GTT Small Mid Scale 2013 BD4
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description
lng vessel
Transcript of GTT Small Mid Scale 2013 BD4
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GTT assists Owners & Operators: •Project evaluation for ship size & capacity, speed, propulsion •Reaching the right, safe & economic solution •Making full use of the advantages of membrane type LNG carriers
GTT assists Shipyards: •The LNG-carrier building yards for developing your designs •The new Shipyards for: - Shipyard Qualification - Design of Cargo-Containment & Cargo Handling Systems - Ship Design development - General arrangement - Vessel performance - Rules & Regulations - Sourcing & makers selection - Building methods
Target: On-time – on-budget – on-quality – to the client’s satisfaction
www.gtt.fr
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GTT (Gaztransport & Technigaz SAS)1, route de Versailles • 78470 Saint-Rémy-lès-Chevreuse • FranceTél. : +33 (0)1 30 23 47 89 • Fax : + 33 (0)1 30 23 47 00 • E-mail : [email protected]
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• Satellite terminals • Industrial users• LNG Bunker stations
• Mark III or NO96 membrane• All propulsion systems• Improved harbour access • All filling levels• Full double-hull
Design Criteria: • Safety & reliability• Cost effectiveness• Flexibility • State-of-the-Art,
proven membrane technology
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All LNG capacities (m3)60,000 (+)45,00032,00020,000 15,00010,000
• Regional distribution• Coastal trade• Main rivers
34,94
120,00
27,20 34,94
1,40 1,40 1,40
18,72
7,655m3 7,418m3
15,000 m3 LNG CARRIER 30,000 m3 FSRU
10.00 40.00 40.00 28.00
2.002.00
124.00
2.00
Tank 215,195m3
Tank 115,195m3
Length over all about 176 mLength between pp 165 mBreadth moulded 28.8 mDesign draught moulded 7.4 mDepth 1 18.0 mDepth 2 21.6 mCapacity 100% 32,000 m3
DFDE Power Generation 4 x 9L34DF or equivalentGTT NO 96 or Mark III Membrane System
32,000 m3 LNG CARRIER
(all data preliminary)Loa 135 mLpp 128 mBeam 28 mDesign Draught 4.7 mDepth (main deck) 11.70 mDepth (trunk deck) 14.56 mAir Draught abt 22 mDeadweight abt 8,600 tSpeed, design draught, 15% SM abt 12.5 knotsTwin-screw or thruster 2 x 2,000 kWDFDE Power generation 3-4 x 6L34DF or equivalentGTT Mark III - Flex Membrane System
16,500 m3 SHALLOW DRAUGHT LNG CARRIER
!"
Safety Excellence Innovation Teamwork Transparency Safety Excellence Innovation Teamwork Transparency
16.5k Shallow Draught LNG carrier
32 k LNG carrier
Aman Bintulu 18.9 k
Aman Sendai 18.9 k
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• Satellite terminals • Industrial users• LNG Bunker stations
• Mark III or NO96 membrane• All propulsion systems• Improved harbour access • All filling levels• Full double-hull
Design Criteria: • Safety & reliability• Cost effectiveness• Flexibility • State-of-the-Art,
proven membrane technology
;.#<<);$#<")?)@&A);$#<"))) +,-)$#//&"/2)B)C;!D)
All LNG capacities (m3)60,000 (+)45,00032,00020,000 15,00010,000
• Regional distribution• Coastal trade• Main rivers
34,94
120,00
27,20 34,94
1,40 1,40 1,40
18,72
7,655m3 7,418m3
15,000 m3 LNG CARRIER 30,000 m3 FSRU
10.00 40.00 40.00 28.00
2.002.00
124.00
2.00
Tank 215,195m3
Tank 115,195m3
Length over all about 176 mLength between pp 165 mBreadth moulded 28.8 mDesign draught moulded 7.4 mDepth 1 18.0 mDepth 2 21.6 mCapacity 100% 32,000 m3
DFDE Power Generation 4 x 9L34DF or equivalentGTT NO 96 or Mark III Membrane System
32,000 m3 LNG CARRIER
(all data preliminary)Loa 135 mLpp 128 mBeam 28 mDesign Draught 4.7 mDepth (main deck) 11.70 mDepth (trunk deck) 14.56 mAir Draught abt 22 mDeadweight abt 8,600 tSpeed, design draught, 15% SM abt 12.5 knotsTwin-screw or thruster 2 x 2,000 kWDFDE Power generation 3-4 x 6L34DF or equivalentGTT Mark III - Flex Membrane System
16,500 m3 SHALLOW DRAUGHT LNG CARRIER
!"
Safety Excellence Innovation Teamwork Transparency Safety Excellence Innovation Teamwork Transparency
16.5k Shallow Draught LNG carrier
32 k LNG carrier
Aman Bintulu 18.9 k
Aman Sendai 18.9 k
"1%#/,23(',56,7%*8• Safe & Reliable through proven technology
• Membrane system permits to design for any capacity
• Small membrane type LNG carriers have been in operation for decades
• Compact & efficient vessel design: - Best ratio of Cargo-volume vs Gross-tonnage - Low harbour and operating costs- Safe access to restricted areas, harbours and channels
• Cargo-tank design for operational advantages: - Always adequate draught & trim conditions - Minimum ballast water requirements - Low Boil-Off rate - Cargo volume distribution with full flexibility
• Full cargo-range: any LNG quantity can be delivered
• For most operating profiles, no need for a reliquefaction plant (case study to be made)
• Pressure-rise (up to 0.7 bar) can be implemented on request
• Suitable for any propulsion system: - Single or Twin-screw - Dual-Fuel engines with Diesel-electric or Diesel-mechanical system - Others to be examined
• Major advantages through Full Double hull (bottom, sides and deck): - Safe operation even in damaged situation of the double hull - No flooding of cargo hold in case of minor damage - No damage of the insulation system by sea-water ingress - Repair down-time of the vessel limited - More safety in congested harbour areas leads to better public image.
