DNV GL said it has presented Oshima Shipbuilding Company with an Approval in Principle certificate for a LNG-fuelled Kamsarmax bulk carrier.
The new, innovative design has been found to comply with DNV GL class rules and all current and upcoming regulations, including the new emission control regulations and the draft IGF Code for fuel with a low flashpoint, DNV GL said in a statement.
As regulations on harmful ship emissions such as sulphur become stricter, reducing SOx, NOx, CO2 and particulate matter is at the top of the agenda for many players in the maritime industry. As a result, shipowners and operators are increasingly looking into the use of alternative fuels to ensure compliance for their fleet, now and in the future.
U-shaped superstructure
As space on deck is limited on a bulk carrier, the design features an innovative solution – changing the ship’s superstructure to a U-shape that can accommodate the LNG tank in its centre. This approach allows the accommodation deck house to be completely separated from the LNG storage tank and scalability in terms of the amount of LNG storage onboard. Meanwhile, a tank cover adds an additional safety barrier and ensures compliance with the draft IGF Code. The bunkering stations for LNG, heavy fuel oil and marine diesel oil are located at the side of the accommodation deck house.
Tatsurou Iwashita, Director and General Manager of the Design Department at Oshima , points out, “One of the main factors for shipowners and operators considering the use of LNG as ship fuel is the space required to store LNG on board. But as a result of our changes to the superstructure, our design does not reduce the vessel’s cargo capacity.”
Dual fuel capabilities
The Kamsarmax vessel is designed for dual fuel operation, using both LNG and HFO to power the main engine, the generators and the boiler. LNG handling system for receiving AiP was supported by Mitsubishi Heavy Industries. Oshima’s latest Panamax/Kamsarmax hull design provided the basis for the vessel’s shape.
The vessel’s parameters are also based on data generated in a DNV GL feasibility study from 2014 that examined the use of LNG in a trade route between Europe and North America from a technological and economic perspective.
“Taking all relevant factors into account, we found that a LNG-fuelled Kamsarmax bulk carrier, which only uses LNG in Emission Control Areas, would require 500–700 m3 of LNG and one bunkering operation for a round trip between Europe and North America,” says Løvstad.
If it were powered with LNG for the entire voyage, it would require 2,000–2,500 m3 of LNG.