LNG powered Cutter

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Recently a rather ordinary looking Norwegian coast guard cutter came to the port of Hamburg and created something of a stir. This little craft KV Barentshav (also here), seemed unremarkable, but its power plant was unusual. In addition to diesel, it could be powered by Liquified Natural Gas.

It has been a long time since we saw a shift in fuel for ships, from coal to oil. Now it seems we may be seeing the beginnings of another shift. The big drivers are reduced fuel cost and reduced emissions. The Norwegians seem to be the leaders here, but the US Coast Guard is not totally unfamiliar, particularly the M side of the house. the Dec 2011 issue of Marine Safety Engineering (pdf) had an article predicting that predicted that natural gas fuel vessels were coming soon.

This issue highlights another technology that is becoming more important every day, and that is the increased use of liquefied natural gas (LNG). Whereas, we previously considered LNG as a cargo, new MARPOL regulations for reduced emissions are now making it an attractive fuel source. It is extremely clean burning and is much lower cost than similarly clean diesel fuel. Marine Safety Engineers are leading the charge in establishing the appropriate safety standards needed for LNG fueled vessels, which not only includes the vessels themselves, but also bunkering facilities and waterways risk management.

Looking at cost, a study of the possible application of this technology to the marine transportation industry is available here: http://www.cleanskies.org/?publication=natural-gas-for-marine-vessels-u-s-market-opportunities (pdf). The study notes,

Based on the current forecasts, natural gas delivered for production of LNG is now at least 70% less expensive on an energy equivalent basis than marine residual fuel and 85% less expensive than marine distillate fuel. EIA currently projects that this relative price advantage will continue, and even increase, through 2035.

LNG does require approximately twice the volume for the same energy content and the infrastructure for its distribution is still limited. Currently engines designed to burn LNG are built by Wartsila, Rolls-Royce, and Mitsubishi. Some of these engines are duel fuel, burning either LNG or conventional diesel fuel.

Considering

  • the US has ample supplies of natural gas,
  • it may be less than half the cost on a per energy unit basis,
  • that its use reduces maintenance costs,
  • LNG is more environmentally friendly, and
  • the possibility of duel fuel makes this option more practical.

Perhaps the Coast Guard may want to think about powering some of its assets with LNG. When the replacement for the 87 foot WPB is planned, it might be worth a look. They fit the profile of good candidates for LNG since they will normally return to the same base to be refueled. Extending usage to road vehicle and support equipment would amortize the cost of providing the infrastructure and make this option even more attractive.

33 thoughts on “LNG powered Cutter”

    • The pdf has a list of existing and planned LNG powered vessels in the US. I don’t see this happening in the CG for at least ten years, and then it would be limited, but if that were to happen, then evaluation would need to start relatively soon. The first 87 ft WPBs entered service in 1998. If they were to be replaced when they are 25 years old the first replacement ships would be needed in 2023. That is only three years after the first OPC comes out. Assuming a ten year planning horizon, then planning for them should start next year. Meanwhile we could run some experiments.

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  3. Maybe things have changed since I commanded a WPB, but we refueled away from home port more than at our home port.

    Congratulations on the new site, Chuck!

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    • on the pt.hannon we refueled more in southwest harbor, rockland, glouchester(sp), and boston then we ever did in jonesport, america. i think a wpb would be too small for lng as i believe it almost certainly would have to be dual-fueled.

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  4. I served on a fleet oiler and an ammunition ship while in the Navy, and I wonder if transferring the fuel at sea is advisable, let alone possible. LNG tankers commonly use refrigeration to keep the LNG liquid because steel pressure vessels of sufficient size to be economical would be very heavy. Dropping the load on these vessels creates an instantly dangerous situation, and they are escorted in and out of ports because of the hazzard of a BLEVE. I imagine the technology currently used in SBA tanks (think skin aluminum tank wrapped in kevlar fiber) could be used but that would be very expensive, especially considering the volume of fuel required for a 30 day patrol. The money to expand the infrastructure to coast guard bases would have to be found. One thing going for it is that I am seeing more dual fuel vehicles on the road, so the land distribution of LNG fuel is gradually expanding.

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  7. The Finns are also building a dual fuel cutter.
    http://navaltoday.com/2012/11/06/stx-finland-oys-rauma-shipyard-starts-production-of-next-generation-opvs-for-finnish-border-guard/?utm_source=Naval+Today.com&utm_campaign=b104151d71-RSS_EMAIL_CAMPAIGN&utm_medium=email

    Looks like the cutter will have the same TRS-3D radar that is found on the NSCs:
    http://navaltoday.com/2012/08/14/cassidian-to-equip-new-opv-for-finnish-border-guard/

    This is a chubby ship. It is 315 ft long, but the 17 meter beam is wider than the NSCs.

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  12. More progress on this front reported by Tim Colton’s Maritime Memos, http://www.coltoncompany.com/:

    Quoted from the General Dynamics NASSCO news release:

    “General Dynamics NASSCO, a wholly owned subsidiary of General Dynamics (NYSE: GD), announced today that it has finalized a contract with TOTE, Inc., for the design and construction of two 3,100 TEU LNG-powered containerships, setting a new benchmark in green ship technology. When completed the 764-foot-long containerships are expected to be the largest ships of any type in the world primarily powered by liquefied natural gas (LNG). Construction of the first containership is scheduled to begin in the first quarter of 2014, with delivery to occur by the fourth quarter of 2015; the second ship will be delivered in the first quarter of 2016. The contract between NASSCO and TOTE Shipholdings, Inc., a subsidiary of TOTE, Inc., includes options for three additional ships.”

    “The ships will be designed by DSEC, a subsidiary of Daewoo Shipbuilding & Marine Engineering (DSME), located in Busan, South Korea. The design will be based on proven containership-design standards and will include DSME’s patented LNG fuel-gas system and a MAN ME-GI dual fuel slow speed engine. NASSCO has successfully partnered with DSEC previously for the design and construction of five State-class product tankers which currently operate in the U.S. Jones Act market. All of the containerships will be constructed at the NASSCO shipyard in San Diego.”

    NASSCO also builds ships for the Navy, including the 14 very successful Lewis and Clark class T-AKEs.

    The ships are expected to operate out of Puerto Rico.

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