57 / 60
between 174 000 m
3
and 180 000 m³. However, while trends
in vessel size are primarily driven by terminal capacity, there
is also work being done by some shipyards to design a new
‘post-Panamax’ LNG carrier design. These vessels would be able
to transit the newly expanded Panama Canal locks that can
now accommodate vessels with capacity up to 200 000 m³.
Furthermore, some Chinese receivers are reportedly
interested in further increasing ship sizes with a new design,
known as the ‘Chinamax’, which would boast a capacity of up to
260 000 m³. Whether this project comes to fruition remains to
be seen – it appears that most charterers and owners are
satisfied with the present standard sizes, and there is no clear
view whether many larger ships will be built or what their
markets would be. This is principally due to the fact that traders
prefer cargo parcel sizes that fit the 174 000 – 180 000 m³
vessel profile, and though ships in the 200 000 m³ capacity
range would still be able to serve the majority of Asia’s LNG
terminals, ships above this size would face significant
restrictions.
At the other end of the market, interest persists in
small scale LNG where the majority of designers and owners
prefer to build concepts around cylindrical Type C tanks,
approximately 7500 m³ in capacity, often for application in LNG
bunkering. However, several small scale projects have opted to
use membrane tanks, pushing down the limit of what is
possible for gas containment systems.
For example, ABS provided classification for the LNG
bunker barge constructed at the Conrad Orange shipyard,
Florida, which will provide bunkering services for two
TOTE Containerships also constructed to ABS class. ABS was
also selected by FueLNG to class Singapore’s first LNG bunker
vessel, an important milestone for the region and a key
component of Singapore’s strategy to become the world’s
largest bunkering port. The 7500 m³ LNG bunker vessel which
was planned for first operations before the end of 2019, will be
owned and operated by FueLNG, a joint venture between Shell
and Keppel Offshore & Marine. The vessel will be based in the
Port of Singapore and will supply necessary LNG fuel to large
ocean-going LNG-fuelled vessels throughout the region.
Conclusion
If LNG carrier technology can be said to have reached a ‘steady
state’, it is probably more accurate to conclude that the fleet
has evolved to meet the exacting demands of the trade while
retaining the necessary degree of flexibility.
Innovation has continued, as is obvious from both the
development in choices of propulsion and containment systems.
While there remains room to grow in vessel sizes, technical and
economic conditions will likely see smaller, incremental gains
than giant leaps. Instead, designers and operators are seeking
additional efficiencies which enable them to respond to
increasing volumes of spot trading and maintain fuel flexibility
and regulatory compliance. Growing interest in small scale LNG
applications – either as bunkering vessels or to supply
small scale power projects – is likely to see increasing attention
too, as more complex systems become possible on these vessel
sizes.
Taken together, these developments suggest the LNG
carrier market continues to push the boundaries of innovation,
while maintaining the sector’s enviable safety record.
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