French cargo containment system designer GTT has booked 12 container ships that will be built with the first application of new design pressure for its Mark III Flex LNG bunker tanks.
GTT said that in collaboration with an Asian shipyard, it has been able to apply a 1 barg tank design pressure for a recently ordered series of boxships, without naming the yard or owner involved.
The company said the 1 barg pressure — a barg is the unit for measuring gauge pressure — compares to the current maximum of 0.7 barg.
GTT said it has already implemented a 2 barg design pressure on smaller capacity fuel tanks already in operation. But this is the first time a higher design pressure level can be applied on larger capacity tanks of over 3,000 cbm.
The company detailed that the 1 barg allows for a very large pressure operational range that improves holding time for bunkers and avoids unnecessary gas burning during periods of low activity.
It also facilitates the bunkering of LNG at higher temperatures, which allows vessels to source fuel from a wider range of suppliers, including those with higher pressure, warmer LNG.
GTT said the tank design pressure will enable LNG-powered ships to comply with future port regulations like the FuelEU Maritime initiative, requiring cold ironing at the quayside.
It said that in combination with the very low-boil-off rate of its Mark III Flex system and the increased cargo-holding time of the 1 barg design, shipowners will be able to halt LNG consumption and rely exclusively on shore-side electricity.
Stricter carbon standards
The company said this will allow owners and operators to enhance their environmental performance and optimise LNG consumption while adhering to new carbon intensity standards.
GTT chief executive Jean-Baptiste Choimet said: “This technological advancement reflects our ongoing commitment to providing practical solutions that meet the evolving requirements of the maritime industry.
“By introducing the 1 barg tank design pressure, we aim to enhance the operational capabilities of large LNG fuel tanks fitted with GTT’s Mark III technology and provide shipowners with the flexibility required to adapt to regulatory changes.”
In its July results briefing, GTT detailed that it did not receive any orders for tank designs of LNG-fuelled vessels during the first half of 2024 but said it expected activity to pick up, with LNG at the forefront of discussions for container ship newbuildings.
The company was upfront that it is facing competition from Chinese yards offering type-B tank solutions.
But Choimet said GTT’s tank technology is superior in that it can offer better boil-off rate performance, is a lighter solution, is less steel intensive, has lower CO2 emissions and comes with GTT support throughout the ship’s lifetime.