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The potential beneÞ ts of LNG as fuel are well document- ed throughout the commercial shipping sector. According to Germanischer Lloyd, LNG fuel is both cleaner and more cost efÞ cient as it reduces sulphur oxide and carbon dioxide emis- sions, and so far is less costly than traditional heavy fuel oil. This, coupled with the next wave of ECA regulations sched- uled to take effect in the coming years, has shifted industry focus toward affordable, clean energy. More companies each year are announcing LNG conver- sions and newbuilds, however these LNG repowers and builds have mainly appeared in the offshore sector, raising questions as to why large scale LNG conversions havenÕt taken place on the Great Lakes. The short answer seems to boil down to ac- cessibility. LNG bunkering is not available in the Great Lakes, at least not yet. Mark Barker, President Interlake Steamship Company, said the beneÞ ts of LNG lured his company to be- gin considering conversion a few years ago, with the initial idea to repower a single ship, but the absence of LNG bunker- ing on the Great Lakes made conversion impractical. Game ChangerThat changed when Interlake announced in May its plans to repower its ß eet with dual fuel LNG engines. The company also revealed an agreement in principle with Shell for the supply of LNG to support the operatorÕs conversion project which will in effect bring LNG bunkering to the Lakes as operations expanded to justify small-scale liquefaction. Now, as Shell prepares bun- kering arrangements, Interlake looks to convert a total of seven ships to dual fuel engines powered primarily by LNG, with a goal of completing its Þ rst conversion by spring 2016 and one per year, thereafter. Of the 10 ships under Interlake operation, two vessels will not be repowered due to recent conversions to ultra low sulphur diesel, and another will forgo conversion be- cause it is owned by an outside company. InterlakeÕs Þ rst vessels scheduled for repower are its three 1,000-foot class bulk carriers. Nuts & BoltsThe conversions will take place during the shipsÕ annual layup period between January and March. Shipyard arrangements and contracts are yet to be Þ nalized, but Barker said an engine man- ufacturer and tank supplier have already been determined: MaK Caterpillar and Taylor-Wharton, respectively. InterlakeÕs ves- sels have recently-upgraded gearboxes, tail shafts, propellers and control systems, so less labor is required for total repower. ÒWeÕre changing engines out. WeÕre putting in gas systems and the safety systems that go along with that, and thatÕs really the scope of the project,Ó Barker said. ÒWeÕve done extensive re- powers and equipment upgrades on our ships already, so LNG is just another step in that equipment upgrade.Ó For Barker, the Ònext stepÓ is ultimately about providing a long term transportation option for Interlake customers that is both cost effective and sustainable. ÒWe need to be compliant or exceed compliance,Ó Barker said, Òand if weÕre going to Smith Berger Marine, Inc.builds a full range of Shark Jaws for AnchorHandling Tug Supply vessels. Standard ratings are 100, 200, 350, 500 and 750 metric tons and all units have Quick Release at the rated load.Smith Berger flexibility allows us to customize our equipment to suit theoperating characteristics of your vessel. Third party certification, loadtests, release tests and load monitoring systems are available options. Rely on the 100 year history of Smith Berger to outfit your vessel with our rugged and dependable equipment.SMITHBERGERMARINE, INC.OFFERSA COMPLETELINEOF SHARK JAWS ? TOWING PINS ? STERN ROLLERS Smith Berger Marine, Inc.7915 10th Ave., S., Seattle, WA 98108 USA Tel. 206.764.4650 ? Toll Free 888.726.1688 ? Fax 206.764.4653 E-mail: sales@smithberger.com ? Web: www.smithberger.com SAFE - RELIABLE - ECONOMICALMP #3 34-49.indd 41MP #3 34-49.indd 419/10/2013 11:10:55 AM9/10/2013 11:10:55 AM
