In discussing the use of Natural Gas as a fuel for Marine use, there are two aspects that require examination, firstly, the gas handling, process and on land/vessel storage considerations, and secondly, the pressure vessels that will store the fuel. Paper published with permission.

This discussion paper is based on a preliminary design and is not to be construed or interpreted as being a suitable basis for adoption as a final design for natural gas storage facilities or marine vessels. The gas storage concepts were developed as a basis for project budgeting, further design studies such as HAZID/HAZOP/FEMA, and for review/comment by Classification Societies and Regulatory Authorities as a precedent to further design development. The contents, comments and opinions contained herein are proprietary to Floating Pipeline Company Incorporated and TransCanada. Paper published with permission.

This paper discusses the potential to use fuel cell technology for marine applications. The topics discussed include a definition of a fuel cell, the types of fuel cells and their applications, fuels currently used by various fuel cell designs, the status of supporting product safety standards, the existing model and design codes for the storage and piping of various fuels, the existing model and design codes for the dispensing of various fuels, and potential near term applications for powering marine vessels and other equipment. Paper published with permission.

Liberator Engine Company, LLC designs, develops and produces alternative fuel engines for vehicles around the globe. The Company’s 6.0 Liter Liberator™ gaseous fuels engine will have the ability to operate on Compressed Natural Gas, Liquefied Natural Gas or Liquid Propane Gas: clean, domestic, economical fuels. The Liberator engine will target OEM on road vehicles, as well as off road applications. The Liberator engine is also an excellent choice for the repower of existing diesel vehicles. The 6.0L Liberator™ engine will serve as a replacement engine for vehicle currently operating on a Cummins 5.9L diesel engine or Mercedes diesel 6.0L engine. Paper published with permission.

The presentation describes some of the challenges involved with the usage of LNG as a marine fuel. Today there are 37 vessels in operation in Norway and 35 of them have tanks under deck or accommodation. With the higher LNG Fuel investments for new-buildings, it makes good environmental and business sense to ensure that the vessels are additionally designed with energy efficiency, in line with IMO’s latest regulation towards CO 2 reduction. In addition to the environmental benefit of using LNG, this gives further longer term economic benefits. Various passenger Ro-Ro ferries with tanks under accommodation are described. In understanding how the tanks under accommodation and passenger areas are safely designed and accepted by IMO, the properties and the facts about LNG are illustrated to give a clear understanding on how the risks are relatively easy to mitigate and manage. Risk is a function of the likelihood of occurrence versus consequence. The mitigation methods in lowering the probability from occurrence are described. A look at the component in the LNG fuel propulsion system that is really critical and how this is mitigated is examined. Another concern in the widespread use of small scale LNG is with the crew competence level related to LNG bunkering. The various methods of bunkering are described. Some developments towards safety and competence development in the industry are described. The presentation concludes with some of the key elements included in the Crew Competence Standard. Paper published with permission.

Industrial use of liquefied natural gas (LNG) has a surprisingly long history. The first practical refrigeration system was built in 1873; the first commercial liquefaction plant was built in 1917. Over time two applications have been developed that are relevant to the current paper. The first involves storage of LNG to handle peak demand in pipeline systems, the process is identified as “peak shaving”. A second application is the transport of hydrocarbon fuel where gas pipelines are unavailable. Paper published with permission.

CNG has significant environmental and economic advantages as a marine fuel in commercial applications as well as law enforcement and recreational use. This paper covers the current technical and business aspects of the current deployment of CNG marine systems for boat propulsion, on-board power generation, fueling operation and the practical considerations that make it all possible today for the different use of boats. The technology and its benefits are reviewed and measurements from existing CNG hybrid boats currently in operation are analyzed. Paper published with permission.