France’s Brittany Ferries has ordered a huge 210-m long, 52,000 gt, almost 2,500 passenger capacity, dual-fuel cruise ferry that they claim will be the first in UK waters to use natural gas to power its engines. At the same time they claim it will be first in the world to employ technology that allows the fuel to be carried on board at close to atmospheric pressure.
Dual-fuel cruise ferry PEGASIS: Rendering courtesy of STX France
STX France explains that the ship bears the self-explanatory code name PEGASIS (Power Efficient Gas Innovative Ship) and is one of 34 projects engaged in the ‘New Industrial France’ programme. According to Brittany Ferries four dual-fuel engines (natural gas and marine diesel oil) will be installed (they do not choose to name the engine builders at this stage) with a total installed power of 45 MW and LNG bunker capacity of 1,300 cu.m.Clearly, much forward bunker safety and logistical planning was needed, and Brittany Ferries say that t... [More]
The remarkable significance of a new marine diesel technology just announced by Wärtsilä is that the low pressure, dual-fuel (gas/liquid fuel) benefits that are already available to 4-stroke engines, can now be applied to 2-stroke engines as well, thus making the technology available to the broader merchant shipping market.
The test engine: Photo courtesy of Wärtsilä
Wärtsilä, having announced the successful full scale testing on gas of an RT-flex50DF engine, say that the marine industry is already showing significant interest, evidenced by the fact that more than 130 industry executives from 89 leading shipping companies attended the recent introductory event in Trieste, Italy. In his opening speech at the event, Jaakko Eskola, Senior Executive Vice President and President, Wärtsilä Ship Power, stated: “Dual-fuel engine technology is the future; it is a tide that cannot be turned back. Gas is certain to play an increasingly imp... [More]
Samsung Heavy Industries (SHI), Republic of Korea has designed a 200 GT Guide ship for the Port of Incheon Authority with environmental sustainability as a priority. The Guide ship has an LOA of 115 ft (38 m) and will have a service speed of about 15 kn. When operating on LNG it will be compliant with Tier III exhaust emission regulations. The propulsion system selected is a medium speed Wärtsilä 9L20DF with an output of 1,584 kW at 1,200 rpm. [More]
The Russian Sovcomflot (SCF Group) ordered two ice2 class LNG carriers last year with STX, S.Korea. The Atlantic-max carriers have capacity of 170,000 cubic meters using a reinforced membrane structure. Vessels of this capacity have a LOA of approximately 980 ft and beam of 150 ft. The vessels use a dual fuel electric propulsion system giving 19.5 kn comprising two 8L51/60DF engines of 8MW at 514 rpm and two 9L51/60DF engines of 9MW at 514 rpm. The engines will be built at the MAN Augsburg factory for delivery end 2012. [More]
Italian builder Fincantieri, together with engine manufacturer Wärtsilä and designer Stefano Pastrovich have put forward a 325 ft megayacht concept called X-Vintage, using the dual fuels of LNG and MGO. The impending IMO Tier 3 regulation deadline of 2016 and the expected expansion of Emission Control Areas, using LNG avoids the necessity of having to incorporate exhaust treatment equipment to ensure compliance with the forthcoming regulations. In the X-Vintage, the twin tanks are located forward of the “garage for toys” where the headroom, out of necessity to accommodate some of the toys, is greater than on the other decks. A twin shaft electric propulsion system is specified with six Wärtsilä 6L20DF dual fuel generators each rated at 1,056 kW at 1,200 rpm. [More]
“It is a matter of when, not if, LNG will be a commonly-selected fuel source and we need a sound basis for ship designs." So said Christopher J. Wiernicki, President of ABS a few months ago as he announced his classification society’s issue of a technical guide to the installation of LNG propulsion and auxiliaries in ships. Cut to the chase, and just last week Harvey Gulf Corp. said that the next phase of their ‘Green’ constructions will include two dual-fuel Platform Supply Vessels (PSV’s) which will have the distinction of becoming the first ever U.S. Flagged PSVs to be powered by LNG. Gulf International Marine’s Chairman & CEO Shane J. Guidry said that a contract will be awarded to a U.S. shipyard on or before August 28, 2011.
PSV SV310DF Design: Courtesy of STXM
U.S. Ship Registry Slow to Embrace LNG Marine Diesel Engine TechnologyDuel-fuel diesel engines (able to burn natural gas ignited by liquid... [More]
Kleven Maritime, Norway has received and order from Rem Offshore to build one LNG powered Platform Supply Vessel for delivery in December 2012. This new vessel is of the type VS 499 LNG PSV from Wärtsilä Ship Design and will be built by Kleven Verft in Ulsteinvik, Norway. She has a length of 89,6 meters, beam 21.0 meters with a deck space of 1 030m2 and dead weight of about 6,500 tonnes. A twin fuel LNG/diesel electric propulsion configuration is used. She is built to Light ice class (Ice C) classification, is equipped for oil recovery and rescue missions as a Standby Vessel. [More]
Austal Ltd, has just completed an 18 month study on the development of several new types of fast ferry. Their study concluded that the most promising solutions for future regulations are multi-hulled HSC code compliant ferries running at a significantly slower speeds than present fast ferries. Austal gives three examples of new designs using LNG as the main fuel. The largest example is a 127 m trimaran ferry powered by twin dual fuel GE LM2500 gas turbines. A smaller 102 m trimaran ferry uses three 4 MW Wärtsilä 9L34DF dual fuel, medium speed engines. The smallest design example is a 72 m catamaran ferry using a dual fuel diesel/LNG electric propulsion system of four 2.3 MW Bergen dual fuel engines. [More]
Wärtsilä Corporation, Trade & Technical Press release, December 2010 [More]
Dual-fuel marine diesel engines are increasingly being fitted to new-buildings where twin benefits of negligible noxious gas emissions (thanks to squeaky-clean combustion) and economical performance come to bear when the engine operates in LNG mode. Indeed analysts are agreed that it is only the sparse availability of LNG bunkering facilities world-wide that limits installation of far greater numbers of dual-fuel systems at a time when prices for oil fuels are uncertain, and when environmental regulations are becoming increasingly stringent. For vessels with ready access to LNG as a fuel source, there has been a natural progression in the fitting of dual-fuel engines, beginning with large LNG carriers themselves using boil-off cargo gas when loaded. Now that progression has extended to include far smaller ships (with a no less an important role in drilling operations) which also have ready access to the fuel – LNG Platform Supply Vessels (PSV's).
PSV's in the... [More]
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