers is not responsible or liable for any damages or losses resulting or arising directly or indirectly from your use of the report. © All rights reserved. No part of this publication may be reproduced in any material form (including photocopying or storing it in any medium by electronic means) without the written permission of the copyright owner. Likewise, any quoting is prohibited without the written permission of the copyright owner.  © 2024 MB Shipbrokers K/S. All rights reserv ed. LNG Vessels - Intro Video Page 2  © 2024 MB Shipbrokers K/S. All rights reserv ed. LNG Vessels Carriers can be classified in a number of ways – Containment Type LNG Tank Classifications Moss and Membrane Vessels Page 3  © 2024 MB Shipbrokers K/S. All rights reserved. LNG Containment Types Type A Type A containment cutaway Type A tanks are a LPG containment adapted for LNG ‒ Type A tanks are independent self-supporting prismatic containment systems, made of aluminum. Its benefits include flexibility similar to Moss spherical tanks in terms of filling levels, as there are no liquid motion (sloshing) issues, and at the same time, better volume utilisation than membrane tanks. ‒ The self-supporting tank enables use of low-density foam materials in the insulation, which with the design criteria applied for ultra-low LNG temperatures, provide better insulation thickness and density for the lowest possible thermal conductivity and boil-off rate. ‒ Currently there is only 1 LNG Carrier with a Type A tank Page 4  © 2024 MB Shipbrokers K/S. All rights reserved. LNG Containment Types B Type Moss-Rosenberg Type cutaway Moss types are most common Type B, but not the only one ‒ The LNG cargo containment system consists of insulated independent spherical tanks constructed from aluminium alloy and designed to carry LNG at cryogenic temperatures and at a pressure close to atmospheric pressure. ‒ The tanks are encased within void spaces and situated in-line from forward to aft within the hull. The spaces between the inner hull and outer hull are used for ballast and also provide protection to the cargo tanks in the event of an emergency situation, such as a collision or grounding. ‒ There is no secondary barrier as the tanks, primarily due to their spherical construction, have a high degree of safety against fracture or failure. The tanks are heavily insulated with approximately 220 mm of polystyrene foam to reduce boil-off to a minimum. ‒ The tanks are each supported by a metal skirt from the equatorial ring, which transmits the weight of the tank and the cargo to the lower hull. The skirt is stiffened in the upper part by horizontal rings and the lower part by vertical corrugated stiffeners. ‒ The ‘other’ Type B is the IHI Prismatic – largely out of date and uncommon. Page 5  © 2024 MB Shipbrokers K/S. All rights reserv ed. LNG Containment Types Membrane & C Types Membrane (Integrated) Tanks cutaway Membrane Tank Description THE containment of choice these days ‒ Due to their efficiency and capacity, membrane tank designs are a common choice for LNG carrier. These tanks feature thin, flexible membranes of materials like stainless steel or Invar, supported by insulation layers. The membrane is only a few millimetres thick and is designed to contain the LNG directly. ‒ GTT NO96 is a non-self-supported liquid cargo tank system, of which the main and secondary panels are welded with invar alloy membrane with 36% nickel composition. ‒ Invar alloy has extremely low thermal expansion coefficient and low thermal conductivity, capable of keeping a fixed size in a large temperature range. ‒ During operation, the invar membrane is tightly attached to the plywood insulation box, and the force exerted by liquid cargo. The interior is filled with perlite or glass wool insulation material for insulation. ‒ GTT Mark-III is also a non-self-supported liquid cargo tank system. The primary panel is made of 1.2mm thick 304L stainless steel membrane with grooved ribs. The secondary panel is a three-in-one composite material bonded with two layers of glass fiber cloth and one layer of aluminum foil, and the insulating material is reinforced polyurethane foam. ‒ GTT membrane-type LNG carrier has the advantages such as small main dimension, high utilization rate of tank capacity, flat deck, small wind area and small blind area of bridge view under the same cargo capacity, ‒ Membranes have a loading restriction, that is, the liquid level must be lower than 10% or higher than 70% to reduce the impact caused by liquid cargo sloshing and ensure the stability of the whole ship.. Page 6  © 2024 MB Shipbrokers K/S. All rights reserv ed. Membrane Tank Designs Characteristics and Advantages Advantages: Operational Considerations Operating an LNG carrier with a membrane tank involves several unique