Small scale cargo capacity option capable of holding up to 60x FEU tanks. This would be best suited for the transportation of cargo over many short voyages with a quick turn around in port.

Medium scale cargo capacity option capable of holding up to 165x FEU tanks. This would be best suited for the transportation of cargo over short to medium voyages while retaining a relatively quick turn around in port.

A larger scale cargo capacity option capable of holding up to 300x FEU tanks. This would be best suited for the transportation of cargo over medium to long voyages delivering large capacity energy.

The largest scale cargo capacity option capable of holding up to 400x FEU tanks. This would be best suited for the transportation of cargo over medium to long voyages delivering large capacity energy.

LNG is now considered a mature alternative fuel option. The uptake of LNG has been very strong in recent years, especially in newbuildings. This has been driven by a combination of the environmental benefits and attractive fuel prices, and the trend is accelerating. Switching to LNG as a fuel can provide significant advantages, by meeting regulatory requirements, offering enhanced competitiveness, as well as improving overall air quality, and reducing GHG emissions. LNG-fuelled vessels can reduce their EEDI rating by 20%, while their Carbon Intensity Indicator will be reduced by approximately the same amount.
Competitive vessel design ensures upcoming compliance some ten years longer than conventional designs.
Reduces NOx emissions by up to 80% and almost eliminates SOx, particulate matter (PM)
GHG emissions can be reduced by up to 23% with modern engine technology.
Biogas and drop-in fuels offer a path to further reducing vessel carbon intensity.

LPG, which is any mixture of propane and butane in liquid form, is a widely available fuel that has recently been introduced as a marine fuel. Liquified Petroleum Gas combustion results in CO2 emissions that are approximately 15 per cent lower than those of Fuel Oil FO. When accounting for the complete life cycle, including fuel production, the CO2 savings amount to roughly 17 per cent. The cost of installing LPG systems is roughly half that of an LNG system. This is because there is no need for special materials for handling cryogenic temperatures. LPG can be stored under pressure or refrigerated therefore, pressurized tanks are typically selected. LPG tanks can also be suitable for ammonia, so long as their pressure rating is appropriate. Engine technology is also quite similar, making LPG designs the easiest to retrofit to utilise ammonia as fuel at a later stage.

Compressed natural gas (CNG) can now be used as a fuel for gas-fuelled captive power plants. Natural gas as fuel source has a significant number of benefits versus diesel including reduced emissions and reduced fuel costs. CNG is made by compressing natural gas and is composed primarily of methane (CH4). Unlike natural gas it is not typically transported in pipelines, instead it is transported in batches and contained and distributed in cylinders under pressure over 200bar. CNG’s energy density is significantly higher than natural gas as there are more CH4 molecules stored in a smaller area. Depending upon the price of natural gas compared to diesel and the distance which the gas has to be transported from the point of compression, the fuel savings can be in the region of 30%.

Methanol is the simplest alcohol with the lowest carbon content and highest hydrogen content of any liquid fuel. Methanol can be made available through existing infrastructure in more than 100 ports globally.                      Methanol combustion in an internal combustion engine reduces CO2 emissions by approximately 10 per cent compared to FO. When considering the complete life cycle, including the production of the fuel from natural gas, the total CO2 emissions are equivalent to or slightly higher (ca. 5%) than the corresponding emissions of petroleum-based fuels. In the future, “green methanol” is likely to become available, with the potential for significantly lower GHG emissions. Methanol is a liquid fuel and can be stored in standard fuel tanks, but modifications are required to accommodate its low-flashpoint properties to comply with the IMO’s IGF Code.

Ammonia (NH3) is an important industrial product and a commonly traded commodity, typically transported in liquefied form at −33°C and atmospheric pressure. Primarily used to make fertilizers and pharmaceuticals or as a refrigerant, it is also considered a key future storage and long-distance transport medium for hydrogen. While the liquefaction, storage and transport of pure hydrogen requires enormous energy input and is technically complex, handling ammonia is comparatively simple and established industrial practice. Furthermore, the energy density of liquefied ammonia is higher than that of liquefied hydrogen, making its transport more efficient. Apart from being a potential zero-carbon fuel, ammonia is cheaper that batteries and easier to store than hydrogen or LNG, and is nearly identical to LPG at low pressure under ambient conditions. 