Membrane LNG carriers: flexible, economic solutions for all requirements.
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www.gtt.fr
GTT (Gaztransport & Technigaz SAS)1, route de Versailles • 78470 Saint-Rémy-lès-Chevreuse • FranceTél. : +33 (0)1 30 23 47 89 • Fax : + 33 (0)1 30 23 47 00 • E-mail : [email protected]
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• Type C cargo tanks can be used with increased pressure (typically about 3 to 7 barg).
• Heat leakage into cargo tanks of LNG carriers leads to pressure-build-up and an increase in temperature if no gas is consumed or vented.
• The heat will be released or transferred during the discharge operations.
• In terminals operating at near atmospheric pressure, receiving LNG with a temperature higher than -163°C will lead to increased Boil-Off which has to be handled, either recondensed, reliquefied or compressed for send-out to the grid.
• Without substantial Boil-Off gas handling equipment, such heated, pressurized LNG can only be discharged to a tank with the same characteristics (pressurized storage tanks).
• Membrane type LNG tanks are at nearly atmospheric pressure. Nevertheless, a pressure rise up to 0.7 barg offers operational flexibility.
• Temperature & pressure rise during ballast voyage leads again to increased Boil-Off during the next loading operation.
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• “Type C LNG carriers do not need a reliquefaction plant.” This is true only in certain operating profiles, e.g. when such a cargo has been loaded in sub-cold
conditions from an atmospheric onshore LNG storage.
• “Type C LNG carriers are more flexible in operation: no sloshing issues, partial fillings and pressure-build-up operations are possible”.
In membrane type ships sloshing is taken into account at the design stage and partial fillings are allowed. Pressure build-up is not useful but can be made to some extent if really needed.
• “Type C ships can deliver more cargo than membrane carriers since there is no loss due to Boil-Off.” No cargo loss is true but more cargo delivered is wrong considering purpose designed & optimized
new-built ships with the same displacement. BOG is not a cargo loss but clean, cheap, high energy fuel for the vessel. In this respect, it can be
demonstrated that gas burning ships deliver more gas than ships burning standard marine fuel.
• “No change of LNG composition during voyage” - This is no practical issue. • “Safety first.” It is not a myth but a serious issue if increasing the pressure in LNG tanks.
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www.gtt.fr
GTT (Gaztransport & Technigaz SAS)1, route de Versailles • 78470 Saint-Rémy-lès-Chevreuse • FranceTél. : +33 (0)1 30 23 47 89 • Fax : + 33 (0)1 30 23 47 00 • E-mail : [email protected]
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• The “pressure-built-up” LNG carrier was initiated during the time when no dual-fuel Diesel engine technology was available.
• These DF engines are now the State-of-the-Art propulsion technology with proven benefits, which drastically reduces the need for pressure build-up during the voyage.
• Pressurized tanks are heavy. More tank pressure means more tank weight. Since a ship is a weight equation (Archimedes), basically more ship weight means less cargo weight, or an increased energy conception.
• Since the phenomena of heat ingress are transferred by discharging to the terminal, the need for Boil-Off Gas handling is on the receiving side. For terminals at near atmospheric pressure, the investment cost might be even higher in this case.
• For storage tanks with the same capacity for pressure rise, receiving pressurized, warmed gas reduces in turn their own possibility of pressure rise before reaching their limits. The advantage for the ship-operator becomes the disadvantage for the terminal-operator.
E35)-B*(358Even not using “pressure-build-up”, membrane type LNG carriers obtain the same flexibility for the ship & terminal operators as type C carriers.
Additional features of membrane carriers should be kept in mind, such as best use of the ship’s volume, the vessel’s weight, dimensional restrictions, safety by double hull, investment and operating costs.
A case study for the considered trade should be made for the adequate LNG transport solution.
Well-known myths should be carefully examined before making any choices.
www.gtt.fr
GTT (Gaztransport & Technigaz SAS)1, route de Versailles • 78470 Saint-Rémy-lès-Chevreuse • FranceTél. : +33 (0)1 30 23 47 89 • Fax : + 33 (0)1 30 23 47 00 • E-mail : [email protected]
!""#$%&'()%*
GTT assists Owners & Operators: •Project evaluation for ship size & capacity, speed, propulsion •Reaching the right, safe & economic solution •Making full use of the advantages of membrane type LNG carriers
GTT assists Shipyards: •The LNG-carrier building yards for developing your designs •The new Shipyards for: - Shipyard Qualification - Design of Cargo-Containment & Cargo Handling Systems - Ship Design development - General arrangement - Vessel performance - Rules & Regulations - Sourcing & makers selection - Building methods
Target: On-time – on-budget – on-quality – to the client’s satisfaction
www.gtt.fr
$+,--#$),-%#.#/(0#$),-%##!"#$%&''()'*
GTT (Gaztransport & Technigaz SAS)1, route de Versailles • 78470 Saint-Rémy-lès-Chevreuse • FranceTél. : +33 (0)1 30 23 47 89 • Fax : + 33 (0)1 30 23 47 00 • E-mail : [email protected]