considerations: ‒ High Capacity Utilization: Tanks for membranes can be shaped ‒ Thermal Contraction Management: When the LNG is cooled to to fit the ship's hull, maximizing cargo capacities. cryogenic temperatures, the membrane must withstand significant thermal contraction. Designs such as the TGZ MARK III use a 'waffle pattern' to absorb these contractions. ‒ Efficient Space Usage: The ability of membrane tanks to conform to the ship's structure means they make better use of the available space compared to spherical tanks. ‒ Leak Detection: Continuous monitoring for leaks is crucial. Systems like the GT96 design include a double membrane with a layer of nitrogen flushing between them to detect hydrocarbon ‒ Lightweight: The thin membrane and insulation layers result in a leaks. lighter overall structure, reducing the vessel's weight and potentially increasing fuel efficiency. ‒ Maintenance and Inspection: Regular inspection and maintenance are essential to ensure the integrity of the membrane ‒ and insulation layers. Any damage or wear can compromise the containment system. Page 7  © 2024 MB Shipbrokers K/S. All rights reserv ed. LNG Containment Types C Type Type C tank cutaway Type C tanks are generic and much cheaper than alternate designs ‒ According to the IGC rules, C-type independent liquid cargo tank is pressure-resistant and self-supported, meeting the pressure vessel standard. ‒ The tank body is made of low-temperature resistant materials, generally into the cylindrical horizontal tank or spherical tank with uniform shape and almost no internal structure, which is covered with the insulating materials. ‒ Compared with other cargo containment systems, it is less difficult to build and is widely used on the small and medium-sized LNG carriers. The first domestic 30,000m3 LNG carrier delivered by Jiangnan Shipyard in 2015 used C-type independent liquid cargo tank (German TGE cargo containment system), which is also the largest C-type LNG carrier in the world. ‒ This containment is common across LNG and Pressurized LPG vessels Page 8  © 2024 MB Shipbrokers K/S. All rights reserv ed. LNG Propulsion Types Boil Off Gas and types of propulsions The simplified guide to LNG propulsion types ‒ (Nearly) all LNG Carrier utilize their cargo as fuel – this is referred to as Boil Off Gas ‒ The evolution of LNG propulsion can be tracked over the maturity of the fleet and trade ‒ Currently low-pressure 2 stroke Dual Fuel engines are in favour for both LNG carriers and LNG fueled vessels ‒ 2 major manufactures dominate the makers dominate the market ‒ MAN Energy Solutions – ME-GI/ME-GA ‒ WinGD (owned by Wartsila) – X-DF Page 9  © 2024 MB Shipbrokers K/S. All rights reserv ed. How to use this information? What do you, as a broker need to know Softship has this information, but always double check on the Form B ‒ LNG ROSENROT - IMO: 9877133 ‒ The LNG Rosenrot is a ‒ ABT 98,936 DWT on 12.52M Draft ‒ Built: 1/2021 Daewoo Shipbuilding & Marine, KRS ‒ 180,000cbm LNG Carrier ‒ Class: BV / Flag: Marshall Islands ‒ Built in 2021 at DSME ‒ Surveys: SS 24Jan2026 (BV) DD 24Jan2026 (BV) ‒ She is No96 GW Containment ‒ LOA: 297.9M / Beam: 47.9M ‒ She is an X-DF ‒ LNG Tanker ‒ NO96 GW ‒ This is, to a large extent, what a charterer ‒ X-DF (2 Stroke) needs to know, in the first instance ‒ Cap 98%: ABT 176,570 CBM ‒ Only item missing is the Boil of Rate ‒ Cap 100%: ABT 179,900 CBM ‒ M/E Type: 2 x WinGD 5X72DF X-DF (2 Stroke)33,962 BHP @ 69 RPM ‒ BWTS: Yes ‒ ABT 36,924 LDT Page 10  © 2024 MB Shipbrokers K/S. All rights reserv ed. LNG Shipping - Cargo operations Where LNG ships are within their cargo cycle is important information LNG Ship Operations Cycle of cargo tanks ‒ LNG Carriers are there to carry cargo and spend most of their lives on a Laden or Ballast voyages ‒ Tanks (usually) remain conditioned to carry cargo during this time, either: ‒ Fully loaded (laden voyages) ‒ With ‘heel’ (ballast voyage) ‒ Heel is the small quantity of cargo remaining in the tanks which serves as fuel and to keep the tanks cold to load the next cargo ‒ Outside this cycle the tanks need to go through the process described in the flow chart to condition tanks for Dry Dock and then first loading. Page 11  © 2024 MB Shipbrokers K/S. All rights reserv ed. Intro to Gas up/Cool Down Page 12  © 2024 MB Shipbrokers K/S. All rights reserv ed. Take away Questions Think about the following ‒ What is the most popular propulsion system on modern LNG Carriers? ‒ What is the most popular containment system on modern LNG Carriers? ‒ Why do vessels need to Gas Up and Cool Down? ‒ What sort of Gas Carriers will best use the Type C containment? Page 13  © 2024 MB Shipbrokers K/S. All rights reserved. Any questions? Give us a call. +45 3344 1400 [email protected] Name Title [email protected] +45 3344 1400