Liquid state: carbon dioxide can exist as a liquid below the critical temperature of 31°C and above the triple point with a temperature of  -56.6°C and 4.18 bar gauge CO2 is transported, stored and handled in liquid form, either at ambient temperature (in cylinders or non-insulated storage tanks at a pressure of 45-65 bar) or refrigerated (in insulated storage tanks) at temperatures between -35°C and -15°C and pressures of 12 to 25 bar. Captured carbon dioxide (CO2) can either be used to synthesize other fuels, such as methanol, or pumped into underground geological formations for permanent storage

Using Tritec Marine's patented technology Gas interface modules are disposed in the cavity between containers and extend between hull sides, each module having a number of fuel vessel docking stations. The stacked fuel container assemblies are coupled to the docking stations via hoses which allows loading of the cargo to the tanks from the shore. An articulating crane mounted on the deck is utilized to unload the FEU tanks containing the cargo off the vessel.

Using Tritec Marine's patented technology Gas interface modules are disposed in the cavity between containers and extend between hull sides, each module having a number of fuel vessel docking stations. The stacked fuel
container assemblies are coupled to the docking stations, this Gas Interface Module is installed with pumping capability which allows bulk loading and unloading of cargo from ship to shore and shore to ship.

Extra small scale cargo capacity option capable of holding up to 30x FEU tanks. This would be best suited for the transportation of cargo over many short voyages with a quick turn around in port.

Small scale cargo capacity option capable of holding up to 60x FEU tanks. This would be best suited for the transportation of cargo over many short voyages with a quick turn around in port.

Small/Medium scale cargo capacity option capable of holding up to 96x FEU tanks. This would be best suited for the transportation of cargo over many short voyages with a quick turn around in port.

Medium scale cargo capacity option capable of holding up to 160x FEU tanks. This would be best suited for the transportation of cargo over short to medium voyages while retaining a relatively quick turn around in port.

PSV is a ship initially designed to supply offshore oil and gas platforms and other offshore installations therefore the number of vessels available for this conversion are extensive and should be easily sourced resulting in a quicker process of achieving a final solution.

The self propelled barge is suitable for short voyages delivering cargo in and around port limits and delivering cargo to offshore anchored vessels

The open deck carrier is initially designed for transportation of heavy loads and is suitable for long voyages delivering cargo from port to port and to offshore anchored vessels

LNG is now considered a mature alternative fuel option. The uptake of LNG has been very strong in recent years, especially in newbuilding's. This has been driven by a combination of the environmental benefits and attractive fuel prices, and the trend is accelerating. Switching to LNG as a fuel can provide significant advantages, by meeting regulatory requirements, offering enhanced competitiveness, as well as improving overall air quality, and reducing GHG emissions. LNG-fuelled vessels can reduce their EEDI rating by 20%, while their Carbon Intensity Indicator will be reduced by approximately the same amount.
Competitive vessel design ensures upcoming compliance some ten years longer than conventional designs.
Reduces NOx emissions by up to 80% and almost eliminates SOx, particulate matter (PM)
GHG emissions can be reduced by up to 23% with modern engine technology.
Biogas and drop-in fuels offer a path to further reducing vessel carbon intensity.

LPG, which is any mixture of propane and butane in liquid form, is a widely available fuel that has recently been introduced as a marine fuel. Liquified Petroleum Gas combustion results in CO2 emissions that are approximately 15 per cent lower than those of Fuel Oil FO. When accounting for the complete life cycle, including fuel production, the CO2 savings amount to roughly 17 per cent. The cost of installing LPG systems is roughly half that of an LNG system. This is because there is no need for special materials for handling cryogenic temperatures. LPG can be stored under pressure or refrigerated therefore, pressurized tanks are typically selected. LPG tanks can also be suitable for ammonia, so long as their pressure rating is appropriate. Engine technology is also quite similar, making LPG designs the easiest to retrofit to utilise ammonia as fuel at a later stage.

