The design has been developed by French technical consultancy Marinnov with engineering support from ship designer Marine Assistance.
“The early development of the LNG bunkering market has seen several LNG bunker ships entering service which were not specifically designed for the main mission of bunkering,” Arthur Barret, Marinnov Founder and Managing Director, commented.
“I hope the industry is now ready to move to more dedicated and purpose built and more cost effective solutions enabling a lower cost of delivered LNG to benefit end users willing to shift to clean fuels.”
Speaking at Marintec in Shanghai on December 3 during the presentation of the AIP to Marinnov, Matthieu de Tugny, President of Bureau Veritas, Marine & Offshore said:
“This project underlines just how fast and far the industry is going to meet tomorrow’s challenges today and it is a great pleasure to hand over this approval for such an exciting design.”
Quadelprop features four azimuth thrusters fitted at each corner of the hull, four dual-fuel generator sets installed in the engine room compartment, complemented by an energy storage system, and a redundant dynamic positioning (DP) system.
As explained, the high precision of the design’s DP system allows Quadelprop to keep position relative to the client ship so that the LNG transfer system is always within a safe working envelope. Thanks to the DP system, ship-to-ship LNG bunkering operations can also be envisaged safely at anchorage and in waiting areas.
The absence of mooring requirements with the client ship not only simplifies and shortens the overall duration of the bunkering operation but also allows the bunker ship to immediately move away from the client ship in case of an emergency shut down and disconnection of transfer hoses, according to Bureau Veritas.
The vessel is particularly adapted to coastal navigation and port operations with advanced manoeuvring capabilities and a high level of safety with a full ‘B/5’ wide double hull protecting the cargo tanks area and the engine room as well as a full redundancy of main and auxiliary equipment.
The ship is designed to carry LNG, under a maximum pressure of 0.7 barg in two identical membrane-type tanks. The work has involved collaboration with Gaztransport & Technigaz (GTT) and Air Liquide.