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校長(zhǎng)批準(zhǔn)（AIP）從挪威船級(jí)社（DNV）對(duì)LNG燃料罐設(shè)計(jì)

近海石油和天然氣工程專家NLI解決方案（NLI）已發(fā)展成為L(zhǎng)NG燃料駁船NLI LNG儲(chǔ)罐設(shè)計(jì)基于一個(gè)概念。進(jìn)一步發(fā)展的概念已經(jīng)在設(shè)計(jì)研究與海事部門的勞斯萊斯和威爾森技術(shù)解決方案（WTS）。

LNG作為船用燃料油利息迅速提高，但一個(gè)限制因素是實(shí)際可用的LNG掩體設(shè)施。LNG加油船經(jīng)常被描述為“缺少的環(huán)節(jié)”的LNG供應(yīng)鏈。今天，只有一個(gè)實(shí)例存在，能夠攜帶187立方米的LNG，盡管遠(yuǎn)洋船舶需要掩體幾千立方米。

板載電源和推進(jìn)的HighTechBarge（HTB）美聯(lián)儲(chǔ)環(huán)保燃?xì)獍l(fā)動(dòng)機(jī)。HTB熬氣體處理和氣體輸送到發(fā)動(dòng)機(jī)在船尾甲板上有一個(gè)大型氣壓罐。

NLI LNG儲(chǔ)罐設(shè)計(jì)IMO-B標(biāo)準(zhǔn)，是一個(gè)棱形，大氣和自收自支LNG鋼罐與藝術(shù)低溫絕熱狀態(tài)。它有一個(gè)容量為4000立方米的液化天然氣，將配備一個(gè)新的絕緣系統(tǒng)的與煮沸廢氣的非常低的水平。

由于重新冷凝設(shè)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(wǎng)時(shí)，的駁船是不是在加油作業(yè)。駁船也可以到岸上電網(wǎng)提供電力。

規(guī)劃研究已開展之間：

•雷士 - 負(fù)責(zé)設(shè)計(jì)，卑爾根燃?xì)獍l(fā)動(dòng)機(jī)，吊艙驅(qū)動(dòng)器和橋梁系統(tǒng);

•TI海洋承包（WTS） - 負(fù)責(zé)保溫系統(tǒng);

•NLI - 罐，液化氣/天然氣系統(tǒng)，供油系統(tǒng)負(fù)責(zé)。

•DNV（挪威階級(jí)社會(huì)挪威船級(jí)社） - 評(píng)價(jià)的駁船概念就在現(xiàn)有的法規(guī)和規(guī)章的限制和可能性

LNG儲(chǔ)罐的設(shè)計(jì)AIP

WTS及NLI已獲得原則性批準(zhǔn)（AIP）從挪威船級(jí)社（DNV）共同開發(fā)的LNG燃料罐的設(shè)計(jì)。自2009年以來(lái)，兩家公司曾開發(fā)的LNG燃料罐設(shè)計(jì)響應(yīng)從船東使用LNG作為船用燃料越來(lái)越大的興趣。該坦克

Liquiline的，DNV和Marintek的的LNG油箱開發(fā)項(xiàng)目的第一階段共同出資由挪威研究理事會(huì)的的MAROFF程序，威爾森海事顧問(wèn)，參與合作伙伴的發(fā)展。

NLI LNG儲(chǔ)罐設(shè)計(jì)的應(yīng)用程序，包括船上LNG燃油艙，坦克碉堡對(duì)液化天然氣的船只，小型液化天然氣運(yùn)輸船和小中型坦克在陸地上。這首由挪威船級(jí)社（DNV）的AIP是有效的，系統(tǒng)將被用作船用LNG燃料罐。

轉(zhuǎn)向使用LNG船舶推進(jìn)據(jù)說(shuō)是從煤到石油的轉(zhuǎn)變，但額外的環(huán)境效益，降低二氧化碳排放量顯著。天然氣價(jià)格預(yù)計(jì)將保持競(jìng)爭(zhēng)力隨著時(shí)間的推移，與柴油和餾分油產(chǎn)品相比也將有一個(gè)顯著的經(jīng)濟(jì)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.