Compressed natural gas (CNG) can now be used as a fuel for gas-fuelled captive power plants. Natural gas as fuel source has a significant number of benefits versus diesel including reduced emissions and reduced fuel costs. CNG is made by compressing natural gas and is composed primarily of methane (CH4). Unlike natural gas it is not typically transported in pipelines, instead it is transported in batches and contained and distributed in cylinders under pressure over 200bar. CNG’s energy density is significantly higher than natural gas as there are more CH4 molecules stored in a smaller area. Depending upon the price of natural gas compared to diesel and the distance which the gas has to be transported from the point of compression, the fuel savings can be in the region of 30%.

Methanol is the simplest alcohol with the lowest carbon content and highest hydrogen content of any liquid fuel. Methanol can be made available through existing infrastructure in more than 100 ports globally.                Methanol combustion in an internal combustion engine reduces CO2 emissions by approximately 10 per cent compared to FO. When considering the complete life cycle, including the production of the fuel from natural gas, the total CO2 emissions are equivalent to or slightly higher (ca. 5%) than the corresponding emissions of petroleum-based fuels. In the future, “green methanol” is likely to become available, with the potential for significantly lower GHG emissions. Methanol is a liquid fuel and can be stored in standard fuel tanks, but modifications are required to accommodate its low-flashpoint properties to comply with the IMO’s IGF Code.

Ammonia (NH3) is an important industrial product and a commonly traded commodity, typically transported in liquefied form at −33°C and atmospheric pressure. Primarily used to make fertilizers and pharmaceuticals or as a refrigerant, it is also considered a key future storage and long-distance transport medium for hydrogen. While the liquefaction, storage and transport of pure hydrogen requires enormous energy input and is technically complex, handling ammonia is comparatively simple and established industrial practice. Furthermore, the energy density of liquefied ammonia is higher than that of liquefied hydrogen, making its transport more efficient. Apart from being a potential zero-carbon fuel, ammonia is cheaper that batteries and easier to store than hydrogen or LNG, and is nearly identical to LPG at low pressure under ambient conditions. 

Liquid state: carbon dioxide can exist as a liquid below the critical temperature of 31°C and above the triple point with a temperature of  -56.6°C and 4.18 bar gauge CO2 is transported, stored and handled in liquid form, either at ambient temperature (in cylinders or non-insulated storage tanks at a pressure of 45-65 bar) or refrigerated (in insulated storage tanks) at temperatures between -35°C and -15°C and pressures of 12 to 25 bar. Captured carbon dioxide (CO2) can either be used to synthesize other fuels, such as methanol, or pumped into underground geological formations for permanent storage

Using Tritec Marine's patented technology Gas interface modules are disposed in the cavity between containers and extend between hull sides, each module having a number of fuel vessel docking stations. The stacked fuel container assemblies are coupled to the docking stations via hoses which allows loading of the cargo to the tanks from the shore. An articulating crane mounted on the deck is utilized to unload the FEU tanks containing the cargo off the vessel. 

Using Tritec Marine's patented technology Gas interface modules are disposed in the cavity between containers and extend between hull sides, each module having a number of fuel vessel docking stations. The stacked fuel
container assemblies are coupled to the docking stations, this Gas Interface Module is installed with pumping capability which allows bulk loading and unloading of cargo from ship to shore and shore to ship.

The gantry crane is placed on the deck and is utilized to move fuel container assemblies on and off the vessel. The gantry crane is the most versatile and mobile lifting system and due to the crane not being permanently fixed to the deck it can be removed at anytime to allow for maintence. The maintence of the gantry crane will be slightly higher than that of a deck crane due to the higher number of moving parts.

The standard marine crane is mounted on the deck and is utilized to move fuel container assemblies on and off the vessel. The standard marine crane is readily available and easy to install. The crane will be designed capable of reaching all cargo container positions. The maintence of the standard marine crane will be less than that of a gantry crane due to the lesser number of moving parts.