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校長批準（AIP）從挪威船級社（DNV）對LNG燃料罐設計

近海石油和天然氣工程專家NLI解決方案（NLI）已發展成為LNG燃料駁船NLI LNG儲罐設計基于一個概念。進一步發展的概念已經在設計研究與海事部門的勞斯萊斯和威爾森技術解決方案（WTS）。

LNG作為船用燃料油利息迅速提高，但一個限制因素是實際可用的LNG掩體設施。LNG加油船經常被描述為“缺少的環節”的LNG供應鏈。今天，只有一個實例存在，能夠攜帶187立方米的LNG，盡管遠洋船舶需要掩體幾千立方米。

板載電源和推進的HighTechBarge（HTB）美聯儲環保燃氣發動機。HTB熬氣體處理和氣體輸送到發動機在船尾甲板上有一個大型氣壓罐。

NLI LNG儲罐設計IMO-B標準，是一個棱形，大氣和自收自支LNG鋼罐與藝術低溫絕熱狀態。它有一個容量為4000立方米的液化天然氣，將配備一個新的絕緣系統的與煮沸廢氣的非常低的水平。

由于重新冷凝設備是昂貴的，需要很大的空間，這樣的小裝置，并具有非常低的效率，多余熬氣體可以被輸送到岸上天然氣管網時，的駁船是不是在加油作業。駁船也可以到岸上電網提供電力。

規劃研究已開展之間：

•雷士 - 負責設計，卑爾根燃氣發動機，吊艙驅動器和橋梁系統;

•TI海洋承包（WTS） - 負責保溫系統;

•NLI - 罐，液化氣/天然氣系統，供油系統負責。

•DNV（挪威階級社會挪威船級社） - 評價的駁船概念就在現有的法規和規章的限制和可能性

LNG儲罐的設計AIP

WTS及NLI已獲得原則性批準（AIP）從挪威船級社（DNV）共同開發的LNG燃料罐的設計。自2009年以來，兩家公司曾開發的LNG燃料罐設計響應從船東使用LNG作為船用燃料越來越大的興趣。該坦克

Liquiline的，DNV和Marintek的的LNG油箱開發項目的第一階段共同出資由挪威研究理事會的的MAROFF程序，威爾森海事顧問，參與合作伙伴的發展。

NLI LNG儲罐設計的應用程序，包括船上LNG燃油艙，坦克碉堡對液化天然氣的船只，小型液化天然氣運輸船和小中型坦克在陸地上。這首由挪威船級社（DNV）的AIP是有效的，系統將被用作船用LNG燃料罐。

轉向使用LNG船舶推進據說是從煤到石油的轉變，但額外的環境效益，降低二氧化碳排放量顯著。天然氣價格預計將保持競爭力隨著時間的推移，與柴油和餾分油產品相比也將有一個顯著的經濟利益，為船東。

Approval in Principal (AiP) from DNV on LNG fuel tank design

Offshore oil and gas engineering specialist NLI Solutions (NLI) has developed a concept for a LNG Bunker Barge based on the NLI LNG tank design. The concept has been further developed in a design study together with the Marine division of Rolls-Royce and Wilhelmsen Technical Solutions (WTS).

Interest in LNG as a marine fuel is rapidly increasing, but one limiting factor is practical availability of LNG bunker facilities. LNG Bunker Barges are often described as the ’missing link‘ in the LNG supply chain. Today, only one example exists, capable of carrying 187 m3 of LNG, even though ocean-going ships need to bunker several thousand cbm.

Onboard power and propulsion for the HighTechBarge (HTB) are fed by an environmentally-friendly gas engine. The HTB has a large pressure tank on the aft deck for boil off gas handling and gas delivery to engine.

The NLI LNG tank is designed to IMO-B standards and is a prismatic, atmospheric and self-supporting LNG steel tank with state of the art cryogenic insulation. It has a capacity of 4000 m3 of LNG and will be fitted with a new insulation system with very low levels of boil off gas.

Since re-condensation equipment is expensive, takes a lot of space, and has very low efficiency for small installations like this, excess boil of gas can be delivered to a shoreside gas grid when the barge is not on bunkering operations. The barge can also deliver electric power to a shoreside electric grid.

Planning for the study has been carried out between:

• NVC – responsible for design, Bergen gas engine, pod drives and bridge systems;

• TI Marine Contracting (part of WTS) – responsible for insulation systems;

• NLI – responsible for tank, LNG/gas systems, bunkering systems.

• DNV (Norwegian class society Det Norske Veritas)– evaluation of the barge concept with respect to limitations and possibilities within the existing codes and regulations

LNG Tank Design AiP

WTS and NLI have received Approval in Principal (AiP) from DNV on their jointly-developed LNG fuel tank design. The two companies have worked on the development of a LNG fuel tank design since 2009 in response to growing interest from shipowners to the use of LNG as a marine fuel. The tank

The first stage of the LNG Fuel Tank development project was co-financed by the Norwegian Research Council’s MAROFF program, and Wilhelmsen Marine Consultants, Liquiline, DNV and Marintek participated as partners in the development.

The NLI LNG tank is designed for applications including ship board LNG bunker tanks, tanks for LNG bunker vessels, small LNG carriers and small to medium sized tanks on land. This first AiP from DNV is valid for the system to be used as marine LNG fuel tanks.

The shift towards the use of LNG for marine propulsion is said to be as significant as the shift from coal to oil but with the additional environmental benefit of lower CO2 emissions. There will also be a significant financial benefit for ship owners as gas prices are expected to remain competitive over time compared with to diesel and distillate products.