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maintain the same performance as the vessel operating on fuel oil. GPA has been working on reducing the space utilization and cost of installing an

LNG system on a vessel. We have de- veloped what we call the LNG Power

Pack. In a standard Offshore Supply

Vessel of around 4,500 deadweight tons, and around 88 meters overall length, it will add about 12 meters of length and about an additional 30% of the original cost of the vessel to pro- vide the same performance autonomy and deadweight capacity as the origi- nal diesel powered vessel. This is more pronounced on smaller vessels such as tugs. Some vessels are more adaptable to this alternative fuel and the ? nal in- stallation will have a smaller impact on the ? nal outcome of the vessel, but the increase in cost is proportionally large; it does not matter the type of vessel.

What can vessel owners looking to build new tonnage in today’s atmo- sphere do to get the most ef? ciency and value out of each CapEx dollar that they spend in the shipyard?

Simplicity is the best bet. Simplicity comes in many ways and it is appli- cable to every stage, phase, discipline, regulations, laws or operation onboard a vessel. All together comes to the ? nal goal, the best cost for your dollar. The best design is the one in which you take away everything you can and still per- form the way expected. It should start with a well designed vessel for the own- er, for the operation and for the ship- yard building it. Designs are in essence similar, but operators and shipyards are different and to really get to the best results, it should be tailored to and engineered for both of them. If your company or enterprise does not require going out to bid your project, our ad- vice is to select the shipyard that you want and bring it to the table from the beginning. You get the best of all sides. www.marinelink.com

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